Vehicle allocation management device

Abstract

To provide a vehicle allocation management device capable of easily allocating a vehicle having no durability problem to a user having an operation plan in which there is a concern about deterioration in durability.SOLUTION: A vehicle allocation management device 3 includes: an influence index value determination unit 42 that determines an influence index value indicating a degree of influence on decrease in durability based on an operation plan included in a vehicle allocation request; a priority setting unit 43 that sets a priority for each of a plurality of candidate vehicles (2-1 to 2-n) that can be allocated according to the influence index value such that the priority decreases as the durability of the candidate vehicle indicated by a durability index of the candidate vehicle decreases; and an allocation vehicle determination unit 44 that determines a vehicle to be allocated from among the plurality of candidate vehicles according to the priority of each of the plurality of candidate vehicles.SELECTED DRAWING: Figure 3

Description

Technical Field

[0001] The present invention relates to a vehicle allocation management device for allocating vehicles.

Background Art

[0002] Techniques for improving vehicle allocation efficiency have been proposed (see Patent Document 1). The vehicle allocation management control device disclosed in Patent Document 1 searches for candidate vehicles that meet the conditions of order information including the position information of the allocation position, notifies each candidate vehicle of the occurrence of an allocation order, obtains response information on whether the candidate vehicle can accept the allocation order from each candidate vehicle, and notifies one of the candidate vehicles that can accept the order of the allocation instruction.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] The total mileage of vehicles used for taxi services etc. may be significantly longer than that of vehicles owned by individuals. Therefore, depending on the usage status of vehicles used for taxi services etc., the durability may be reduced. On the other hand, in the above technology, the durability of the vehicle is not considered when determining the vehicle to be allocated. Therefore, in some cases, a vehicle that may cause problems due to reduced durability may be allocated to a user with a driving plan that raises concerns about reduced durability.

[0005] Therefore, an object of the present invention is to provide a vehicle allocation management device that makes it easier to allocate a vehicle without durability problems to a user with a driving plan that raises concerns about reduced durability.

Means for Solving the Problems

[0006] As one form of the present invention, a vehicle allocation management device is provided. This vehicle allocation management device includes an impact index value determination unit that determines an impact index value representing the degree of impact on the reduction of durability based on the driving plan included in the vehicle allocation request, and according to the impact index value, for each of a plurality of candidate vehicles that can be allocated, a priority setting unit that sets the priority so that the lower the durability of the candidate vehicle represented by the durability index of the candidate vehicle, the lower the priority, and a vehicle allocation determination unit that determines the vehicle to be allocated from among the plurality of candidate vehicles according to the priority of each of the plurality of candidate vehicles.

[0007] In this vehicle allocation management device, the durability index of each of the plurality of candidate vehicles includes the total driving distance of the candidate vehicle, and it is preferable that the priority setting unit lowers the priority of the candidate vehicle with a longer total driving distance among the plurality of candidate vehicles.

[0008] Further, it is preferable that the impact index value determination unit determines the impact index value so that the priority becomes lower as the elevation difference or gradient in the planned driving route indicated by the driving plan becomes larger.

[0009] Alternatively, it is preferable that the impact index value determination unit determines the impact index value so that the priority becomes lower as the difference between the target arrival time and the planned departure time indicated by the driving plan becomes smaller.

[0010] Alternatively, it is preferable that the impact index value determination unit determines the impact index value so that the priority becomes lower as the planned number of passengers indicated by the driving plan increases.

Effect of the Invention

[0011] The vehicle allocation management device according to the present disclosure has an effect that a vehicle without a durability problem is more likely to be allocated to a user having a driving plan in which a reduction in durability is a concern.

Brief Description of the Drawings

[0012]

Figure 1

Figure 2

Figure 3

Figure 4

Figure 5

Embodiments for Carrying Out the Invention

[0013] Hereinafter, a vehicle allocation management device, a vehicle allocation management method, a computer program for vehicle allocation management, and a vehicle allocation management system including the vehicle allocation management device will be described with reference to the drawings. This vehicle allocation management device determines a vehicle to be actually allocated from a plurality of candidate vehicles in consideration of the driving plan of a user who desires vehicle allocation. That is, this vehicle allocation management device calculates an influence index value according to the degree of influence on the reduction of durability based on the items that cause the reduction of the durability of the vehicle shown in the driving plan. Then, for each candidate vehicle, this vehicle allocation management device sets a priority such that the priority decreases as the total mileage of the candidate vehicle increases based on the total mileage of the candidate vehicle and the influence index value, and determines a vehicle to be actually allocated from among the plurality of candidate vehicles based on the priority set for each candidate vehicle.

[0014] FIG. 1 is a schematic configuration diagram of a vehicle allocation management system in which a vehicle allocation management device according to one embodiment is implemented. The vehicle allocation management system 1 includes a plurality of vehicles 2-1 to 2-n (n is an integer of 2 or more) that can be allocated, and a server 3 that is an example of a vehicle allocation management device. Each of the plurality of vehicles 2-1 to 2-n can communicate with the server 3 via a wireless base station 5 connected via a communication network 4 and a communication network 4 and a gateway (not shown). The server 3 is connected to the communication network 4 via, for example, a gateway (not shown). Then, the server 3 determines a vehicle to be allocated in response to a vehicle allocation request from a user from among the plurality of vehicles 2-1 to 2-n, and transmits a pick-up instruction to the determined vehicle.

[0015] Note that the vehicle allocation management system 1 may further include one or more mobile terminals (not shown) that can communicate with the server 3 via the wireless base station 5 and the communication network 4. Such a mobile terminal can be, for example, a mobile phone owned by a user. Then, according to the user's operation, the mobile terminal transmits a vehicle allocation request including the user's identification information and the like to the server 3 via the wireless base station 5 and the communication network 4. Note that the server 3 may receive a vehicle allocation request via the communication network 4 from a server for managing user information (not shown).

[0016] Note that in addition to the user's identification information, the vehicle allocation request includes information representing a driving plan including the user's planned boarding position, the user's planned alighting position, and the planned driving route from the planned boarding position to the planned alighting position. The driving plan may also include at least one of the planned number of passengers, the number of children among the planned number of passengers, the planned departure time, and the target arrival time. Further, the vehicle allocation request may include information representing at least one of the desired vehicle type and the desired options.

[0017] Each of the plurality of vehicles 2-1 to 2-n is a vehicle capable of providing a mobility service such as a taxi service and can be an automatically driven vehicle. For this purpose, each of the plurality of vehicles 2-1 to 2-n has, for example, a wireless communication terminal (not shown), an electronic control unit (ECU, not shown), and a positioning device (not shown). The wireless communication terminal has a wireless communication function and is configured to be communicable with the wireless base station 5. The ECU controls the vehicle for automatic driving and controls each part of the vehicle. The positioning device is configured to measure the position of the host vehicle and may have, for example, a receiver that receives a Global Positioning System (GPS) signal and an arithmetic circuit that calculates the position of the vehicle from the GPS signal. Further, each of the plurality of vehicles 2-1 to 2-n may have a storage device (not shown) that stores map information and a navigation system (not shown) that obtains a driving route from the current position of the vehicle to the destination. Furthermore, each of the plurality of vehicles 2-1 to 2-n may have an external vehicle sensor (not shown) for obtaining information around the vehicle. The external vehicle sensor can be, for example, a camera provided to photograph the surroundings of the vehicle or a distance measuring sensor such as a radar or LiDAR sensor for detecting the distance to an object existing around the vehicle. The wireless communication terminal, the positioning device, the storage device, the navigation system, and the external vehicle sensor are communicably connected to the ECU via an in-vehicle network (not shown) provided in the vehicle and compliant with a predetermined standard.

[0018] In each of the plurality of vehicles 2-1 to 2-n, when a pick-up instruction is notified from the server 3 via the wireless communication terminal, the ECU returns a signal indicating that the pick-up instruction has been received to the server 3 via the wireless communication terminal. If the pick-up request cannot be fulfilled, such as when the remaining fuel or the remaining battery capacity of the vehicle that has received the pick-up instruction is less than a predetermined lower threshold value, the ECU may return a signal indicating that pick-up is impossible to the server 3 via the wireless communication terminal. Further, when there is no reason for the ECU to be unable to execute the pick-up instruction, the ECU notifies the navigation system of the planned boarding position specified in the pick-up instruction. Then, the navigation system refers to the map information and obtains the driving route from the current position of the vehicle measured by the positioning device to the planned boarding position. Then, the navigation system notifies the obtained driving route to the ECU. The ECU automatically controls the vehicle so that the vehicle moves along the driving route to the planned boarding destination. Further, when the user boards the vehicle, the ECU automatically controls the vehicle so that it moves to the planned alighting position along the planned driving route included in the driving plan. At that time, the ECU may control the speed of the vehicle so that the distance from other objects existing around the vehicle obtained by the vehicle exterior sensor is kept at a certain level or more. When the driving route to the planned boarding position is included in the pick-up instruction received from the server 3, the ECU may automatically control the vehicle so that the vehicle moves to the planned boarding position along the driving route included in the pick-up instruction. Further, the ECU transmits the current position of the vehicle measured by the positioning device to the server 3 via the wireless communication terminal together with the identification information of the vehicle at a predetermined cycle (for example, 30 seconds, 1 minute, or 5 minutes). Furthermore, when the ECU detects that the user has boarded the vehicle at the planned boarding position notified from the server 3, the ECU transmits a signal indicating that the user has boarded, the position of the vehicle when the user boarded measured by the positioning device, and the time at that time obtained from the in-vehicle clock (not shown) to the server 3 via the wireless communication terminal together with the identification information of the vehicle.Similarly, when the ECU detects that a user in the vehicle has gotten off, it transmits, via the wireless communication terminal, to the server 3, a signal indicating that the user has gotten off, the position of the vehicle when the user got off as measured by the positioning device, and the time at that moment obtained from the in-vehicle clock, together with the vehicle identification information. Note that, for example, when the ECU detects, via a door open / close sensor (not shown), that the door of the vehicle has been opened at the planned boarding position, it determines that the user has boarded. Similarly, for example, when the ECU detects, via the door open / close sensor, that the door of the vehicle has been opened at the planned alighting position of a user in the vehicle, it determines that the user has gotten off. The ECU may detect the boarding or alighting of the user based on sensor signals obtained from other sensors provided in the vehicle interior, such as a camera for monitoring the vehicle interior or a seating sensor.

[0019] Note that each of the plurality of vehicles 2-1 to 2-n may be a vehicle manually driven by a driver.

[0020] The server 3 selects one or more candidate vehicles from among the plurality of vehicles 2-1 to 2-n for the received vehicle allocation request, and sets a priority for each of the selected candidate vehicles. Then, the server 3 determines the vehicle to be allocated from among the candidate vehicles based on the priorities of the candidate vehicles, and transmits a pick-up instruction to the determined vehicle via the communication network 4 and the radio base station 5.

[0021] Figure 2 is a schematic configuration diagram of the server 3, which is an example of the vehicle allocation management device. The server 3 includes a communication interface 31, a storage device 32, a memory 33, and a processor 34. The communication interface 31, the storage device 32, and the memory 33 are connected to the processor 34 via signal lines.

[0022] The communication interface 31 is an example of a communication unit and has an interface circuit for connecting the server 3 to the communication network 4. The communication interface 31 is configured to be able to communicate with the wireless communication terminals of each of the plurality of vehicles 2-1 to 2-n and the mobile terminals possessed by users via the communication network 4 and the wireless base station 5. Also, the communication interface 31 is configured to be able to communicate with the user information server via the communication network 4. And the communication interface 31 passes to the processor 34 a signal representing the current position of the vehicle, etc., received from the wireless communication terminal of any vehicle via the wireless base station 5 and the communication network 4. Also, the communication interface 31 passes to the processor 34 a vehicle allocation request received from the mobile terminal or the user management server via the communication network 4 (and the wireless base station 5). Further, the communication interface 31 transmits to the vehicle, via the communication network 4 and the wireless base station 5, the pick-up instruction to the designated vehicle received from the processor 34.

[0023] The storage device 32 is an example of a storage unit and has, for example, a Solid State Drive (SSD). The storage device 32 may have a hard disk device or an optical recording medium and its access device. The storage device 32 stores vehicle information for each of the vehicles 2-1 to 2-n. The vehicle information includes the identification information of the vehicle, the vehicle type of the vehicle, the durability information representing the durability of the vehicle, the current position of the vehicle, the presence or absence of various optional equipment, and a status flag representing the service provision state (for example, waiting, pick-up, user on board). Also, the storage device 32 stores map information. Further, the storage device 32 stores various data used for setting the influence index value and the priority. Furthermore, the storage device 32 may store a computer program for executing the vehicle allocation management process.

[0024] Note that the durability information includes, for example, the total mileage of the vehicle. Also, the durability information may include the number of days elapsed since the manufacturing date or registration date of the vehicle, or the number of acceleration and deceleration times since the manufacturing date or registration date.

[0025] The memory 33 is another example of the storage unit, and has, for example, a non-volatile semiconductor memory and a volatile semiconductor memory. The memory 33 stores various data generated during the execution of the vehicle allocation management process and various data received from other devices.

[0026] The processor 34 is an example of the control unit, and has one or more CPUs (Central Processing Units) and its peripheral circuits. The processor 34 may further have other arithmetic circuits such as a logical arithmetic unit or a numerical arithmetic unit. When the processor 34 receives information representing the current position of one of the plurality of vehicles 2-1 to 2-n, it stores the current position of the vehicle together with the identification information of the vehicle in the storage device 32. Further, when the processor 34 transmits a vehicle meeting request to a vehicle and receives a signal indicating that the vehicle meeting request has been received from the vehicle, it updates the value of the status flag of the vehicle to a value indicating that it is in the process of meeting the vehicle. Further, when the processor 34 receives a signal indicating that a user has boarded one of the plurality of vehicles 2-1 to 2-n, it updates the value of the status flag of the vehicle to a value indicating that the user is boarding. Similarly, when the processor 34 receives a signal indicating that a user has alighted from one of the plurality of vehicles 2-1 to 2-n, it updates the value of the status flag of the vehicle to a value indicating that it is in a standby state. Further, when the processor 34 receives a vehicle allocation request, it executes a vehicle allocation management process.

[0027] FIG. 3 is a functional block diagram of the processor 34 related to the vehicle allocation management process. The processor 34 has a selection unit 41, an influence index value determination unit 42, a priority setting unit 43, a vehicle allocation determination unit 44, and a vehicle meeting instruction unit 45. Each of these units is, for example, a functional module realized by a computer program operating on the processor 34. Alternatively, each of these units may be a dedicated arithmetic circuit provided in the processor 34.

[0028] When the server 3 receives a vehicle allocation request, the selection unit 41 selects, from among the vehicles 2-1 to 2-n, one or more vehicles that can satisfy the vehicle allocation request as candidate vehicles. To do this, the selection unit 41 refers to the status flags of each vehicle and identifies the vehicles whose status flag values indicate that they are in a standby state. Further, the selection unit 41 selects, as candidate vehicles, one or more of the identified vehicles that can move to the scheduled boarding position specified in the vehicle allocation request within a predetermined time (for example, within 10 minutes or within 15 minutes). To do this, for each of the identified individual vehicles, the selection unit 41 refers to the map information and searches for a route from the current position of the vehicle to the scheduled boarding position using a predetermined route search method such as Dijkstra's algorithm, and predicts the required time required to move to the scheduled boarding position based on the searched route. Then, the selection unit 41 selects, as candidate vehicles, those of the identified individual vehicles for which the predicted required time is equal to or less than the predetermined time. If the vehicle allocation request includes a scheduled boarding date and time, the selection unit 41 may select, as candidate vehicles, those of the identified individual vehicles for which the predicted required time is shorter than the period from the current time to the scheduled boarding date and time. Also, if the vehicle allocation request includes the scheduled number of passengers, the selection unit 41 excludes from the candidate vehicles those vehicles whose seating capacity is less than the scheduled number of passengers.

[0029] The selection unit 41 notifies the priority setting unit 43 of the identification information of each candidate vehicle.

[0030] Based on the driving plan included in the vehicle allocation request, the impact index value determination unit 42 determines an impact index value representing the degree of impact on the reduction of durability. In the present embodiment, the impact index value is set so that the higher the degree of impact on the reduction of durability, the lower the priority.

[0031] The influence index value determination unit 42 calculates, as one of the influence index values, a height difference influence index value representing the influence on the reduction of durability related to the height difference of the planned driving route included in the driving plan. It is predicted that the greater the height difference in the planned driving route, the greater the influence on the reduction of durability. Therefore, the influence index value determination unit 42 refers to the planned driving route and the map information to obtain the integrated value of the height difference change over the entire planned driving route (hereinafter referred to as the height difference integrated value), the total number of uphill and downhill trips (hereinafter referred to as the number of elevation changes), and the absolute value of the maximum uphill gradient (hereinafter referred to as the maximum uphill gradient) and the absolute value of the maximum downhill gradient (hereinafter referred to as the maximum downhill gradient) in the planned driving route. Then, as shown in the following equation, the influence index value determination unit 42 calculates the value obtained by multiplying each of the height difference integrated value x1, the number of elevation changes x2, the maximum uphill gradient x3, and the maximum downhill gradient x4 by the corresponding coefficient and then summing them as the height difference influence index value DHI. DHI = α * x1 + β * x2 + γ * x3 + δ * x4 (1) Here, the parameters α, β, γ, δ are the coefficients corresponding to the height difference integrated value, the number of elevation changes, the maximum uphill gradient, and the maximum downhill gradient, respectively, and are set to positive values. That is, the greater each of the height difference integrated value, the number of elevation changes, the maximum uphill gradient, and the maximum downhill gradient, the greater the height difference influence index value DHI.

[0032] Note that the influence index value determination unit 42 may obtain the cumulative elevation difference of uphill or downhill over the entire planned driving route instead of the height difference integrated value and use the cumulative elevation difference as the parameter x1 in Equation (1). Also, the influence index value determination unit 42 may obtain any one, two, or three of the height difference integrated value, the cumulative elevation difference, the number of elevation changes, the maximum uphill gradient, and the maximum downhill gradient, set the rest to 0, and calculate the height difference influence index value DHI.

[0033] In addition, the influence index value determination unit 42 may calculate a travel time influence index value that represents the influence on durability regarding the difference between the scheduled departure time and the target arrival time (hereinafter referred to as the target travel time) included in the driving plan. The shorter the target travel time, the higher the average vehicle speed of the vehicle, and the more the number of rapid accelerations and rapid decelerations increases. As a result, it is predicted that the influence on the deterioration of the vehicle durability becomes greater. Therefore, the influence index value determination unit 42 sets the travel time influence index value to a larger value as the target travel time becomes shorter. At that time, the influence index value determination unit 42 may determine the travel time influence index value by referring to a table stored in advance in the storage device 32 that represents the relationship between the target travel time and the travel time influence index value. Note that the influence index value determination unit 42 may normalize the target travel time by dividing it by the estimated average vehicle speed of the entire planned travel route or the total length of the planned travel route, and set the travel time influence index value based on the normalized target travel time. Also in this case, the influence index value determination unit 42 may set the travel time influence index value to a larger value as the normalized target travel time becomes shorter. Note that the influence index value determination unit 42 may obtain the total length of the planned travel route by referring to the map information. Further, the influence index value determination unit 42 may obtain the estimated average vehicle speed by referring to the map information, obtaining the length and the maximum speed of each section included in the planned travel route, and dividing the sum of the values obtained by multiplying the maximum speed of each section by a predetermined coefficient (a value greater than 0 and less than 1, for example, 0.5 to 0.8) and the length of that section by the total length of the planned travel route. Also, when the server 3 can receive traffic information via the communication network 4, the influence index value determination unit 42 may refer to the traffic information to obtain a predicted value of the traffic volume of each section included in the planned travel route between the scheduled departure time and the target arrival time, and adjust a predetermined coefficient of each section according to the predicted value.

[0034] Furthermore, the impact index value determination unit 42 may calculate a passenger number impact index value that represents the impact on durability regarding the planned number of passengers included in the operation plan. As the number of people boarding the vehicle increases, the load on the vehicle increases, and as a result, it is predicted that the impact on the reduction of the vehicle's durability will become greater. Therefore, the impact index value determination unit 42 sets a larger value for the passenger number impact index value as the planned number of passengers increases. At that time, the impact index value determination unit 42 may determine the passenger number impact index value by referring to a table stored in advance in the storage device 32 that represents the relationship between the planned number of passengers and the passenger number impact index value. In addition, when the operation plan includes the number of children among the planned number of passengers, the impact index value determination unit 42 may correct the planned number of passengers used for determining the passenger number impact index value by subtracting the number obtained by multiplying the number of children by a predetermined coefficient (for example, a value less than 1, for example, 0.4 to 0.6) from the planned number of passengers.

[0035] The impact index value determination unit 42 does not need to obtain all of the above three types of impact index values, and may obtain one or two of the above three types of impact index values. Then, the impact index value determination unit 42 outputs the obtained impact index value to the priority setting unit 43.

[0036] The priority setting unit 43 sets the priority for allocation for each candidate vehicle. In the present embodiment, for each candidate vehicle, an item priority is set for each at least one item, and the weighted sum of the item priorities set for each item becomes the priority of the candidate vehicle. In the present embodiment, the items for which the item priorities are set include items related to the degree of impact on the reduction of the durability of the vehicle (hereinafter referred to as items related to durability).

[0037] In addition to the items related to durability, the items for which item priorities are set may include any one of the desired vehicle type, the presence or absence of desired options, and the required time to the planned boarding position. For example, when the desired vehicle type is included in the vehicle allocation request, the priority setting unit 43 refers to the vehicle information of each candidate vehicle and sets the item priority regarding the desired vehicle type for each candidate vehicle. For example, the priority setting unit 43 sets the item priority regarding the desired vehicle type for each candidate vehicle so that the item priority for a candidate vehicle of the same vehicle type as the desired vehicle type is higher than the item priority for a candidate vehicle of a different vehicle type from the desired vehicle type. Similarly, when the desired options are included in the vehicle allocation request, the priority setting unit 43 refers to the vehicle information of each candidate vehicle and sets the item priority regarding the desired options for each candidate vehicle. For example, the priority setting unit 43 sets the item priority regarding the desired options for each candidate vehicle so that the item priority for a candidate vehicle having the desired options is higher than the item priority for a candidate vehicle not having the desired options. Further, the priority setting unit 43 sets the item priority regarding the required time for each candidate vehicle so that the shorter the required time to the planned boarding position of the candidate vehicle, the higher the item priority. Note that when the item priority for items other than durability is not set, the item priority for durability becomes the priority itself.

[0038] Hereinafter, the details of the item priority setting regarding durability will be described. The priority setting unit 43 sets the item priority regarding durability for each candidate vehicle according to the individual influence index values such that the lower the durability represented by the durability index of the candidate vehicle, the lower the priority regarding durability. In the present embodiment, the priority setting unit 43 uses the total mileage of each candidate vehicle as the durability index of each candidate vehicle. That is, the longer the total mileage of the candidate vehicle, the lower the durability of the candidate vehicle is regarded as being.

[0039] In the present embodiment, for each candidate vehicle, the priority setting unit 43 sets, as the item priority PD regarding durability, a value obtained by subtracting the sum of values obtained by multiplying the individual influence index values by a coefficient corresponding to the total mileage of the candidate vehicle from a predetermined constant value, as shown in the following equation. PD = A - {DHI * y1 + RTI * y2 + NPI * y3} (2) Here, the parameters DHI, RTI, and NPI are the height difference influence index value, travel time influence index value, and number of passengers influence index value, respectively. Also, the parameters y1, y2, and y3 are coefficients determined according to the total travel distance of the candidate vehicle of interest, and are values obtained by inputting the total travel distance into a function preset for each of the height difference influence index value, travel time influence index value, and number of passengers influence index value. In this embodiment, for any function related to the influence value, it can be a function that monotonically increases with respect to the total travel distance. However, these functions are not limited to linear functions, and may be higher-order functions of the second order or higher, exponential functions, logarithmic functions, or composite functions thereof. Alternatively, the parameters y1 to y3 may be obtained according to a table representing the relationship between the total travel distance and the parameters y1 to y3. Furthermore, the parameter A is a constant. As is clear from equation (2), the longer the total travel distance of the candidate vehicle, the smaller the priority PD for the durability-related item. Furthermore, the larger each value of the height difference influence index value, travel time influence index value, and number of passengers influence index value, the smaller the priority PD for the durability-related item. Thereby, the greater the influence on the reduction of durability due to the driving plan, the smaller the priority for the candidate vehicle for which a reduction in durability is a concern. Note that this is not limited to this example, and the priority setting unit 43 may obtain the priority for the durability-related item by referring to a table representing the relationship between each influence index value, the total travel distance, and the priority for the durability-related item. Also in this case, the table is set such that the longer the total travel distance of the candidate vehicle, or the larger each individual influence index value, the smaller the priority for the durability-related item, and the table may be stored in advance in the storage device 32.

[0040] FIG. 4 is a diagram showing an example of setting priorities for items related to durability based on individual impact index values and the total driving distance of candidate vehicles. In FIG. 4, graphs 401 to 403 are graphs showing the relationships between the total driving distance of candidate vehicles and parameters y1 to y3 related to the height difference impact index value, the driving distance impact index value, and the number of passengers impact index value, respectively. Graph 404 is a graph showing the relationship between the total driving distance of candidate vehicles and the priorities of items related to durability when individual impact index values are relatively small. Further, graph 405 is a graph showing the relationship between the total driving distance of candidate vehicles and the priorities of items related to durability when individual impact index values are relatively larger than those in graph 404. As shown in graphs 401 to 403, regarding individual impact index values, the values of parameters y1 to y3 increase as the total driving distance becomes longer. As a result, as shown in graphs 404 and 405, the longer the total driving distance and the larger the individual impact index values, the lower the priorities of items related to durability. Therefore, it can be understood that the higher the impact on the reduction of durability due to the driving plan or the longer the total driving distance of the candidate vehicle, the lower the priorities of items related to durability.

[0041] The priority setting unit 43 sets, for each candidate vehicle, the weighted sum of the individual item priorities set for that candidate vehicle as the final priority for that candidate vehicle. The weighting coefficients for each item priority may all be the same, or the weighting coefficient for any one item may be larger than the weighting coefficients for other items. For example, the weighting coefficient for items related to vehicle safety may be set to be larger than the weighting coefficients for items related to other items. Alternatively, the weighting coefficient for the item priority related to durability may be set to be larger than the weighting coefficients for items related to other items. Then, the priority setting unit 43 notifies the vehicle allocation determination unit 44 of the priorities set for each candidate vehicle.

[0042] The vehicle allocation determination unit 44 determines the vehicle to be allocated from among the candidate vehicles based on the priorities set for each candidate vehicle. In the present embodiment, the vehicle allocation determination unit 44 determines, as the vehicle to be allocated, the candidate vehicle with the highest priority among the candidate vehicles. If a signal indicating that a vehicle to which the server 3 has sent a pick-up instruction cannot perform pick-up is received, the vehicle allocation determination unit 44 determines the candidate vehicle with the next highest priority as the vehicle to be allocated.

[0043] The vehicle allocation determination unit 44 notifies the pick-up instruction unit 45 of the identification information of the vehicle to be allocated.

[0044] The pick-up instruction unit 45 creates a pick-up instruction including the scheduled boarding position and the scheduled alighting position included in the allocation request for the vehicle specified by the identification information notified from the vehicle allocation determination unit 44. Then, the pick-up instruction unit 45 transmits the created pick-up instruction to the allocated vehicle via the communication interface 31, the communication network 4, and the radio base station 5. The pick-up instruction may further include information representing at least one of the identification information of the user who sent the allocation request, the driving route to the scheduled boarding position, and the scheduled driving route to the scheduled alighting position.

[0045] FIG. 5 is an operation flowchart of the vehicle allocation management process. Each time the processor 34 receives an allocation request, it executes the vehicle allocation management process according to the operation flowchart shown below.

[0046] The selection unit 41 selects, as candidate vehicles, one or more vehicles among the plurality of vehicles 2-1 to 2-n that can satisfy the vehicle allocation request (step S101). Based on the driving plan included in the vehicle allocation request, one or more impact index values representing the degree of impact on the reduction of durability are determined (step S102). Further, the priority setting unit 43 sets, for each candidate vehicle, a priority including the item priority such that the lower the durability of the candidate vehicle represented by the durability index of the candidate vehicle, the lower the item priority regarding durability according to the individual impact index values (step S103). The vehicle allocation determination unit 44 determines the vehicle to be allocated from among the candidate vehicles based on the priority set for each candidate vehicle (step S104). Then, the vehicle pick-up instruction unit 45 transmits a vehicle pick-up instruction to the allocated vehicle via the communication network 4 or the like (step S105). Then, the processor 34 ends the vehicle allocation management process.

[0047] As described above, this vehicle allocation management device sets the priority for each candidate vehicle so that the greater the impact on the reduction of durability due to the driving plan or the lower the durability of the candidate vehicle, the lower the priority, as a criterion for determining the vehicle to be allocated. Therefore, this vehicle allocation management device can determine the vehicle to be allocated from among the candidate vehicles so that a vehicle without durability problems is more likely to be allocated to a user having a driving plan for which a reduction in durability is a concern.

[0048] According to a modification example, for each impact index value, the impact index value used for a candidate vehicle that is a Battery Electric Vehicle (BEV) may be made larger than the impact index value used for candidate vehicles other than BEVs. As a result, if the durability index of a candidate vehicle that is a BEV is the same as the durability index of candidate vehicles other than BEVs, the item priority regarding durability for the candidate vehicle that is a BEV will be lower than the item priority for candidate vehicles other than BEVs. Thereby, for a vehicle allocation request having a driving plan in which a decrease in durability is a concern, a candidate vehicle that is a BEV, for which the impact on a decrease in durability becomes greater due to reasons such as the engine brake not being available, becomes less likely to be allocated.

[0049] According to another modification example, as an index regarding the durability of each candidate vehicle, instead of the total mileage, the number of days elapsed since the manufacturing date or registration date of the candidate vehicle, or the total number of acceleration and deceleration operations since the manufacturing date or registration date may be used. That is, the longer the number of days elapsed for a candidate vehicle, or the greater the total number of acceleration and deceleration operations, the lower the durability of that candidate vehicle is considered to be. Also in this case, the priority setting unit 43 may calculate the item priority regarding durability according to formula (2). Further, the parameters y1 to y3 may be obtained according to a function or a table in the same manner as in the above-described embodiment. That is, the item priority is set so that the item priority regarding durability decreases as the number of days elapsed increases or as the total number of acceleration and deceleration operations increases. In order to obtain the total number of acceleration and deceleration operations for each candidate vehicle, each of the ECUs of vehicles 2-1 to 2-n counts the number of times the absolute value of the acceleration or deceleration exceeds a predetermined threshold while the ignition switch is on, and when the ignition switch is turned off, transmits that number and the vehicle identification information to the server 3 via the wireless communication terminal. Then, the processor 34 of the server 3 may add the received number to the total number of acceleration and deceleration operations of that vehicle stored in the storage device 32 with reference to the vehicle identification information.

[0050] According to still another modification, the planned driving route itself may not be included in the driving plan. In this case, the influence index value determination unit 42 of the processor 34 of the server 3 may refer to the map information and find the planned driving route from the planned boarding position to the planned alighting position according to a predetermined route search method such as Dijkstra's algorithm.

[0051] A computer program for causing a computer to execute the processing executed by the processor 34 of the server 3 described above may be recorded and distributed on a recording medium such as an optical recording medium or a magnetic recording medium.

[0052] As described above, those skilled in the art can make various changes according to the implemented forms within the scope of the present invention.

Explanation of reference numerals

[0053] 1 Vehicle allocation management system 2-1 to 2-n Vehicles 3 Server (vehicle allocation management device) 4 Communication network 5 Radio base station 31 Communication interface 32 Storage device 33 Memory 34 Processor 41 Selection unit 42 Influence index value determination unit 43 Priority setting unit 44 Allocated vehicle determination unit 45 Pick-up instruction unit

Claims

1. An impact index value determination unit that determines an impact index value representing the degree of impact on the reduction of durability based on the driving plan included in the vehicle allocation request; A priority setting unit that sets priorities for each of a plurality of allocatable candidate vehicles according to the impact index value, such that the lower the durability of the candidate vehicle represented by the durability index of the candidate vehicle, the lower the priority; A vehicle allocation determination unit that determines a vehicle to be allocated from among the plurality of candidate vehicles according to the priority of each of the plurality of candidate vehicles; A vehicle allocation management device having the above.

2. The durability index of each of the plurality of candidate vehicles includes the total mileage, and the priority setting unit lowers the priority for candidate vehicles with a longer total mileage among the plurality of candidate vehicles. The vehicle allocation management device according to claim 1.

3. The impact index value determination unit determines the impact index value such that the priority decreases as the height difference or gradient in the planned driving route indicated by the driving plan increases. The vehicle allocation management device according to claim 1 or 2.

4. The impact index value determination unit determines the impact index value such that the priority decreases as the difference between the target arrival time and the planned departure time indicated by the driving plan decreases. The vehicle allocation management device according to claim 1 or 2.

5. The impact index value determination unit determines the impact index value such that the priority decreases as the planned number of passengers indicated by the driving plan increases. The vehicle allocation management device according to claim 1 or 2.

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