Management device of loading article, management method of loading article, and program

Abstract

To efficiently manage a loading article of a vehicle.SOLUTION: A vehicle allocation device comprises: a storage unit that stores loading status data indicating a loading status of a vehicle; and a control unit. In response to reception of a vehicle allocation request (loading request) that can specify a loading article of the vehicle and a priority order p for the loading article, the control unit determines whether or not a loading article in a predetermined order (e.g., first order) of the priority order p can be loaded onto the vehicle among the loading articles specified from the loading request (step S607) based on the loading status of the vehicle indicated in the loading status data; if the control unit determines that the loading article of the predetermined order can be loaded (step S608; Yes), the control unit updates the loading status of the vehicle indicated by the loading status data to a status in which the loading articles in the predetermined order have been increased (step S609), and determines whether or not a loading article of a next order (e.g., second order) of the predetermined order can be loaded (step S607).SELECTED DRAWING: Figure 6

Description

Technical Field

[0001] The present invention relates to a load management device, a load management method, and a program, and more particularly to a load management device, a load management method, and a program capable of efficiently managing the loads of a vehicle.

Background Art

[0002] Among users who specify a desired boarding position, for example, when there is a user who has attribute information (for example, being pregnant or suffering from some illness) that may be more burdensome to move, even if it is somewhat unequal from the perspective of the moving distance for the remaining users, an information processing device that installs a virtual bus stop at a position where the burden on such a user who has attribute information that may be burdensome to move can be reduced is disclosed (see, for example, Patent Document 1).

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] However, since the information processing device disclosed in Patent Document 1 installs a virtual bus stop based on the attribute information of the user, there is a problem that the route becomes inefficient for the vehicle. Further, since the information processing device disclosed in Patent Document 1 emphasizes the attribute information of the user, there is also a problem that users who are hardly dispatched to the designated vehicle allocation position are generated depending on the attribute, and it becomes almost useless for some users. Furthermore, the information processing device disclosed in Patent Document 1 also has a problem that it cannot efficiently manage the loads of the vehicle.

[0005] The present invention has been made to solve the above problems, and an object thereof is to provide a load management device, a load management method, and a program capable of efficiently managing loads of a vehicle.

Means for Solving the Problems

[0006] In order to achieve the above object, a load management device according to a first aspect of the present invention includes a storage unit that stores load state data indicating a load state of a vehicle, and a load request capable of specifying a load of the vehicle and a priority order of the load. In response to receiving the load request, based on the load state of the vehicle indicated by the load state data, among the loads specified from the load request, whether the load of a predetermined order among the priority orders can be loaded on the vehicle is determined. When it is determined that the load of the predetermined order can be loaded, the load state of the vehicle indicated by the load state data is updated to a state in which the load of the predetermined order is increased, and a control unit that determines whether the load of the order next to the predetermined order can be loaded is provided.

[0007] In the above load management device, the storage unit stores a first load increase / decrease pattern table in which a load increase / decrease pattern indicating an increase or decrease of the load and identification information capable of specifying the load state after the increase or decrease of the load are associated and registered for each load state of the vehicle. The control unit determines whether the load of the predetermined order can be loaded on the vehicle by determining whether the identification information corresponding to the load increase / decrease pattern indicating the increase or decrease of the load of the predetermined order generated by the load request is registered in the first load increase / decrease pattern table corresponding to the load state of the vehicle indicated by the load state data. It may be configured in this way.

[0008] Further, in the above-described load management device, the storage unit stores in advance standard values of the characteristics of the load, and the control unit calculates a degree of discrepancy between the characteristics of the load in the predetermined order and the standard values. When it is determined based on the calculated degree of discrepancy that the load in the predetermined order can be loaded, the control unit detects the identification information from the first load increase / decrease pattern table, and updates the load state of the vehicle indicated by the load state data to the load state after the increase / decrease of the load indicated by the detected identification information. This may be done in this way.

[0009] Furthermore, in the above-described load management device, when a plurality of the standard values are stored in the storage unit in the first load increase / decrease pattern table, for each of the standard values, the load increase / decrease pattern and the identification information are registered in association with each other. The control unit detects, from the first load increase / decrease pattern table, the identification information corresponding to the lowest standard value among the identification information corresponding to the load increase / decrease pattern indicating the increase / decrease of the load in the predetermined order caused by the load request, where the degree of discrepancy exceeds (if necessary, defined) a threshold value. The control unit updates the load state of the vehicle indicated by the load state data to the load state after the increase / decrease of the load indicated by the detected identification information. This may be done in this way.

[0010] Also, in the above-described load management device, the load state data stores, for each between the stop positions of the vehicle (including not only the fixed passing points described later but also the free passing points described later, and defining the point where the load (person or luggage) on the vehicle is replaced as the "stop position". "Between the stop positions" means between adjacent stop positions. The same applies hereinafter), the load state of the vehicle in a manner that enables identification. The control unit determines, for each between the stop positions, whether the load in the predetermined order can be loaded onto the vehicle based on the load state between each of the stop positions of the vehicle indicated by the load state data. When the load in the predetermined order can be loaded at all between the stop positions, it is determined that the load in the predetermined order can be loaded. When the load in the predetermined order cannot be loaded at any of the between the stop positions, it is determined that the load in the predetermined order cannot be loaded. This may be done in this way.

[0011] Furthermore, in the above-described load management device, the control unit includes: receiving means for receiving, via a network, from a user terminal a vehicle allocation request that includes the loading request and requests allocation to an allocation position specified within a predetermined range between predetermined parking positions of the user; candidate generation means for generating a plurality of route candidates for traveling between the stop positions via at least one of the allocation positions specified from each of the vehicle allocation requests received from a plurality of the user terminals; exclusion means for excluding, from the route candidates generated by the candidate generation means, a route for which an increase in the travel period of the vehicle caused by loading of the load and passing through the allocation position exceeds a predetermined allowable range; numerical value calculation means for calculating a numerical value indicating the inconvenience of each of the route candidates generated by the candidate generation means; and route determination means for determining, as the route for the vehicle to travel, the route candidate for which the numerical value calculated by the numerical value calculation means is the minimum. This may be provided.

[0012] Also, in the above-described load management device, the numerical value calculation means may calculate, as the numerical value indicating the inconvenience, a numerical value indicating the labor of the vehicle driver caused by loading of the load.

[0013] Furthermore, the above-described load management device further includes transmission means for transmitting, via the network, a notification indicating that allocation is possible to the user terminal of the user for whom the specified allocation position is included in the route determined by the route determination means, while transmitting a notification indicating that allocation is not possible to the user terminal of the user for whom the specified allocation position is not included in the route, and transmitting, via the network, a notification recommending the vehicle allocation request to the vehicle for the next time to the user. When the number of the vehicle allocation requests received within a predetermined period exceeds a predetermined upper limit value, the transmission means transmits, via the network, a notification indicating that allocation is not possible to the user terminal that transmitted the vehicle allocation request exceeding the predetermined upper limit value, and transmits a notification recommending the vehicle allocation request to the vehicle for the next time to the user. This may be provided.

[0014] Also, a load management method according to a second aspect of the present invention is a load management method by a load management device including a storage unit that stores load state data indicating a load state of a vehicle. In response to receiving a load request that can specify a load on the vehicle and a priority of the load, a control unit determines whether it is possible to load, onto the vehicle, a load of a predetermined rank among the priorities among the loads specified from the load request, based on the load state of the vehicle indicated by the load state data. When the control unit determines that it is possible to load the load of the predetermined rank, the control unit updates the load state of the vehicle indicated by the load state data to a state in which the load of the predetermined rank is increased, and determines whether it is possible to load a load of the rank next to the predetermined rank. The load management method is characterized by including these steps.

[0015] Furthermore, a program according to a third aspect of the present invention causes a computer of a load management device including a storage unit that stores load state data indicating a load state of a vehicle to execute a procedure of determining whether it is possible to load, onto the vehicle, a load of a predetermined rank among the priorities among the loads specified from a load request that can specify a load on the vehicle and a priority of the load, based on the load state of the vehicle indicated by the load state data, and a procedure of updating the load state of the vehicle indicated by the load state data to a state in which the load of the predetermined rank is increased and determining whether it is possible to load a load of the rank next to the predetermined rank when it is determined that it is possible to load the load of the predetermined rank.

[0016] Further, the vehicle allocation device according to the fourth aspect of the present invention includes: a receiving means for receiving, via a network, a vehicle allocation request from a user terminal for requesting vehicle allocation to an allocated position designated within a predetermined range between predetermined parking positions of the user; a candidate generation means for generating a plurality of route candidates for traveling between the stop positions via at least one of the allocated positions specified from each of the vehicle allocation requests received from a plurality of the user terminals; a numerical value calculation means for calculating a numerical value indicating the inconvenience of each of the route candidates generated by the candidate generation means; and a route determination means for determining, based on the numerical value calculated by the numerical value calculation means, a route for the vehicle to travel from among the route candidates.

[0017] The above vehicle allocation device further includes a transmission means for transmitting, via the network, a notification indicating that vehicle allocation is possible to the user terminal of the user for whom the designated allocated position is included in the route determined by the route determination means, while notifying the user terminal of the user for whom the designated allocated position is not included in the route that vehicle allocation is not possible, and transmitting, via the network, a notification recommending the vehicle allocation request to the next vehicle to the user.

[0018] Also, in the above vehicle allocation device, when the number of the vehicle allocation requests received within a predetermined period exceeds a predetermined upper limit value, the transmission means notifies the user terminal that transmitted the vehicle allocation request exceeding the predetermined upper limit value that vehicle allocation is not possible, and transmits, via the network, a notification recommending the vehicle allocation request to the next vehicle to the user.

[0019] Furthermore, the above vehicle allocation device may further include an exclusion means for excluding a route in which an increase in the travel period of the vehicle caused by passing through the allocated position exceeds a predetermined allowable range from the route candidates generated by the candidate generation means.

[0020] Further, in the above-described vehicle allocation device, the route determination means may determine, as the route of the vehicle to travel, the candidate route with the minimum value calculated by the numerical value calculation means.

[0021] Furthermore, in the above-described vehicle allocation device, the numerical value calculation means may calculate the sum value of a plurality of types of numerical values indicating the inconvenience of each candidate route.

[0022] Also, a vehicle allocation method according to a fifth aspect of the present invention includes a reception step of receiving, via a network, from a user terminal, a vehicle allocation request in which a user requests vehicle allocation to an allocation position designated within a predetermined range between predetermined stop positions; a candidate generation step of generating a plurality of candidate routes for traveling between the stop positions via at least one of the allocation positions specified from each of the vehicle allocation requests received from a plurality of the user terminals; a numerical value calculation step of calculating a numerical value indicating the inconvenience of each candidate route generated by the candidate generation step; and a route determination step of determining, based on the numerical value calculated by the numerical value calculation step, a route for the vehicle to travel from among the candidate routes.

[0023] And a program according to a sixth aspect of the present invention causes a computer to execute a reception procedure of receiving, via a network, from a user terminal, a vehicle allocation request in which a user requests vehicle allocation to an allocation position designated within a predetermined range between predetermined stop positions; a candidate generation procedure of generating a plurality of candidate routes for traveling between the stop positions via at least one of the allocation positions specified from each of the vehicle allocation requests received from a plurality of the user terminals; a numerical value calculation procedure of calculating a numerical value indicating the inconvenience of each candidate route generated by the candidate generation procedure; and a route determination procedure of determining, based on the numerical value calculated by the numerical value calculation procedure, a route for the vehicle to travel from among the candidate routes.

Advantages of the Invention

[0024] According to the present invention, it is possible to provide a load management device, a load management method, and a program capable of efficiently managing the loads of a vehicle.

Brief Description of the Drawings

[0025]

Figure 1

Figure 2

Figure 3

Figure 4

Figure 5

Figure 6

Figure 7

Figure 8

Embodiments for Carrying Out the Invention

[0026] Hereinafter, the best mode for carrying out the present invention will be described.

[0027] First, the configuration of the vehicle allocation system according to the embodiment of the present invention will be described with reference to the drawings.

[0028] The vehicle allocation system according to the present embodiment is for realizing a new vehicle transportation system such as a bus that is positioned between an existing community bus and a demand taxi on the premise of being deeply linked with the town planning of the region.

[0029] FIG. 1 is a diagram for explaining the outline of the vehicle allocation system according to the present embodiment.

[0030] As shown in FIG. 1, in the vehicle allocation system according to the present embodiment, one vehicle circulates along a fixed route (travel route) at intervals of a predetermined period (for example, about 30 minutes to 1 hour). Parking positions (fixed passing points) such as fixed stops near commercial facilities or large hospitals are predetermined on the route, but users can specify free passing points other than the fixed passing points as vehicle allocation positions such as boarding and alighting positions if certain conditions are met. The route changes moment by moment according to the reservation status of the users. A unique algorithm is adopted for formulating this route. According to this algorithm, the status of past vehicle allocation reservations of users can be scored, and the priorities of other users can also be considered. For this reason, a user's vehicle allocation reservation may not be reflected. In this case, the vehicle allocation reservation will be considered with priority in the next round. The departure time at each fixed passing point is fixed like a bus, but the time required between fixed passing points is assumed to have a certain margin of time in view of the above-mentioned route change. Among the intervals between fixed passing points, the number of vehicle allocation positions is limited to two or three. Note that this vehicle allocation system is assumed to be able to transport not only users but also goods such as luggage and animals in the same way.

[0031] The vehicle allocation system according to the present embodiment targets mainly the elderly who have lost their means of transportation, such as the elderly who have returned their driver's licenses or the elderly who have never had a license in the first place, rather than the younger or middle-aged generations, and provides a new mobility solution for such elderly people.

[0032] Note that the vehicles assumed to be used in the vehicle allocation system according to the present embodiment include not only buses but also general light automobiles and ordinary (medium-sized) automobiles, etc., so it is also possible to enter narrow alleys and let users board.

[0033] FIG. 2 is a diagram showing a configuration example of the vehicle allocation system according to the present embodiment.

[0034] As shown in FIG. 2, the vehicle allocation system 1 includes a plurality of user terminals 2-L (L is a natural number), a vehicle allocation device (load management device) 3, and a vehicle terminal 4, which are communicably connected to each other via a network N such as the Internet.

[0035] The user terminal 2-L is composed of, for example, a general-purpose smartphone, a tablet computer, or the like. Note that the user terminal 2-L may be composed of, for example, a general-purpose personal computer or the like.

[0036] FIG. 3 is a block diagram showing a configuration example of the user terminal.

[0037] As shown in FIG. 3, the user terminal 2-L includes a storage unit 21, a touch panel 22, a communication unit 23, and a control unit 24, which are connected via a bus or the like.

[0038] The storage unit 21 is composed of, for example, a non-volatile memory such as a general-purpose flash memory. Various application programs are installed in the storage unit 21. In the present embodiment, an application program (hereinafter referred to as the "vehicle allocation reservation application") for realizing vehicle allocation reservation is installed in the storage unit 21. Note that the vehicle allocation reservation application is not limited to the form of being installed in the storage unit 21 as an independent application program. For example, it may be in a form where a specific website is accessed and user operations and processes are performed on that site each time.

[0039] The touch panel 22 is composed of, for example, a general-purpose touch panel that combines a liquid crystal display device and a pointing device. The touch panel 22 displays various screens and accepts various operations by the user. In the present embodiment, the user taps the icon of the vehicle allocation reservation application displayed on the touch panel 22 to start the vehicle allocation reservation application.

[0040] In addition, the user designates a free passing point within a predetermined range between predetermined parking positions (fixed passing points) on the vehicle allocation reservation application's vehicle allocation position designation screen displayed on the touch panel 22. Note that the user may designate a free passing point or the like when registering as a new user. Here, the predetermined range is a range within which the vehicle can move within the time obtained by adding a predetermined time to the time it normally takes for the vehicle to travel between the fixed passing points. The user can designate free passing points in finer detail than in conventional on-demand bus services, etc. For example, the user can designate up to the eaves of their home. Therefore, the user can move very comfortably even on rainy days and can also reduce the burden on their body. In addition, the user can also designate a fixed passing point.

[0041] Furthermore, on the vehicle allocation reservation screen of the vehicle allocation reservation application displayed on the touch panel 22, the user designates vehicle allocation positions such as the boarding position and the alighting position from among the previously registered free passing points. In addition, the user selects the type of cargo to be loaded onto the vehicle from the list of cargo types displayed on the vehicle allocation reservation screen, requests the loading of the cargo onto the vehicle, and after designating the priority order p (p is a natural number) of the cargo and inputting the measured values of its characteristics, etc., instructs the reservation of the vehicle seat (vehicle allocation reservation).

[0042] In this embodiment, the cargo includes not only luggage but also users, animals, etc. That is, for example, when a user and luggage are loaded together in a vehicle, the user is regarded as a certain type of luggage, and both the user and the luggage are included in the cargo. The types of cargo are broadly classified into users, luggage, and animals. The types of cargo are further classified according to the characteristics of each of the users, luggage, and animals.

[0043] The characteristics of the cargo include the characteristics of the user, such as whether they can share a ride, whether they are in poor health, whether they are elderly (e.g., 65 years old or above), whether they are large-sized (e.g., 180 cm or above in height or 100 kg or above in weight), whether they are prone to motion sickness, etc., as well as the characteristics of the luggage, such as dimensions (size), weight, whether it can be placed sideways, whether it must be placed upright, whether it is an important item, ease of damage, softness, ease of being damaged, etc. For example, even if the size of the luggage, such as its dimensions, is within the same range, if its ease of being damaged is different, the cargo may be classified into different categories as its characteristics are different. Conversely, even if the size of the luggage, such as its dimensions, is not within the same range (even if the characteristics of the cargo are different), the category of the cargo may be deliberately made the same.

[0044] Also, in this embodiment, the upper limit number of cargos that can be loaded onto the vehicle by each user at one time is determined. When the number of cargos does not exceed the upper limit number, for all the priorities p of the cargo types selected by the user from the cargo type list, they will all be "1". In contrast, when the number of cargos to be loaded onto the vehicle exceeds the upper limit number, the user needs to specify priorities for each of the cargos selected from the cargo type list. Specifically, the user sets "1" for the priority p of the cargo type (e.g., one piece of luggage such as a shopping bag from a supermarket for one user) that they hope to load onto the vehicle together, and sets "2" for the priority of the cargo type (e.g., one piece of luggage such as a cardboard box) that they hope to load onto the vehicle together if possible.

[0045] Furthermore, when there is a difference between the characteristics of the cargo, such as the dimensions and weight of the luggage shown for the cargo type on the vehicle reservation screen, and the measured values of the characteristics of the actual cargo to be loaded, such as its dimensions and weight, and the user needs to grasp this difference, the user inputs the measured values.

[0046] In addition, when the user is an elderly person who has difficulty handling the Internet, the user's caregiver or relative may make a vehicle reservation. Also, when the vehicle reservation application is not installed in the memory unit 21, or when the user terminal 2-L is composed of a personal computer, the user can make a vehicle reservation on the website operated by the vehicle reservation system 1. Furthermore, the user may make a vehicle reservation by phone.

[0047] Then, the touch panel 22 displays whether vehicle allocation is possible, and when vehicle allocation is not possible, it displays the next vehicle allocation timing (for example, the time when the next vehicle passes a previous fixed passing point, etc.) and recommends to the user to make a vehicle reservation for the next vehicle. Also, on the touch panel 22, the loadable items among the items requested by the user for loading onto the vehicle are displayed.

[0048] The communication unit 23 is composed of, for example, a general-purpose wireless communication device or the like. In this embodiment, the communication unit 23 transmits a registration application for registering a free passing point designated by the user or a vehicle allocation request for requesting vehicle allocation to an allocation position designated within a predetermined range between predetermined stop positions (fixed passing points) via the network N to the vehicle allocation device 3. In this embodiment, the vehicle allocation request includes a load request that can specify the load of the vehicle and the priority p of the load, etc. Also, the communication unit 23 receives a vehicle allocation availability notification for notifying whether vehicle allocation is possible, which is transmitted from the vehicle allocation device 3 via the network N.

[0049] The control unit 24 is composed of, for example, a CPU (Central Processing Unit), a ROM (Read Only Memory), and a RAM (Random Access Memory), etc. The CPU uses the RAM as a work memory and controls various operations of the user terminal 2-L by appropriately executing various programs stored in the ROM and the memory unit 21.

[0050] In this embodiment, in response to the user tapping the icon of the car reservation application displayed on the touch panel 22, the control unit 24 activates the car reservation application stored in the storage unit 21.

[0051] Then, in response to the user specifying a free passage point in the car application, the control unit 24 transmits a registration application capable of identifying the free passage point specified by the user from the communication unit 23 to the car device 3 via the network N.

[0052] Also, the control unit 24 designates a pick-up location from among the free passage points previously registered by the user in the car reservation application, selects the type of cargo to be loaded on the vehicle from the list of cargo types, requests the loading of the cargo on the vehicle, and after specifying the priority p of the cargo and inputting the measured values of the characteristics, etc., in response to the user instructing a car reservation, the control unit 24 transmits a car request capable of identifying the pick-up location and drop-off location, etc., of the car, such as the pick-up location and drop-off location specified by the user, as well as the type code indicating the type of cargo, the priority p, and the measured values of the characteristics, etc., from the communication unit 23 to the car device 3 via the network N.

[0053] After that, in response to receiving a car availability notification transmitted from the car device 3 via the network N, the control unit 24 displays and notifies the availability of the car on the touch panel 22, and if the car cannot be arranged, it displays the next car arrangement timing on the touch panel 22 and recommends to the user to make a reservation for the next vehicle. Also, the control unit 24 displays on the touch panel 22 the cargo that can be loaded on the vehicle among the cargo for which the user has requested loading on the vehicle.

[0054] The car device 3 shown in FIG. 2 is composed of, for example, a general-purpose server computer, a general-purpose database (DB), etc.

[0055] FIG. 4 is a block diagram showing a configuration example of the car device.

[0056] As shown in FIG. 4, the vehicle allocation device 3 includes a communication unit 31, a storage unit 32, and a control unit 33, which are connected via a bus or the like.

[0057] The communication unit 31 is composed of, for example, a NIC (Network Interface Card) or the like. The communication unit 31 performs wireless communication with the user terminal 2-L and the vehicle terminal 4 via the network N. In the present embodiment, the communication unit 31 receives a registration application and a vehicle allocation request transmitted from the user terminal 2-L via the network N, and transmits a vehicle allocation availability notice to the user terminal 2-L via the network N. Further, the communication unit 31 transmits a route notice for notifying the determined vehicle route to the vehicle terminal 4 via the network N.

[0058] The storage unit 32 is composed of, for example, a general-purpose hard disk drive or the like. Various application programs are installed in the storage unit 32. In the present embodiment, a route determination program for determining a vehicle route by a unique algorithm is installed in the storage unit 32. If the designated vehicle allocation position of the user is reflected on the route determined by this unique algorithm, the vehicle allocation is successfully performed. However, if the designated vehicle allocation position of the user is not reflected because the designated vehicle allocation position of another user is prioritized, etc., the vehicle allocation is not performed.

[0059] Further, the storage unit 32 includes a route DB, an attribute value table, a standard value table, a collation type code table, a basic DB, a first load increase / decrease pattern table, and a second load increase / decrease pattern table.

[0060] The route DB pre-registers, as a route pattern, data associating combinations of free passing points (unit routes) that can be passed through (stopped at) and the time loss (how many minutes are delayed due to passing through) caused by passing through for each pair of fixed passing points i (i is a natural number) and each bus schedule.

[0061] The attribute value table stores, for each type code, the attribute values that numerically represent the characteristics of the load. For example, in addition to the dimensions and weight of the luggage that is the load, the attribute value represents whether it is an important item as "0" or "1". The attribute value may represent the importance level of the luggage that is the load as a numerical value from "0" to "100".

[0062] The standard value table registers the standard values (e.g., the basic size of the luggage dimensions, etc.) of the characteristics of the load represented by the attribute values. Even if the types of the loads are the same, the standard value table may register a plurality of different standard values according to the characteristics of the load such as the dimensions and weight of the luggage.

[0063] The collation type code table registers a plurality of collation type codes that define the characteristic function Fp(x) for defining the matching condition with the standard value in association with a unique serial number p (p is a natural number).

[0064] Among the collation type codes, there may be those that stipulate that the matching condition is satisfied only when the characteristics of the load completely match the standard value, or those that stipulate that the matching condition is satisfied if the difference between the characteristics of the load and the standard value is within a predetermined range. More specifically, there may be a collation type code that stipulates that the matching condition is satisfied when the characteristics of the load are below the standard value by a predetermined range, but the matching condition is not satisfied if it exceeds the standard value even slightly.

[0065] The characteristic function Fp(x) is a function used in the pattern matching described later, and is configured by dividing and connecting a plurality of straight lines and curves (e.g., quadratic functions, cubic functions, etc.) at arbitrary points on the x-axis as needed. For example, when the characteristic function Fp(x) is composed of a plurality of straight lines, it becomes a polyline graph (generally, partially discontinuous in the middle). Note that when the characteristic function Fp(x) is divided at an arbitrary point on the x-axis, it is not necessary for the graph to be continuous and smooth before and after the division point. Specifically, the characteristic function Fp(x) defines a mathematical formula (e.g., y = a0x + b, etc.) for each interval between arbitrary division points on the x-axis to which the variable x for substituting values is applied, and is represented by listing them up.

[0066] The basic database associates a loading state pattern indicating the loading state inside the vehicle (e.g., two users, three cardboard boxes capable of storing A4-sized documents, and five letter pack-sized envelopes, etc.) with a unique serial number r (r is a natural number) as identification information, and registers a large number (basically, as many as the hard disk capacity of the computer responsible for the storage unit 32 allows). The basic database registers a loading state pattern indicating a completely empty state inside the vehicle in association with the serial number "0". Also, the basic database registers a loading state pattern indicating a virtual state where the vehicle is full and in an overflow state in association with the maximum value rMax of the serial number r. The loading state pattern represents the loading state inside the vehicle by combining the type code and attribute values of the loaded items in the vehicle. Note that for the serial number "0" (empty state) and rMax (full virtual state), since there is no need for the type code and attribute values of the loaded items representing the loading state inside the vehicle, they do not have to be registered.

[0067] Note that even if the sizes such as the dimensions of the luggage are not in the same range (the characteristics of the loaded items are different), if the types of the loaded items are deliberately made the same, multiple types of loading state patterns may be registered in the basic database in association with the type code. Also, even if the types of the loaded items are the same, if different standard values are registered in the standard value table according to the characteristics of the loaded items such as the dimensions and weights of the luggage, multiple types of loading state patterns may be registered in the basic database in association with the multiple standard values.

[0068] Here, as a rule of the vehicle allocation system 1, by preventing small items, etc. from being loaded into the vehicle unless they are put into a cardboard box or the like of a predetermined size or more, the minimum size of the loaded items in the vehicle can be restricted, so that an increase in the loading state pattern can be prevented.

[0069] Also, it is not necessary to register all the loading state patterns in the basic database in advance. Each time a new loading state occurs, the loading state pattern indicating it may be registered sequentially manually or mechanically by a predetermined algorithm.

[0070] The first load increase / decrease pattern table assumes that from the current loading state, an increase or decrease in the load has occurred due to a new vehicle allocation reservation (for example, an additional elderly user has boarded between specific stop positions, and instead, the loading of one A4-sized cardboard box has been cancelled, etc.), and it enumerates all possible combinations of increases and decreases and registers (lists) them as patterns.

[0071] Specifically, the first load increase / decrease pattern table is provided for each sequential number r corresponding to the loading state pattern indicating the current loading state. Each first load increase / decrease pattern table associates and registers a load increase / decrease pattern indicating the increase or decrease in the load caused by a new vehicle allocation reservation with the sequential number r corresponding to the loading state pattern indicating the loading state in the vehicle where the load has increased or decreased due to the new vehicle allocation reservation (which can identify the loading state after the increase or decrease in the load). Also, when multiple standard values are registered in the standard value table for the same type of load, each first load increase / decrease pattern table stores different first load increase / decrease patterns and sequential numbers r in association with each standard value.

[0072] As described above, by setting rules such as restricting the number of loads that can be loaded into the vehicle per user at one time, the number of load increase / decrease patterns can be suppressed. When the load increases or decreases (especially increases) due to a new vehicle allocation reservation, it is assumed that the driver of the vehicle will confirm the identity of the user and the contents of the luggage during loading. The more the load increases or decreases, the more time and effort the driver will spend on confirmation, and the greater the time loss will be. Therefore, in practice, it is extremely realistic to introduce rules such as restricting the number of loads that can be loaded into the vehicle per user at one time.

[0073] By introducing such a first load increase / decrease pattern table, even when there is a load increase / decrease at the time of vehicle allocation reservation in the case where the number of loading state patterns registered in the basic DB becomes extremely large, it is not necessary to search, collate, and extract from among the extremely large number of loading state patterns registered in the basic DB the loading state pattern that is closest to the loading state between the stop positions after the increase / decrease. Therefore, the time for searching and collating can be suppressed.

[0074] The second load increase / decrease pattern table registers (lists up) the differences between the loading state patterns between the current stop positions and the loading state patterns between the next stop positions as a list of exhaustive combination patterns.

[0075] Specifically, the second load increase / decrease pattern table registers, in association with a unique serial number s (s is a natural number), a load increase / decrease pattern indicating the load increase / decrease caused by a new vehicle allocation reservation, the time loss (increase in the vehicle running period) caused by the rearrangement of the load, and a workload value obtained by quantifying the labor (workload) of the vehicle driver.

[0076] By introducing such a second load increase / decrease pattern table, similar to the first load increase / decrease pattern table, it is possible to suppress the time-consuming search when directly referring to the basic DB due to the extremely large number of loading state patterns, and when a load rearrangement occurs, by referring to and extracting the attribute values associated with the individual rearrangement combination patterns, it is possible to quickly calculate the above-mentioned time loss and the increase in the workload value.

[0077] Note that the list of the load increase / decrease patterns registered in the second load increase / decrease pattern table itself is the same as that in the first load increase / decrease pattern table and can be shared, but the information associated with the increase / decrease patterns is different from that in the first load increase / decrease pattern table. Also, the total number of combinations of the load increase / decrease patterns registered (listed) in the first and second load increase / decrease pattern tables increases monotonically and accelerates according to the upper limit number of loads that can be mounted on the vehicle at one time per user. Therefore, considering the processing speed and disk capacity of the computer, it is necessary to appropriately suppress the upper limit number of loads that can be mounted on the vehicle at one time per user to a small value (for example, about 2 to 3) so that the first and second load increase / decrease pattern tables can be searched and retrieved at a sufficiently high speed.

[0078] Furthermore, the storage unit 32 stores data representing the loading state (hereinafter referred to as "loading state data") and data representing the boarding / alighting state (hereinafter referred to as "boarding / alighting state data").

[0079] The loading state data stores, for each pair of stop positions, a serial number r corresponding to a loading state pattern indicating the loading state between the stop positions.

[0080] Between stop positions where no load is loaded, the serial number "0" corresponding to the loading state pattern indicating that the inside of the vehicle is completely empty is stored in the loading state data. Note that even when no load is loaded, if it is desired to restrict the load, such as when the passenger seat chair is broken and a user or luggage cannot be loaded there, it may be regarded as if a load is virtually loaded, and the serial number r corresponding to the loading state pattern indicating the virtual state may be stored in the loading state data. Also, when the vehicle is a recovery vehicle, in order to restrict all loads, the maximum value rMax of the serial number r corresponding to the loading state pattern indicating a virtual state where the inside of the vehicle is full and in an overflow state may be stored in the loading state data for all pairs of stop positions.

[0081] In addition, when the vehicle allocation request includes measured values of the characteristics of the load, such as the dimensions and weight of the luggage, in addition to the serial number r, the measured values may be retained in the loading state data.

[0082] For each pair of stop positions, the boarding / alighting state data registers the serial number s of the loading / unloading pattern indicating the increase or decrease of the load between those stop positions, the total value of the time loss (the increase in the vehicle running period) caused by the replacement of the load, and the total value of the workload. For stop positions where there is no increase or decrease in the load, the serial number "0" indicating that there is no increase or decrease in the load is stored in the boarding / alighting state data. In addition, when the vehicle allocation request includes measured values of the characteristics of the load, such as the dimensions and weight of the luggage, in addition to the serial number s, the measured values may be retained in the boarding / alighting state data.

[0083] The control unit 33 is composed of, for example, a CPU, a ROM, and a RAM. The CPU uses the RAM as a work memory and controls various operations of the vehicle allocation device 3 by appropriately executing programs and the like stored in the ROM and the storage unit 32.

[0084] In this embodiment, in the RAM of the control unit 33, for each pair of fixed passing points i, there are provided a vehicle allocation position counter for counting the number of vehicle allocation positions specified by the user, a priority counter for counting the priority p of the load, and the like. Then, the CPU of the control unit 33 functions as a receiving means, a candidate generation means, an exclusion means, a numerical calculation means, a route determination means, and a transmission means by executing the route planning program stored in the storage unit 32.

[0085] First, in response to receiving, by the communication unit 31, a registration application transmitted from the user terminal 2-L via the network N, the control unit (receiving means) 33 determines whether it is possible to register the free passing points specified from the registration application.

[0086] When the control unit 33 determines that the free passage point specified from the registration application is registrable, it newly registers the free passage point and generates a route pattern passing through the newly registered free passage point and registers it in the route DB. Specifically, the control unit 33 first generates a unit route passing through the newly registered free passage point for each pair of fixed passage points i. Here, the generated unit routes include not only the unit routes passing only through the newly registered free passage point but also the unit routes passing through a plurality of free passage points such as the newly registered free passage point and one or more other already registered free passage points. Next, the control unit 33 calculates the time loss caused by passing through the free passage point for each generated unit route. Then, the control unit 33 associates the generated unit route with the calculated time loss and registers them in the route DB.

[0087] In addition, every time the control unit (reception means) 33 receives a vehicle allocation request transmitted from the user terminal 2-L via the network N by the communication unit 31, it increments by 1 the value n(i) (n is a natural number) of the vehicle allocation position counter provided corresponding to the pair of fixed passage points i where the boarding position and the alighting position specified from the vehicle allocation request exist. Here, for the sake of simplicity of explanation, it is expressed as a function of the number i between the fixed passage points, but strictly speaking, it is defined as a function of the number i between the fixed passage points and the number j of the bus service (the same applies to other variables and constants with "(i)" described later).

[0088] Then, the control unit 33 determines whether the value n(i) of the vehicle allocation position counter has reached the upper limit value B(i)max of the pre-set vehicle allocation reservation. When the value n(i) of the vehicle allocation position counter has reached the upper limit value B(i)max of the vehicle allocation reservation, that is, when the number of received vehicle allocation requests within a predetermined period (for example, about 30 minutes to 1 hour) during which vehicle allocation reservation for the current vehicle is possible exceeds the predetermined upper limit value B(i)max, the control unit (transmission means) 33 closes the vehicle allocation reservation between the fixed passing points i, and notifies the user terminal 2-L that has sent a vehicle allocation request exceeding the predetermined upper limit value that vehicle allocation is not possible, and transmits a vehicle allocation availability notification for recommending the user to make a vehicle allocation reservation for the next vehicle from the communication unit 31 to the user terminal 2-L via the network N.

[0089] After that, if there is a vehicle allocation reservation specifying the same boarding position and alighting position for the next vehicle from this user terminal 2-L, the control unit 33 raises the priority of the route including that position in the next vehicle. If there is no vehicle allocation reservation, it may be determined that the user has boarded the current vehicle or cancelled the vehicle allocation reservation itself. On the other hand, when the value n(i) of the vehicle allocation position counter has not reached the upper limit value B(i)max of the vehicle allocation reservation, the control unit 33 associates and stores in the RAM the vehicle allocation positions such as the boarding position and alighting position specified from the vehicle allocation request, the type code of the load, the priority p, and the measured values of the characteristics.

[0090] Then, the control unit 33 executes a load status update process.

[0091] In the load status update process, first, the control unit 33 specifies the stop positions between which the boarding position and alighting position included in the vehicle allocation position stored in the RAM exist, and specifies the stop positions passed from the boarding position to the alighting position. Next, the control unit 33 reads out the serial number r corresponding to each of the specified stop positions from the load status data. Then, the control unit 33 detects the first load increase / decrease pattern table corresponding to each of the read serial numbers r. Also, the control unit 33 sets the value of the priority counter provided in the RAM to the count initial value "1".

[0092] Then, the control unit 33 determines whether or not the type code of the load corresponding to the priority p indicated by the value of the priority counter is stored in the RAM. If the type code of the load corresponding to the priority p is not stored in the RAM, the control unit 33 ends the loading state update process on the assumption that all the loads requested by the user to be loaded onto the vehicle by the new vehicle allocation request are loadable.

[0093] On the other hand, if the type code of the load corresponding to the priority p is stored in the RAM, the control unit 33 identifies the increase in the load caused by loading the load specified by the priority p onto the vehicle.

[0094] Then, the control unit 33 performs pattern matching processing, and detects, from each of the detected first load increase / decrease pattern tables, the serial number r corresponding to the load increase / decrease pattern indicating the increase in the identified load, thereby determining whether or not the load specified by the priority p can be loaded onto the vehicle. That is, the control unit 33 performs pattern matching processing to confirm that there exists an increase / decrease pattern corresponding to the serial number r corresponding to the load state pattern indicating the load state between the stop positions of the vehicle indicated by the load state data, and to confirm that the serial number of the load state pattern after the increase / decrease linked to the increase / decrease pattern is not rMax (fully loaded state), thereby determining, for each between the stop positions, whether or not the load of the priority p can be loaded onto the vehicle. Then, if the load of the priority p can be loaded at all between the stop positions, the control unit 33 determines that the load of the priority p is loadable, and if the load of the priority p cannot be loaded at any of the positions between the stop positions, the control unit 33 determines that the load of the priority p is unloadable.

[0095] In the pattern matching process, the control unit 33 first detects, from the attribute value table, the attribute value corresponding to the type code of the load for which the priority p is specified. Next, the control unit 33 detects, from the standard value table, the standard value of the characteristics of the load represented by the detected attribute value. Subsequently, the control unit 33 detects, from the collation type code table, the collation type code that defines the characteristic function Fp(x) for defining the matching condition with the detected standard value.

[0096] Then, the control unit 33 substitutes the corresponding attribute value and standard value into the characteristic function Fp(x) defined in the collation type code to calculate the degree of non - conformity.

[0097] For example, when there is one load, the attribute values corresponding to the type code indicating the type of the load are the dimensions w×d×h, the weight m, and the importance fg1, the standard values of these are the dimensions W×D×H, the weight M, and the importance FG1, and when the respective special functions are Fp1(x), Fp2(x), and Fp3(x) (p1, p2, p3 are serial numbers), the degree of non - conformity is defined as follows.

[0098] Degree of non - conformity = Fp1(W - w)+Fp1(D - d)+Fp1(H - h)+Fp2(W - w)+Fp3(FG1 - fg1)

[0099] Also, when there are two loads, and the attribute values, standard values, and special function Fp(x) are the same, the degree of non - conformity is, as follows, the simple sum (addition) of the degrees of non - conformity for each individual load.

[0100] Degree of non - conformity = Fp1(W - w)+Fp1(D - d)+Fp1(H - h)+Fp2(W - w)+Fp3(FG1 - fg1)+Fp1’(W - w)+Fp1’(D - d)+Fp1’(H - h)+Fp2’(W - w)+Fp3’(FG1 - fg1)

[0101] Then, based on the calculated degree of discrepancy, the control unit 33 detects the serial number r corresponding to the load increase pattern that matches or is closest to the detected first load increase / decrease pattern table for each identified load increase, and then ends the pattern matching process. For example, when multiple standard values are registered in the standard value table for the same type of load, the control unit 33 calculates the degree of discrepancy for each standard value, and among the multiple serial numbers r corresponding to the load increase / decrease pattern indicating the increase of the identified load, it detects from the first load increase / decrease pattern table the serial number r corresponding to the standard value with the lowest degree of discrepancy (highest degree of match). Additionally, if necessary, a threshold value is separately set to provide the highest line of the degree of discrepancy (or the lowest line of the degree of match). Even when detecting from the first load increase / decrease table the pattern corresponding to the standard value with the lowest degree of discrepancy (highest degree of match) including the case where there is only one type of standard value registered, if the degree of discrepancy (degree of match) exceeds the threshold value, it may be determined that there is no corresponding increase / decrease pattern (or the detected serial number r = rMax, that is, it is regarded as a full state after the increase / decrease for the convenience of processing, and the increase / decrease here is not possible).

[0102] When the control unit 33 detects the serial number r from all of the first load increase / decrease pattern tables, assuming that all of the loads with the specified priority p can be loaded onto the vehicle, it executes the state data update process of updating the load state data and the boarding / alighting state data stored in the storage unit 32, and then ends the load state update process.

[0103] In the state data update process, the control unit 33 updates the serial number r stored in the load state data associated with each of the identified stop positions to the serial number r detected from each of the first load increase / decrease pattern tables. Thereby, the control unit 33 updates the load state of the vehicle indicated by the load state data to a state where the load with the priority p has increased.

[0104] Further, the control unit 33 reads out the serial number s, the time loss, and the workload value corresponding to each of the load increase / decrease patterns indicating the increase and decrease of the load caused by a new vehicle allocation reservation from the second load increase / decrease pattern table.

[0105] Then, based on the read serial number s, the time loss, and the workload value, the control unit 33 updates the boarding / alighting state data and then ends the state data update process.

[0106] Specifically, the control unit 33 first reads out the serial number s corresponding to each of the stop positions where the read boarding position and alighting position exist from the boarding / alighting state data. Next, the control unit 33 reads out the load increase / decrease pattern corresponding to each of the read serial numbers s from the second load increase / decrease pattern table. Subsequently, the control unit 33 updates the increase and decrease of the load indicated by the load increase / decrease pattern read from the second load increase / decrease pattern table, that is, the increase and decrease of the load between each of the stop positions where the boarding position and alighting position exist, based on the increase and decrease of the load caused by the new vehicle allocation reservation. Further, the control unit 33 reads out the serial number s corresponding to the load increase / decrease pattern indicating the increase and decrease of the load between each of the stop positions where the updated boarding position and alighting position exist from the second load increase / decrease pattern table. Then, the control unit 33 updates each of the serial numbers s stored in the boarding / alighting state data in association with the stop positions where the boarding position and alighting position exist to the read serial number s.

[0107] In addition, the control unit 33 adds and updates the total time loss and the total workload value stored in the boarding / alighting state data in association with the stop positions where the "boarding position" exists with the time loss and the workload value corresponding to the load increase / decrease pattern indicating the "increase" of the load. Further, the control unit 33 adds and updates the total time loss and the total workload value stored in the boarding / alighting state data in association with the stop positions where the "alighting position" exists with the time loss and the workload value corresponding to the load increase / decrease pattern indicating the "decrease" of the load.

[0108] After the execution of the status data update process, the control unit 33 adds 1 to the value of the priority counter provided in the RAM, and then determines whether or not the type code of the load corresponding to the priority p indicated by the value of the priority counter after the addition is stored in the RAM. If the type code of the load corresponding to the priority p is stored in the RAM, the pattern matching process is executed again.

[0109] On the other hand, when the control unit 33 cannot detect the serial number r from all of the first load increase / decrease pattern tables, if all of the loads with the specified priority p are loaded onto the vehicle, it is considered full and loading is impossible, and the loading state update process is terminated. Thereby, the control unit 33 can determine whether or not to load the loads in order from the loads with the higher priority p specified by the user.

[0110] Next, in response to the fact that the deadline timing of the vehicle allocation request that visits every predetermined period (for example, 30 minutes, etc.) has arrived, the control unit (candidate generation means) 33 generates candidates for the route of the vehicle. More specifically, the control unit (candidate generation means) 33 generates a plurality of route candidates that travel between the stop positions (fixed passing points) via at least one of the vehicle allocation positions specified from each of the vehicle allocation requests received from the plurality of user terminals 2-L.

[0111] Specifically, the control unit (candidate generation means) 33 first, starting from the fixed passing point which is the current location of the vehicle, for each i of the fixed passing points from the current fixed passing point to the k (1 ≦ k < i) fixed passing points ahead, detects and lists up candidate unit routes R(i) that pass through at least one of the pick-up positions specified from each of the ride requests received from the plurality of user terminals 2-L in the route DB. For example, when the vehicle is a tour bus, if the number of fixed passing points is 10, the fixed passing point which is the current location is the 9th fixed passing point, and k = 3, then for each i of the 9th and 10th fixed passing points, and also for the 1st fixed passing point since it is a tour and returns to the first point, the candidate unit routes R(i) are listed up. Here, even if the upper limit number N(i)max of free passing points that can be stopped at between fixed passing points i is, for example, "3", if there are already other users (or luggage is loaded) in the vehicle before approaching between fixed passing points i, the number of pick-up positions that can actually be passed through (for example, "1 (= 3 - 2)") will be reduced by the number of users (or loaded luggage) already in the vehicle (for example, "2"). Therefore, the control unit (candidate generation means) 33 makes a case-by-case classification for each actual passing pick-up position N(i) between fixed passing points i (0 ≦ N(i) ≦ N(i)max, and is simply defined as the number obtained by subtracting the number of users (or loaded luggage) already in the vehicle between fixed passing points i from N(i)max), and lists up n(i)P0 + n(i)P1 + n(i)P2 + … + n(i)PN(i) permutations as candidate unit routes R(i). For example, when the value n(i) of the pick-up position counter provided corresponding to the fixed passing points i of interest is "5" and the upper limit number N(i)max of pick-up positions that can be stopped at is "3", the control unit (candidate generation means) 33 lists up 5P0 + 5P1 + 5P2 + 5P3 (= 1 + 5 + 10 + 10 = 26) permutations as candidate unit routes R(i).

[0112] Here, the upper limit value B(i)max of the vehicle allocation reservation may be defined in the same manner as the N(i) as a value that dynamically varies based on the seating capacity of the vehicle and the number of passengers (the number of loaded luggage) at each moment, or in cases where it is desired to accept a deliberately larger number of vehicle allocation reservation applications and then select and extract applications suitable for efficient operation from among them, it may be set as a constant with a relatively large value.

[0113] Then, the control unit (candidate generation means) 33 combines the candidate routes R(i) of the unit routes listed for each pair of fixed passing points i, and starting from the fixed passing point that is the current location of the vehicle, generates (n(1)P0 + n(1)P1 + n(1)P2 + … + n(1)PN(1)) × (n(2)P0 + n(2)P1 + n(2)P2 + … + n(2)PN(2)) × … × (n(k)P0 + n(k)P1 + n(k)P2 + … + n(k)PN(k)) route candidates from the current location to the k-th fixed passing point ahead.

[0114] Subsequently, the control unit (exclusion means) 33 calculates the time loss (the increase in the vehicle running period) caused by the route of the vehicle allocation position and the replacement of the loaded goods for each route candidate.

[0115] Specifically, the control unit (exclusion means) 33 first detects the time loss corresponding to the candidate route R(i) of the unit route from the route DB for each pair of fixed passing points i after the fixed passing point that is the current location of the vehicle. Subsequently, the control unit (exclusion means) 33 adds up the time losses of the candidate routes R(i) of the unit routes detected from the route DB for each route candidate. Also, the control unit (exclusion means) 33 reads out the total value of the time losses between the stop positions indicated by the boarding / alighting state data stored in the storage unit 32. Then, the control unit (exclusion means) 33 further adds the time loss (the time loss caused by passing through free passing points) for each pair of fixed passing points i of each calculated route candidate and the total value of the time losses between the stop positions read from the boarding / alighting state data (the time loss caused by the replacement of the loaded goods. The total sum of the time losses between each pair of stop positions included in the pair of fixed passing points i) to calculate the time loss for each pair of fixed passing points i of each route candidate.

[0116] Then, the control unit (exclusion means) 33 executes an exclusion process of excluding routes with time loss exceeding a predetermined allowable range from the route candidates, and leaves only routes with time loss within the predetermined allowable range at each fixed passing point after the fixed passing point which is the current location of the vehicle as candidates.

[0117] Furthermore, the control unit (numerical value calculation means) 33 calculates a total disutility Fsum, which is the sum of a plurality of types of numerical values indicating the inconvenience of each of the remaining route candidates after the exclusion process. Note that the control unit (numerical value calculation means) 33 may calculate one type of disutility indicating the inconvenience of each of the route candidates.

[0118] Here, the "disutility" can be said to be an inconvenience index, and is represented by a function that can also be the objective function of the optimization problem. In the present embodiment, the total disutility Fsum is the sum of five types of disutility functions (numerical values), namely, riding disutility F1, waiting disutility F2, congestion disutility F3, carrier disutility F4, and workload disutility. That is, Fsum = F1 + F2 + F3 + F4 + F5. Note that the number of types of disutility functions (numerical values) to be added is not limited to "5" and is arbitrary.

[0119] The riding disutility F1 is a univariate function with some monotonically increasing relationship with the riding time t. Simply, it is a proportional function obtained by multiplying t by a coefficient a1.

[0120] The waiting disutility F2 is set to "0" when the vehicle reserved for dispatch can be used, and is a univariate function with some monotonically increasing relationship with the waiting time T until the next vehicle when the vehicle reserved for dispatch cannot be used. Simply, it is a quadratic function obtained by multiplying the square of T by a coefficient a2.

[0121] The congestion inefficiency F3 is a function that quantifies the degree of congestion inside the vehicle of the vehicle during travel and the presence or absence of incompatible combinations, etc. Simply put, it is some monotonically increasing univariate function of the number of passengers Nc inside the vehicle, a quadratic function obtained by multiplying the square of the number of passengers Nc inside the vehicle by the coefficient a3, or a quantification of the compatibility degree of combinations of specific persons or specific luggage items. Note that the combinations of specific persons or specific luggage items and their compatibility degrees may be separately stored in a database. When the number of passengers (number of luggage items) Nc inside the vehicle exceeds the seating capacity (loadable amount of luggage) of the vehicle, or when the compatibility of combinations of specific persons or specific luggage items is unacceptable, the value of this congestion inefficiency F3 can be set to infinity or an extremely large value equivalent thereto, so that the candidate is not selected in the subsequent route candidate selection stage.

[0122] The operator inefficiency F4 is a function that quantifies the degree of inconvenience for the operator side of the vehicle. More specifically, it is a function that quantifies the bad attitude of each passenger who can board the vehicle, as well as the degree and presence or absence of a cancellation history, etc.

[0123] The workload inefficiency F5 is a function that quantifies the labor of the driver of the vehicle. In the present embodiment, the boarding and alighting state data stored in the storage unit 32 stores the total value of the workload that quantifies the labor of the driver of the vehicle for each pair of stop positions. The workload inefficiency F5 is a numerical value (total value of the workload) indicating the labor of the driver of the vehicle caused by the loading of the load. Note that the value of F5 is stored for each pair of stop positions, but when calculating the total inefficiency Fsum described later, in accordance with the other inefficiencies F1 to F4, the sum of F5 for each pair of stop positions included in the fixed passing points i is taken, and F5 at the fixed passing points i is calculated and used.

[0124] Subsequently, the control unit (route determination means) 33 rearranges the route candidates based on the value of the total inefficiency Fsum. More specifically, it arranges them in ascending order of the value of the total inefficiency Fsum, and selects and formulates (determines) the route with the minimum value of the total inefficiency Fsum as the route for the vehicle to travel this time.

[0125] In practice, it is assumed that the value of the total inutility Fsum often has a very small difference. Therefore, the control unit (route determination means) 33 may determine in advance a width considered as a very small difference as a constant, and list up as candidates all the upper-level routes within that range. Also, the control unit (route determination means) 33 may, after determining in advance that all routes within a certain upper level will be unconditionally listed up, list up as candidates all the routes within that certain upper level. Conversely, when the value of the total inutility Fsum becomes extremely large (such as when the congestion inutility F3 approaches an infinite value because it exceeds the vehicle occupancy capacity, etc.), a threshold value may be determined separately as a constant, and candidates that exceed that value may not be subject to listing up. Then, the person in charge may select and formulate the route of the vehicle this time from among the listed route candidates.

[0126] Then, the control unit (transmission means) 33 transmits a route notification for notifying the formulated vehicle route to the vehicle terminal 4 via the network N. The route notification may include a load increase / decrease pattern indicating the increase and decrease of the load between each pair of fixed passing points i (between each pair of stop positions included therein). In this case, the control unit 33 reads out the serial number s corresponding to the pair of fixed passing points i (between each pair of stop positions included therein) indicated by the boarding / alighting state data stored in the storage unit 32 from the boarding / alighting state data, and reads out the load increase / decrease pattern corresponding to the read serial number s from the second load increase / decrease pattern table. Then, the control unit 33 may generate a route notification capable of specifying the load increase / decrease pattern between each pair of fixed passing points i (between each pair of stop positions included therein).

[0127] In addition, the control unit (transmission means) 33 transmits, from the communication unit 31 via the network N, a vehicle allocation availability notice corresponding to the result of route planning and the load update process to the user terminal 2-L that has transmitted the vehicle allocation request. Specifically, the control unit (transmission means) 33 transmits a vehicle allocation availability notice indicating that vehicle allocation is possible to the user terminal 2-L of the user whose designated vehicle allocation position is included in the planned (determined) route. The vehicle allocation availability notice indicating that vehicle allocation is possible includes a type code or the like indicating the type of load that can be loaded on the vehicle among the loads requested by the user to be loaded on the vehicle. On the other hand, the control unit (transmission means) 33 notifies the user terminal 2-L of the user whose designated vehicle allocation position is not included in the planned (determined) route that vehicle allocation is not possible, and transmits, from the communication unit 31 via the network N, a vehicle allocation availability notice that recommends to the user the next vehicle allocation request.

[0128] The vehicle terminal 4 shown in FIG. 2 is mounted on a vehicle and is composed of, for example, a computer having a wireless communication function.

[0129] FIG. 5 is a block diagram showing a configuration example of the vehicle terminal.

[0130] As shown in FIG. 5, the vehicle terminal 4 includes a communication unit 41, a display unit 42, and a control unit 43, which are connected via a bus or the like.

[0131] The communication unit 41 is composed of, for example, a general-purpose wireless communication device or the like. In the present embodiment, the communication unit 41 receives a route notice transmitted from the vehicle allocation device 3 via the network N.

[0132] The display unit 42 is composed of, for example, a general-purpose liquid crystal display device (Liquid Crystal Display: LCD) or the like. In the present embodiment, the display unit 42 displays the route of the vehicle planned by the vehicle allocation device 3 on the screen. Further, the display unit 42 may display the loads to be transferred between each fixed passing point i (between each stop position included therein) on the screen.

[0133] The control unit 43 is composed of, for example, a CPU, a ROM, and a RAM. The CPU uses the RAM as a work memory and controls various operations of the vehicle terminal 4 by appropriately executing programs and the like stored in the ROM.

[0134] In the present embodiment, in response to the communication unit 41 receiving a route notification transmitted from the vehicle allocation device 3 via the network N, the control unit 43 displays the route notified by the route notification on the screen of the display unit 42, thereby notifying the driver of the vehicle of the route of the vehicle formulated by the vehicle allocation device 3. Further, the control unit 43 may display on the screen of the display unit 42 the load to be transferred between each fixed passing point i (between each stop position included therein) based on the load increase / decrease pattern between each fixed passing point i (between each stop position included therein) included in the route notification, and notify the driver of the vehicle. Then, by the driver driving the vehicle according to the route of the vehicle formulated by the vehicle allocation device 3, it is possible to allocate the vehicle to the user. Further, the driver determines the actual presence or absence of the user's boarding and prevents the formulated vehicle routes from overlapping.

[0135] Next, the operations performed by the vehicle allocation system 1 having the above configuration will be described with reference to the drawings.

[0136] The control unit 24 of the user terminal 2-L designates vehicle allocation positions such as a boarding position and a alighting position from among the free passing points previously registered by the user in the vehicle allocation reservation application, selects the type of load to be loaded on the vehicle from among the load type lists, requests the loading of the load on the vehicle, and after performing the designation of the priority p of the load and the input of the actually measured values of the characteristics, etc., in response to instructing a vehicle allocation reservation, a vehicle allocation request capable of specifying the vehicle allocation positions such as the boarding position and the alighting position designated by the user, the type code indicating the type of load, the priority p, and the actually measured values of the characteristics, etc., is transmitted from the communication unit 23 to the vehicle allocation device 3 via the network N.

[0137] Each time the control unit 33 of the vehicle allocation device 3 receives a vehicle allocation request transmitted from the user terminal 2-L via the network N through the communication unit 31, it increments by 1 the value n(i) of the vehicle allocation position counter provided corresponding to the fixed passing points i where the boarding position and the alighting position specified from the vehicle allocation request exist, respectively.

[0138] Then, the control unit 33 determines whether or not the value n(i) of the vehicle allocation position counter has reached the preset upper limit value B(i)max of the vehicle allocation reservation. When the value n(i) of the vehicle allocation position counter has reached the upper limit value B(i)max of the vehicle allocation reservation, the control unit 33 closes the vehicle allocation reservation for the fixed passing points i and transmits a vehicle allocation availability notification notifying that vehicle allocation is not possible from the communication unit 31 to the user terminal 2-L via the network N. On the other hand, when the value n(i) of the vehicle allocation position counter has not reached the upper limit value B(i)max of the vehicle allocation reservation, the control unit 33 associates and stores in the RAM the vehicle allocation positions such as the boarding position and the alighting position specified from the vehicle allocation request, as well as the type code of the load, the priority p, and the measured values.

[0139] Then, the control unit 33 executes a load state update process.

[0140] FIG. 6 is a flowchart showing the details of the load state update process.

[0141] In the load state update process shown in FIG. 6, first, the control unit 33 specifies the stop positions where the boarding position and the alighting position included in the vehicle allocation position stored in the RAM exist, and also specifies the stop positions passed through from the boarding position to the alighting position (step S601).

[0142] Next, the control unit 33 reads out the serial number r corresponding to each of the stop positions specified in step S601 from the load state data (step S602).

[0143] Subsequently, the control unit 33 detects the first load increase / decrease pattern table corresponding to each of the serial numbers r read out in step S602 (step S603).

[0144] Further, the control unit 33 sets the value of the priority counter provided in the RAM to "1", which is the count initial value (step S604).

[0145] Then, the control unit 33 determines whether the type code of the load corresponding to the priority p indicated by the value of the priority counter is stored in the RAM (step S605).

[0146] When the control unit 33 determines that the type code of the load corresponding to the priority p is not stored in the RAM (step S605; No), it ends the load state update process assuming that all the loads requested by the user for loading on the vehicle due to the new vehicle allocation request are loadable.

[0147] On the other hand, when the control unit 33 determines that the type code of the load corresponding to the priority p is stored in the RAM (step S605; Yes), it identifies the increase in the load caused by loading the load specified by the priority p on the vehicle (step S606).

[0148] Then, the control unit 33 performs pattern matching processing (step S607), detects the presence of a load increase / decrease pattern indicating the increase in the load identified in step S606 from each of the first load increase / decrease pattern tables detected in step S603, and detects that the serial number r corresponding to the load increase / decrease pattern is not rMax (step S608), thereby determining whether the load specified by the priority p can be loaded on the vehicle.

[0149] When the control unit 33 detects the serial number r from all of the first load increase / decrease pattern tables detected in step S603 (step S608; Yes), it executes the state data update process assuming that all of the loads specified by the priority p can be loaded on the vehicle (step S609).

[0150] Thereafter, the control unit 33 adds 1 to the value of the priority counter provided in the RAM (step S610), and then returns to the process of step S605.

[0151] On the other hand, when the control unit 33 cannot detect the corresponding load increase / decrease pattern and the serial number r that is not rMax from all of the first load increase / decrease pattern tables detected in step S603 (step S608; No), if all of the loads with the specified priority p are loaded onto the vehicle, it will be full, and it is determined that loading is impossible, and the loading state update process is terminated.

[0152] FIG. 7 is a flowchart showing details of the pattern matching process.

[0153] In the pattern matching process shown in FIG. 7, first, the control unit 33 detects the attribute value corresponding to the type code of the load with the specified priority p from the attribute value table (step S701).

[0154] Next, the control unit 33 detects the standard value of the characteristics of the load represented by the attribute value detected in step S701 from the standard value table (step S702).

[0155] Subsequently, the control unit 33 detects the collation type code for defining the matching condition with the detected standard value from the collation type code table (step S703).

[0156] Then, the control unit 33 substitutes the corresponding attribute value and standard value into the characteristic function Fp(x) defined in the collation type code to calculate the degree of non - match (step S704).

[0157] Then, based on the degree of discrepancy calculated in step S704, the control unit 33 detects, from each of the first load increase / decrease pattern tables detected in step S603, the presence of a load increase / decrease pattern that matches or most closely approximates the increase in the identified load, and the serial number r that is not rMax corresponding to that load increase / decrease pattern (step S705), and then ends the pattern matching process.

[0158] After that, in response to the deadline timing of the vehicle allocation request that arrives every predetermined period, the control unit 33 starts the vehicle allocation process.

[0159] Figure 8 is a flowchart showing the details of the vehicle allocation process.

[0160] In the vehicle allocation process shown in Figure 8, the control unit (candidate generation means) 33 lists up candidates for the vehicle's route (step S801).

[0161] Next, the control unit (exclusion means) 33 calculates, for each route candidate in step S801, the time loss caused by passing through the allocation position and reloading the load (step S802).

[0162] Subsequently, the control unit (exclusion means) 33 executes an exclusion process of excluding from the route candidates the routes for which the time loss calculated in step S802 exceeds a predetermined allowable range, and leaves only the routes for which the time loss at each fixed passing point is within the predetermined allowable range as candidates (step S803).

[0163] Furthermore, the control unit (numerical calculation means) 33 calculates, for each route candidate remaining after the exclusion process in step S803, the total inutility Fsum, which is the sum value of a plurality of types of numerical values indicating the inconvenience of each route candidate (step S804).

[0164] Subsequently, the control unit (route determination means) 33 selects and formulates the route for the vehicle to travel this time from among the route candidates based on the value of the total inutility Fsum calculated in step S804 (step S805).

[0165] Then, the control unit (transmission means) 33 transmits a route notification for notifying the vehicle route formulated in step S805 to the vehicle terminal 4 via the network N, thereby displaying the formulated vehicle route on the screen of the display unit 42 of the vehicle terminal 4 and notifying the driver of the vehicle (step S806). Further, the control unit (transmission means) 33 may display on the screen of the display unit 42 the loads to be transferred between each fixed passing point i (between each stop position included therein) and notify the driver of the vehicle.

[0166] Also, the control unit 33 transmits, from the communication unit 31 via the network N, a vehicle allocation availability notification according to the result of route formulation to the user terminal 2-L that has transmitted the vehicle allocation request, thereby displaying on the touch panel 22 of the user terminal 2-L the availability of vehicle allocation and the loads among the loads requested by the user for loading onto the vehicle that can be loaded onto the vehicle, and notifying the user. Then (step S807), the vehicle allocation process ends. When the user is notified that vehicle allocation is possible, the user can board the vehicle from the boarding position specified by the user with the loads that can be loaded onto the vehicle, or get off the vehicle from the alighting position specified by the user.

[0167] As described above, in the vehicle allocation system 1 according to the present embodiment, the vehicle allocation device (load management device) 3 includes a storage unit 32 that stores load state data indicating the load state of the vehicle, and a control unit 33. In response to receiving a vehicle allocation request (loading request) that can specify the load on the vehicle and the priority p of the load, the control unit 33 determines whether it is possible to load onto the vehicle the load of a predetermined order (for example, the first order) among the priorities p among the loads specified from the loading request based on the load state of the vehicle indicated by the load state data (step S607). When it is determined that it is possible to load the load of the predetermined order (step S608; Yes), the control unit 33 updates the load state of the vehicle indicated by the load state data to a state in which the load of the predetermined order is increased (step S609), and determines whether it is possible to load the load of the next order (for example, the second order) of the predetermined order (step S607).

[0168] As a result, the vehicle allocation device 3 can determine whether to load the cargos in order from the cargos with a high priority p specified, so that the cargos of the vehicle can be efficiently managed.

[0169] Further, the storage unit 32 stores, for each loading state pattern (indicating the loading state of the vehicle), a loading / unloading pattern of cargos indicating the increase or decrease of cargos, and identification information (serial number) capable of specifying the loading state after the increase or decrease of cargos, in association with each other in a first loading / unloading pattern table. The control unit 33 determines whether the cargos with the priority p generated by the loading request can be loaded on the vehicle by determining whether there is a loading / unloading pattern of cargos indicating the increase or decrease of the cargos with the priority p in the first loading / unloading pattern table corresponding to the loading state pattern indicating the loading state of the vehicle shown by the loading state data, and whether a serial number r other than rMax corresponding to the loading / unloading pattern is registered (step S608).

[0170] By using such a first loading / unloading pattern table, the vehicle allocation device 3 can efficiently determine whether the cargos in a predetermined order can be loaded on the vehicle.

[0171] Furthermore, the storage unit 32 stores in advance the standard values of the characteristics of the cargos. The control unit 33 calculates the degree of mismatch between the characteristics of the cargos with the priority p and the standard values (step S704), and based on the calculated degree of mismatch, detects the existence of the corresponding loading / unloading pattern in the first loading / unloading pattern table and the serial number r other than rMax corresponding to the loading / unloading pattern (step S705). When it is determined that the cargos with the priority p can be loaded (step S608; Yes), the control unit 33 updates the loading state of the vehicle shown by the loading state data to the loading state after the increase or decrease of the cargos indicated by the detected serial number r (step S609).

[0172] For example, when a plurality of standard values are stored in the storage unit 32 in the first load increase / decrease pattern table, for each standard value, a load increase / decrease pattern and a serial number r are registered in association with each other. The control unit 33 detects, from the first load increase / decrease pattern table, a serial number r that does not correspond to the rMax corresponding to the lowest standard value among the serial numbers r corresponding to the load increase / decrease patterns indicating the increase and decrease of the load with the priority p generated by the vehicle allocation request, where the degree of mismatch is (less than a threshold value defined as necessary, and moreover) the lowest (step S705), and updates the load state of the vehicle indicated by the load state data to the load state after the increase and decrease of the load indicated by the detected serial number r (step S609).

[0173] In this way, by detecting the load increase / decrease pattern based on the degree of mismatch between the characteristics of the load and the standard value, it is possible to detect the load increase / decrease pattern that matches or is closest to the increase and decrease of the load. Therefore, the load state of the vehicle indicated by the load state data can be updated more accurately, and the load of the vehicle can be managed efficiently.

[0174] The load state data stores, for each interval i between fixed passing points of the vehicle (between each stop position included therein), the load state of the vehicle in a manner that enables identification. Specifically, the load state data stores, for each stop position of the vehicle, a serial number r corresponding to a load state pattern indicating the load state of the vehicle. The control unit 33 determines, for each stop position, whether it is possible to load the load with the priority p onto the vehicle based on the load state (the serial number r corresponding to the load state pattern) at each stop position of the vehicle indicated by the load state data. If it is possible to load the load with the priority p at all stop positions, it is determined that it is possible to load the load with the priority p. If it is impossible to load the load with the priority p at any of the stop positions, it is determined that it is impossible to load the load with the priority p.

[0175] In this way, for each interval i between fixed passing points of the vehicle (including each stop position within the interval), the control unit 33 determines whether it is possible to load the load with priority p. If it is not possible to load the load with priority p at all of the stop positions, the control unit 33 can efficiently manage the load of the vehicle by not loading the load with priority p so that the vehicle does not become full of loads.

[0176] Further, the control unit (receiving means) 33 of the vehicle allocation device 3 receives, from the user terminal 2-L via the network N, a vehicle allocation request that includes a loading request and requests vehicle allocation to an allocation position specified within a predetermined range between fixed passing points i determined in advance by the user. The control unit (candidate generation means) 33 generates a plurality of route candidates for traveling between the fixed passing points i via at least one of the allocation positions specified from each of the vehicle allocation requests received from the plurality of user terminals 2-L (step S801). The control unit (excluding means) 33 excludes, from the route candidates generated by the candidate generation means, a route for which an increase in the traveling period of the vehicle caused by loading of the load and passing through the allocation position exceeds a predetermined allowable range (step S803). The control unit (numerical value calculation means) 33 calculates a total inutility Fsum, which is an added value of a plurality of types of numerical values indicating the inconvenience of each of the route candidates generated by the candidate generation means (step S804). The control unit (route determination means) 33 determines, as the route for the vehicle to travel, the route candidate with the minimum total inutility Fsum calculated by the numerical value calculation means (step S805).

[0177] Thereby, the vehicle allocation system 1 according to the present embodiment can realize efficient operation.

[0178] Further, the control unit (numerical value calculation means) 33 calculates, as a numerical value indicating inconvenience, a numerical value (total value of workload) indicating the labor of the driver of the vehicle caused by loading the load.

[0179] Thereby, the vehicle allocation device 3 can appropriately manage the labor of the driver of the vehicle.

[0180] The control unit (transmission means) 33 transmits, via the network N, a notification indicating that vehicle allocation is possible to the user terminal 2-L of the user whose allocated position specified in the route determined by the route determination means is included, while transmitting, via the network N, a notification indicating that vehicle allocation is not possible to the user terminal 2-L of the user whose allocated position specified in the route is not included, and also transmits a notification recommending to the user a vehicle allocation request for the next vehicle. When the number of vehicle allocation requests received within a predetermined period exceeds a predetermined upper limit value, the control unit (transmission means) 33 transmits, via the network N, a notification indicating that vehicle allocation is not possible to the user terminal 2-L that transmitted the vehicle allocation request exceeding the predetermined upper limit value, and also transmits a notification recommending to the user a vehicle allocation request for the next vehicle.

[0181] Thereby, the vehicle allocation system 1 according to the present embodiment can achieve efficient operation.

[0182] Also, in the vehicle allocation system 1 according to the present embodiment, a control unit (reception means) 33 of the vehicle allocation device 3 receives, via a network, a vehicle allocation request from a user terminal 2-L that requests vehicle allocation to an allocation position specified within a predetermined range between predetermined stop positions of the user. Next, a control unit (candidate generation means) 33 generates a plurality of route candidates that travel between stop positions via at least one of the allocation positions specified from each of the vehicle allocation requests received from a plurality of user terminals 2-L. Subsequently, a control unit (exclusion means) 33 excludes a route in which an increase in the vehicle travel period caused by passing through the allocation position exceeds a predetermined allowable range among the route candidates generated by the candidate generation means. Further, a control unit (numerical value calculation means) 33 calculates a total inutility Fsum, which is a sum value of a plurality of types of numerical values indicating the inconvenience of each of the route candidates. Then, a control unit (route determination means) 33 determines a route for the vehicle to travel from among the route candidates based on the numerical values calculated by the numerical value calculation means. After that, a control unit (transmission means) 33 transmits, via a network N, a vehicle allocation availability notice indicating that vehicle allocation is possible to the user terminal 2-L of the user whose allocation position specified in the determined route is included. On the other hand, the control unit (transmission means) 33 notifies the user terminal 2-L of a user whose allocation position specified in the route is not included that vehicle allocation is not possible, and transmits, via the network N, a vehicle allocation availability notice recommending a vehicle allocation request to the user for the next time. Further, when the number of vehicle allocation requests received within a predetermined period exceeds a predetermined upper limit value, the control unit (transmission means) 33 notifies the user terminal 2-L that transmitted the vehicle allocation request exceeding the predetermined upper limit value that vehicle allocation is not possible, and transmits, via the network N, a vehicle allocation availability notice recommending a vehicle allocation request to the user for the next time.

[0183] Thereby, the vehicle allocation system 1 according to the present embodiment can achieve efficient operation.

[0184] Note that the present invention is not limited to the above-described embodiment, and various modifications and applications are possible. Hereinafter, modification modes of the above-described embodiment applicable to the present invention will be described.

[0185] In the above-described embodiment, the programs executed by the CPUs of the control units 24, 33, and 43 have been described as being stored in advance in the ROM, as well as in the storage units 21 and 32, etc. However, the present invention is not limited to this, and by applying a program for executing the above-described processing to an existing general-purpose computer, it may function as the user terminal 2-L, the vehicle allocation device 3, and the vehicle terminal 4 according to the above-described embodiment.

[0186] The method of providing such a program is arbitrary. For example, it may be stored in a computer-readable recording medium (flexible disk, CD (Compact Disc)-ROM, DVD (Digital Versatile Disc)-ROM, etc.) and distributed, or the program may be stored in a storage on a network such as the Internet and provided by downloading it.

[0187] Furthermore, when the above-described processing is executed by sharing between the OS (Operating System) and the application program, or by cooperation between the OS and the application program, only the application program may be stored in a recording medium or a storage. Also, it is possible to superimpose the program on a carrier wave and distribute it via a network. For example, the above program may be posted on a bulletin board (BBS: Bulletin Board System) on the network and the program may be distributed via the network. Then, by starting this program and executing it in the same manner as other application programs under the control of the OS, the above-described processing may be configured to be executable.

Explanation of Reference Numerals

[0188] 1 Vehicle Allocation System 2-L User Terminal 3 Vehicle Allocation Device (Load Management Device) 4 Vehicle Terminal 21, 32 Storage Unit 22 Touch Panel 23, 31, 41 Communication Unit 42 Display unit 24, 33, 43 Control unit

Claims

1. A storage unit that stores loading state data indicating a loading state of the vehicle; a control unit which, in response to receiving a loading request capable of identifying a load of a vehicle and a priority order of the load, determines whether or not a load of a predetermined priority order among the loads identified from the loading request can be loaded onto the vehicle based on the loading state of the vehicle indicated by the loading state data, and when it is determined that the load of the predetermined priority order can be loaded, updates the loading state of the vehicle indicated by the loading state data to a state in which the load of the predetermined priority order has been increased, and determines whether or not the load of the next predetermined priority order can be loaded; A cargo management device comprising:

2. the storage unit stores a first cargo increase / decrease pattern table that registers, for each of the loading states of the vehicle, a cargo increase / decrease pattern indicating an increase / decrease in the cargo and identification information that can identify the loading state after the cargo increase / decrease, in association with each other; the control unit determines whether the cargo of the predetermined rank can be loaded onto the vehicle by determining whether the cargo increase / decrease pattern indicating an increase / decrease of the cargo of the predetermined rank caused by the loading request exists in the first cargo increase / decrease pattern table corresponding to the loading state of the vehicle indicated by the loading state data, and whether the identification information corresponding to the cargo increase / decrease pattern, which does not mean a full state, is registered.

2. The cargo management device according to claim 1.

3. The storage unit stores in advance standard values ​​of the characteristics of the load, the control unit calculates the degree of inconsistency between the characteristics of the load of the predetermined rank and the standard value, and determines whether the load of the load of the predetermined rank can be loaded by detecting the presence of the corresponding load increase / decrease pattern from the first load increase / decrease pattern table and the identification information that does not mean a full state based on the calculated degree of inconsistency, and if loading is possible, updates the loading state of the vehicle indicated by the loading state data to the loading state after the load increase / decrease indicated by the detected identification information.

3. The cargo management device according to claim 2.

4. When a plurality of standard values ​​are stored in the storage unit, the first cargo increase / decrease pattern table registers the cargo increase / decrease pattern and the identification information for each standard value in association with each other, The control unit detects, from the first cargo increase / decrease pattern table, the identification information corresponding to the cargo increase / decrease pattern indicating the increase / decrease of the cargo in the predetermined order caused by the loading request, the identification information in which the degree of inconsistency is less than a threshold value defined as necessary and does not indicate a full state corresponding to the lowest standard value, and updates the loading state of the vehicle indicated by the loading state data to the loading state after the increase / decrease of the cargo indicated by the detected identification information.

4. The cargo management device according to claim 3.

5. The loading state data is stored so as to be able to specify the loading state of the vehicle for each interval between stopping positions of the vehicle, The control unit determines whether or not the cargo of the predetermined rank can be loaded onto the vehicle between each of the stop positions based on the loading state between each of the stop positions indicated by the loading state data, and determines that the cargo of the predetermined rank can be loaded if the cargo of the predetermined rank can be loaded between all of the stop positions, and determines that the cargo of the predetermined rank cannot be loaded if the cargo of the predetermined rank cannot be loaded between any of the stop positions.

2. The cargo management device according to claim 1.

6. The control unit is a receiving means for receiving, via a network, from a user terminal, a vehicle dispatch request including the loading request and requesting dispatch of a vehicle to a vehicle dispatch location designated by the user within a predetermined range between predetermined stopping locations; a candidate generating means for generating a plurality of candidate routes for travel between the stop positions via at least one of the dispatch positions identified from each of the dispatch requests received from the plurality of user terminals; an exclusion means for excluding, from the route candidates generated by the candidate generation means, a route in which an increase in a travel period of the vehicle caused by loading the cargo and passing through the dispatch location exceeds a predetermined allowable range; a numerical value calculation means for calculating a numerical value indicating an inconvenience of each of the route candidates generated by the candidate generation means; a route determination means for determining the route candidate having the smallest value calculated by the value calculation means as the route along which the vehicle will travel; The load management device according to claim 1, further comprising:

7. A method for managing cargo by a cargo management device including a storage unit that stores loading status data indicating a loading status of a vehicle, the method comprising: a step of determining, in response to receiving a loading request that can specify the load of the vehicle and the priority order of the load, whether or not the load of a predetermined priority order among the loads specified from the loading request can be loaded onto the vehicle based on the loading state of the vehicle indicated by the loading state data; when the control unit determines that the load of the predetermined priority item can be loaded, updating the load status of the vehicle indicated by the loading status data to a state in which the load of the predetermined priority item has been increased, and determining whether the load of the next predetermined priority item can be loaded; A cargo management method comprising:

8. A computer of a cargo management device includes a storage unit that stores loading status data indicating a loading status of a vehicle. a step of determining, in response to receiving a loading request capable of identifying a load of a vehicle and a priority order of the load, whether or not a load of a predetermined priority order among the loads identified from the loading request can be loaded onto the vehicle based on the loading state of the vehicle indicated by the loading state data; a step of updating the loading state of the vehicle indicated by the loading state data to a state in which the load of the load of the vehicle of the predetermined rank has been increased when it is determined that the load of the load of the vehicle of the predetermined rank can be loaded, and determining whether or not the load of the next load of the predetermined rank can be loaded; A program for executing the above.

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