Operation management method, operation management system, on-vehicle device, operation management device, and operation management program

Abstract

To effectively minimize delays even when difficult-to-pass situations occur along the travel route of demand-responsive vehicles.SOLUTION: An operation management method for managing operation of demand-responsive vehicles includes steps of: acquiring boarding reservation information including boarding / alighting times and locations for the demand-responsive vehicles; creating a travel route for the demand-responsive vehicles based on the boarding reservation information; creating a detour route to bypass any impassable sections detected along the travel route; updating the travel route so that the delay time relative to the boarding / alighting times remains within a specified range; and outputting the updated travel route to the demand-responsive vehicles.SELECTED DRAWING: Figure 11

Description

[Technical Field]

[0001] The present invention relates to an operation management method, an operation management system, an in-vehicle device, an operation management device, and an operation management program for a demand-based transportation service. [Background technology]

[0002] Conventionally, a demand-type vehicle operation management system is known that acquires boarding reservation information from passengers, including boarding and alighting locations and times, creates a vehicle operation plan based on the boarding reservation information, and operates the vehicle to transport passengers.

[0003] On the other hand, systems that provide alternative methods of service for regular route bus services are known. For example, a system has been proposed that, when a road abnormality such as an accident or flooding occurs on a route covered by a regular route bus, creates a detour route that bypasses the area where the road abnormality has occurred and notifies the service provider of the detour route (see, for example, Patent Document 1). [Prior art documents] [Patent documents]

[0004] [Patent Document 1] Japanese Patent Application Publication No. 2023-83969 Summary of the Invention [Problem to be solved by the invention]

[0005] However, the conventional technology had a problem in that it did not take into account delays to bus stop arrival times when generating detour routes, which could result in significant delays to bus operation times and cause passengers to wait at bus stops for long periods of time.

[0006] In view of the above-mentioned problems, the present invention aims to provide a technology that can effectively suppress delays even when impassability occurs on the route of a demand vehicle. [Means for solving the problem]

[0007] An exemplary operation management method of the present invention is an operation management method for managing the operation of demand vehicles, which obtains boarding reservation information including boarding and disembarking times and locations for the demand vehicle, creates a driving route for the demand vehicle based on the boarding reservation information, and when a difficult-to-pass location is detected on the driving route, creates a detour route that bypasses the difficult-to-pass location, updates the driving route so that the delay time for the boarding and disembarking time is within a specified range, and outputs the updated driving route to the demand vehicle. [Effects of the Invention]

[0008] According to the present invention, when a difficult-to-pass location is detected on the travel route of a demand vehicle, a new detour route is created and updated so that the delay is within a specified range. This ensures that the delay time relative to the passenger boarding and disembarking time falls within a specified range, thereby preventing passengers from having to wait at the boarding location for a long period of time. In other words, even if a difficult-to-pass location occurs on the travel route of the demand vehicle, it is possible to effectively reduce delays. [Brief explanation of the drawings]

[0009] [Figure 1] Overall configuration diagram of the operation management system of this embodiment [Figure 2] FIG. 2 is a block diagram showing the configuration of the traffic management device and the in-vehicle device of FIG. 1. [Figure 3] FIG. 3 is a front view showing an example of a display unit and an operation unit of the in-vehicle device of FIG. 2. [Figure 4] Schematic diagram showing an example of a driving route [Figure 5] FIG. 10 is an explanatory diagram illustrating an example of a travel route information table; [Figure 6]Schematic diagram showing an example of an initial driving route and a detour route [Figure 7] FIG. 10 is an explanatory diagram showing an example of a travel route information table after a detour route is created; [Figure 8] FIG. 10 is a front view showing an example of the display unit of the in-vehicle device after creating a detour route. [Figure 9] Schematic diagram showing an example of the original route and revised route [Figure 10] FIG. 10 is an explanatory diagram showing an example of a travel route information table after a revised route is created; [Figure 11] A processing flow diagram showing an example of an operation plan update flow executed by the operation management system of FIG. 1. DETAILED DESCRIPTION OF THE INVENTION

[0010] Hereinafter, exemplary embodiments of the present invention will be described in detail with reference to the drawings. However, the present invention is not limited to the contents of the embodiments shown below.

[0011] <1. Traffic Management System> 1 is an overall configuration diagram of a traffic management system 1 of this embodiment. In this embodiment, the traffic management system 1 is a system used for managing the traffic of a demand vehicle V1 in a demand-based transportation service. The traffic management system 1 determines an operation plan, such as the driving route and driving schedule of the demand vehicle V1, in accordance with passenger reservations, and realizes demand-based transportation, which is a regional public transportation that operates the demand vehicle V1.

[0012] The operation management system 1 includes an operation management device 10 and an on-vehicle device 20 mounted on a demand vehicle V1. The operation management device 10 and the on-vehicle device 20 are connected to each other so as to be able to communicate bidirectionally via a communication network N such as a mobile communication network.

[0013] The operation management device 10 can accept reservations from passengers (users) at any time. The demand vehicle V1 may be, for example, a bus, a minivan, a minivan, or any other vehicle capable of carrying multiple passengers. The demand vehicle V1 operates along a predetermined travel route in response to reservations from passengers. The operation management device 10 is a device that manages the operation of the demand vehicle V1, and can freely create a travel route for the demand vehicle V1 based on boarding reservation information received from passengers. The operation management device 10 operates the demand vehicle V1 along the shortest route to the reserved boarding location (bus stop, destination).

[0014] For convenience of explanation, only one demand vehicle V1 is depicted in FIG. 1, but in reality, the operation management device 10 can manage the operations of a plurality of demand vehicles V1.

[0015] The in-vehicle device 20 is mounted on the demand vehicle V1. The in-vehicle device 20 may be a device that is permanently installed in the demand vehicle V1, or may be a portable device that can be carried inside and outside the vehicle. The in-vehicle device 20 may be, for example, a drive recorder, a tablet terminal, a mobile terminal, etc. The in-vehicle device 20 has a display unit 21 that displays images, and an operation unit 22 such as a touch panel that can be used for input operations (see FIG. 2).

[0016] The operation management device 10 is also connected to terminal devices Du, such as personal computers or mobile terminals owned by passengers, for two-way communication via a communication network N. Passengers can use the terminal devices Du to make reservations for rides on demand vehicles V1 to the operation management device 10.

[0017] For ease of explanation, only one terminal device Du is depicted in Figure 1, but in reality, the operation management device 10 can accept reservations for rides on the demand vehicle V1 from each of the terminal devices Du owned by multiple passengers.

[0018] <2.Operation management device> FIG. 2 is a block diagram showing the configuration of the traffic management device 10 and the in-vehicle device 20 in FIG. 1. FIG. 2 shows components necessary for explaining the features of this embodiment, and omits the description of general components. The traffic management device 10 is a server device installed in a management center or the like in a demand-type transportation service that accepts ride reservations from passengers and transmits travel routes to demand vehicles V1. The server device may be a physical server or a virtual server. The traffic management device 10 may be equipped with an input device such as a keyboard and an output device such as a display.

[0019] The operation management device 10 includes a communication unit 11, a storage unit 12, and a controller 13.

[0020] The communication unit 11 is an interface for communicating data with other devices (the in-vehicle device 20, the terminal device Du) via the communication network N. The communication unit 11 includes a wireless communication device for performing wireless communication with other devices, and is configured, for example, by a transmission / reception device of a mobile telephone network for 5G communication (fifth generation mobile communication system).

[0021] The storage unit 12 includes a volatile memory and a non-volatile memory, and stores various information necessary for operation management of the demand vehicle V1. The volatile memory is, for example, a random access memory (RAM). The non-volatile memory is, for example, a read-only memory (ROM), a flash memory, or a hard disk drive. The non-volatile memory stores programs and data that can be read by the controller 13. At least some of the programs and data stored in the non-volatile memory may be obtained from another computer device connected by wire or wirelessly, or from a portable recording medium.

[0022] The controller 13 includes a CPU (Central Processing Unit) as a processor that performs arithmetic processing and the like, and performs various controls in the operation management device 10. The controller 13 includes a reservation reception unit 131, an operation planning unit 132, and a vehicle management unit 133. The functions of each of these components are realized by the CPU performing arithmetic processing in accordance with a control program stored in advance in the internal memory of the controller 13.

[0023] The reservation reception unit 131 acquires ride reservation information of users (passengers) who wish to use the demand-based transportation service from outside the operation management device 10. The ride reservation information includes, for example, the boarding date of the demand vehicle V1, the boarding and alighting time, the boarding and alighting locations, and the number of passengers boarding and alighting. The boarding and alighting locations may be, for example, existing bus stops, or other locations. The reservation reception unit 131 acquires the ride reservation information from the terminal device Du, for example, via the communication network N and the communication unit 11. When a passenger makes a ride reservation using a telephone, the reservation reception unit 131 may acquire the ride reservation information by having an operator input the information using an input device, for example.

[0024] The operation planning unit 132 manages an operation plan according to the boarding reservation information acquired by the reservation receiving unit 131. The operation planning unit 132 creates a new operation plan according to the boarding reservation information. In addition, the operation planning unit 132 updates an existing operation plan according to the boarding reservation information. Note that the operation plan includes, for example, the departure point and destination of the demand vehicle V1, the driving route from the departure point to the destination, passenger boarding locations and disembarking locations (destination), the number of passengers boarding and disembarking, and the scheduled arrival times at each of the boarding locations and disembarking locations. In other words, the operation planning unit 132 creates a driving route for the demand vehicle V1 based on the boarding reservation information. The operation planning unit 132 may manage a single operation plan or multiple operation plans.

[0025] In this embodiment, the operation methods of demand-responsive transportation employed are the "free route meeting point type" and the "free route door-to-door type." The free route meeting point type is an operation method in which many bus stops are set and the bus connects bus stops where passengers wish to get on and off without setting a fixed operating route. The free route door-to-door type is an operation method in which passengers can get on and off freely, like a taxi, and the bus travels to pick-up and drop-off points reserved by passengers within a designated area.

[0026] The vehicle management unit 133 manages the demand vehicles V1 and drivers that provide on-demand transportation services in accordance with the operation plan created by the operation planning unit 132. In addition, the vehicle management unit 133 distributes (outputs) the operation plan required for operation to the in-vehicle device 20 of each demand vehicle V1 whose operation has been decided, via the communication unit 11. This allows the driver of the demand vehicle V1 whose operation has been decided to run to drive the demand vehicle V1 in accordance with the operation plan created by the operation management device 10.

[0027] The in-vehicle device 20 receives (acquires) the operation plan created by the operation management device 10, and displays operation information including the travel route of the demand vehicle V1 on the display unit 21. The in-vehicle device 20 includes a controller 23 in addition to the display unit 21 and the operation unit 22.

[0028] The controller 23 includes a CPU as a processor that performs arithmetic processing and the like, and controls various operations in the in-vehicle device 20. The functions of the controller 23 are realized by the CPU performing arithmetic processing in accordance with a control program pre-stored in the internal memory of the controller 23.

[0029] The in-vehicle device 20 stores an application program for displaying the operation information of the demand vehicle V1 distributed from the operation management device 10 on the display unit 21. The CPU included in the in-vehicle device 20 performs arithmetic processing in accordance with the program, thereby displaying the operation information of the demand vehicle V1 on the display unit 21.

[0030] Fig. 3 is a front view showing an example of the display unit 21 and the operation unit 22 of the in-vehicle device 20 of Fig. 2. Fig. 3 shows an example of a display of an image (map information) of the surroundings of the demand vehicle V1.

[0031] The display unit 21 has input keys and a touch panel as an operation unit 22 that receives operational inputs from the driver on the screen 21s. A vehicle icon 21v indicating the position of the demand vehicle V1, destination icons 21b and 21c indicating destinations (boarding and disembarking locations) B and C, and a route image 21r indicating the travel route are superimposed on the map on the screen 21s.

[0032] In addition, the display unit 21 can also display information regarding the operation of the demand vehicle V1, such as the departure and destination of the demand vehicle V1, the passenger boarding and disembarking locations (destination), the number of passengers boarding and disembarking, and the scheduled arrival times at each of the boarding and disembarking locations, using text, etc.

[0033] <3. Driving route> Next, a description will be given of the travel route of the demand vehicle V1 created by the controller 13 (operation planning unit 132) of the operation management device 10. Fig. 4 is a schematic diagram showing an example of the travel route Rs. Fig. 5 is an explanatory diagram showing an example of a travel route information table.

[0034] In FIG. 4 of this embodiment, black circles on the map indicate intersections, and the numbers written next to the intersections indicate node numbers (for example, "0001," "0002," etc.). Each intersection is assigned a node number for identification. A solid line extending between two adjacent intersections indicates a road on which the demand vehicle V1 can travel.

[0035] Additionally, passenger boarding and alighting locations A, B, C, D, E, and F, which are destinations, are set and drawn at various locations on the road in order. In Fig. 4, the dashed dotted line that passes through all the destinations is the travel route Rs of the demand vehicle V1.

[0036] As shown in FIG. 5, the items of the travel route information table include "travel number," "link number," "travel direction," and "boarding and disembarking location."

[0037] The "travel number" is data set for one road on which the demand vehicle V1 travels. The demand vehicle V1 travels on roads in order from the road indicated by the smallest travel number. The travel number is also identification information for identifying a data set of travel route information, and is also the primary key of a data record in the travel route information table. That is, in the travel route information table, a data record related to the travel route Rs is configured for each travel number, and data for each item linked to the travel number is stored in the data record.

[0038] The information about the travel route Rs is made up of a "link number" indicating a road between two adjacent intersections and a "travel direction" of the road corresponding to the link number.

[0039] A "link number" is data that indicates the road between two adjacent intersections. A link number is formed by connecting two node numbers that indicate two adjacent intersections in ascending order. For example, the road between intersection "0001" and intersection "0002" is represented by link number "00010002."

[0040] "Driving direction" is data that indicates the direction of travel on the road corresponding to the link number. For two intersections at both ends of a road, the direction of travel from the intersection with the smaller node number to the intersection with the larger node number is "forward," and the opposite direction is "reverse." For example, for a road with link number "00010002," the direction of travel from intersection "0001" to intersection "0002" is "forward," and the direction of travel from intersection "0002" to intersection "0001" is "reverse."

[0041] "Pick-up and drop-off locations" is data that indicates the destination passenger pick-up and drop-off locations. If there are passenger pick-up and drop-off locations on the road corresponding to the link number, data such as "A" and "B" is set as the destination. If there are multiple passenger pick-up and drop-off locations, the destinations are set in the order of pick-up and drop-off locations A, B, C, D, E, F, etc. according to the initially created driving route Rs.

[0042] The traveling route Rs created by the operation planning unit 132 is distributed (output) to the in-vehicle device 20 of the demand vehicle V1 by the vehicle management unit 133. The in-vehicle device 20 displays information related to the traveling route Rs of the demand vehicle V1 included in the operation plan received from the operation management device 10 on the display unit 21.

[0043] 3, a route image 21r and a destination icon 21b are displayed on a map on a screen 21s of the display unit 21. The driver of the demand vehicle V1 drives the demand vehicle V1 based on the route image 21r and the destination icon 21b displayed on the screen 21s of the display unit 21.

[0044] <4. Detour Route> Then, the controller 13 of the traffic management device 10 may detect impassable locations on the travel route Rs. For example, the controller 13 acquires the impassable locations from the demand vehicle V1 traveling on the travel route Rs.

[0045] A difficult-to-pass location is a location where it becomes difficult to pass along a preset travel route Rs due to a sudden event such as a traffic accident, a fire along the railway line, etc. When the driver of the demand vehicle V1 discovers a difficult-to-pass location, the driver notifies the traffic management device 10 of the difficult-to-pass location.

[0046] 3 , when the driver of the demand vehicle V1 finds a difficult-to-pass point Pc on the travel route Rs, the driver operates a notification icon 21n provided on the display unit 21 of the in-vehicle device 20 to notify the traffic management device 10 of the difficult-to-pass point Pc. That is, the in-vehicle device 20 accepts an input operation in response to the detection of the difficult-to-pass point Pc on the travel route Rs. Then, the in-vehicle device 20 outputs (transmits) the accepted information related to the difficult-to-pass point Pc to the traffic management device 10.

[0047] The detection of impassable locations on the travel route is not limited to notifications from the demand vehicle V1. The traffic management device 10 may detect impassable locations on the travel route by notifications from other external devices or by collecting information from the outside.

[0048] When a difficult-to-pass location is detected on a travel route, the controller 13 (operation planning unit 132) of the operation management device 10 creates a detour route that bypasses the difficult-to-pass location.

[0049] In detail, when the operation planning unit 132 detects a difficult-to-pass location on the driving route, it identifies the route from the current position of the demand vehicle V1 to the next destination, for example, the boarding and disembarking location C according to Figures 3 and 4, based on the driving route information table.

[0050] Furthermore, the operation planning unit 132 identifies the road (link) corresponding to the difficult-to-pass location based on the travel route information table, and sets the dataset with travel number NR3 corresponding to the road (link) as impassable. More specifically, according to Figures 3 and 4, the difficult-to-pass location Pc is located on the road with link number "01020103" in the section from boarding / alighting location B to boarding / alighting location C on the travel route Rs.

[0051] Next, the operation planning unit 132 creates a detour route that bypasses difficult-to-pass locations from the current position of the demand vehicle V1 to the next destination, the boarding and disembarking location C. Then, the operation planning unit 132 calculates the scheduled arrival time (boarding and disembarking time) at the boarding and disembarking location C for the detour route.

[0052] The operation management device 10 predetermines a specified range of delay time for the scheduled arrival time (boarding / disembarking time) at the destination, and stores the range in the storage unit 12, etc. The specified range of delay time is set to, for example, within 5 minutes before and after the scheduled arrival time (boarding / disembarking time) at the destination.

[0053] Then, the operation planning unit 132 updates the travel route so that the delay time relative to the scheduled arrival time at the destination (boarding / disembarking time) falls within a specified range (for example, within 5 minutes before or after). Subsequently, the vehicle management unit 133 distributes (outputs) the travel route updated by the operation planning unit 132 to the demand vehicle V1. Fig. 6 is a schematic diagram showing an example of an initial travel route Rs and a detour route Rd. Fig. 7 is an explanatory diagram showing an example of a travel route information table after the detour route Rd is created.

[0054] 6 of this embodiment, the difficult-to-pass point Pc is located on the road with link number "01020103." The operation planning unit 132 sets the data set with travel number NR3, which corresponds to the road (link) that includes the difficult-to-pass point Pc, in the travel route information table shown in FIG. 4 as impassable.

[0055] Next, as shown in FIG. 6, the operation planning unit 132 creates a route that travels along roads with link numbers "01010102," "01011021," "01201021," and "01030120" as the detour route Rd. Then, the operation planning unit 132 discards the data set of travel number NR3 in the original travel route information table shown in FIG. 4, and inserts new data sets of travel numbers NR3, NR4, NR5, and NR6 as shown in the travel route information table after the detour route Rd has been created in FIG. 7. Note that the data sets from travel number NR4 onwards in the original travel route information table shown in FIG. 4 are renumbered to new travel numbers NR7 onwards (see FIG. 7). In this way, the operation planning unit 132 updates the travel route to the detour route Rd (dashed line in FIG. 6).

[0056] The travel route (detour route Rd) updated by the operation planning unit 132 is distributed (output) to the in-vehicle device 20 of the demand vehicle V1 by the vehicle management unit 133. The in-vehicle device 20 displays, on the display unit 21, information related to the updated travel route of the demand vehicle V1 included in the operation plan received from the operation management device 10.

[0057] 8 is a front view showing an example of the display unit 21 of the in-vehicle device 20 after the detour route Rd has been created. For example, as shown in FIG. 8, an updated route image 21d is displayed on the map on the screen 21s of the display unit 21.

[0058] According to the above configuration, when a difficult-to-pass location Pc is detected on the travel route of the demand vehicle V1, a new detour route is created and updated so that the delay is within a specified range. This ensures that the delay time relative to the passenger boarding and disembarking time falls within a specified range, thereby preventing passengers from having to wait at the boarding location for a long period of time. In other words, even if a difficult-to-pass location occurs on the travel route of the demand vehicle V1, it is possible to effectively reduce delays.

[0059] Furthermore, when a following demand vehicle is scheduled to travel through the difficult-to-pass location Pc, the following demand vehicle can be notified of information related to the difficult-to-pass location Pc. This allows the following demand vehicle to quickly update its travel route before it reaches the difficult-to-pass location Pc, thereby enhancing the effect of suppressing delays.

[0060] Furthermore, if the driver of the demand vehicle V1 determines that he or she can bypass the difficult-to-pass location Pc by himself or herself with only a slight delay, the driver bypasses the difficult-to-pass location Pc and continues traveling without notifying the traffic management device 10 of the difficult-to-pass location Pc. In other words, by obtaining a notification that the demand vehicle V1 has encountered a difficult-to-pass location from the demand vehicle V1 traveling on the travel route Rs, it is possible to avoid a situation in which the notification is forcibly transmitted from the traffic management device 10. Therefore, it is possible to prevent the driver from being bothered by driving.

[0061] <5. Route revision> As described above, if the delay time relative to the scheduled arrival time (boarding and disembarking time) at the destination does not exceed the specified range, a new travel route (detour route) is created without changing the arrival order at each of the multiple boarding and disembarking locations. On the other hand, if the delay time exceeds the specified range, the controller 13 (operation planning unit 132) reviews the operation plan to update the travel route, including changing the arrival order at each of the multiple boarding and disembarking locations. Figure 9 is a schematic diagram showing an example of an initial travel route Rs and a revised operation route Rr. Figure 10 is an explanatory diagram showing an example of a travel route information table after the revised operation route Rr is created.

[0062] 8 of this embodiment, the difficult-to-pass point Pc is located on the road with link number "01020103." The operation planning unit 132 sets the data set with travel number NR3, which corresponds to the road (link) that includes the difficult-to-pass point Pc, in the travel route information table shown in FIG. 4 as impassable.

[0063] Next, the operation planning unit 132 creates a detour route from the current position of the demand vehicle V1 to the next destination, the boarding and disembarking location C, that bypasses the difficult-to-pass location Pc. Furthermore, the operation planning unit 132 calculates the scheduled arrival time (boarding and disembarking time) at the boarding and disembarking location C for the detour route. Then, if the delay time for the scheduled arrival time (boarding and disembarking time) on the detour route exceeds a specified range, the operation planning unit 132 swaps the boarding and disembarking location C with the boarding and disembarking location D and creates a travel route (operation revision route Rr).

[0064] For example, as shown in FIG. 9, the operation planning unit 132 creates a route for traveling along roads with link numbers "00030102," "00030004," "00040005," "00050006," "00060105," "01040105," "01030104," "01030120," and "01060120" as the operation revision route Rr. Then, the operation planning unit 132 discards the data sets of travel numbers NR3, NR4, NR5, and NR6 in the original travel route information table shown in FIG. 4, and inserts new data sets of travel numbers NR3, NR4, NR5, NR6, NR7, NR8, NR9, NR10, and NR11 as shown in the travel route information table after the operation revision route Rr has been created in FIG. 10. Note that the data sets of travel numbers NR7 and onward in the original travel route information table shown in FIG. 4 are renumbered to travel numbers NR12 and onward (see FIG. 10). In this way, the operation planning unit 132 updates the travel route to the operation revision route Rr (dashed line in FIG. 9).

[0065] According to the above configuration, by rearranging the arrival order at each of the multiple boarding and disembarking locations, it is possible to keep delays within a specified range. In other words, even if a situation occurs in which the demand vehicle V1 is unable to pass through and there is a risk that it will not be able to continue along the original travel route Rs, it is possible to effectively suppress delays by rearranging the arrival order.

[0066] If the delay time exceeds a specified range, the controller 13 updates the travel route Rs so that the delay time is minimized. With this configuration, even if the delay time does not fall within the specified range, the delay time of the entire operation plan related to the demand vehicle V1 can be minimized. Therefore, it is possible to minimize the waiting time of all passengers using the demand vehicle V1.

[0067] Furthermore, when boarding reservation information relating to multiple boarding and alighting locations A, B, C, D, E, and F is acquired as in the above embodiment, it is preferable that the controller 13 updates the travel route Rs so as to minimize the delay time for each of the multiple boarding and alighting times. With this configuration, even if the delay time for the boarding and alighting time does not fall within a specified range, the delay time for each passenger can be minimized. Therefore, it is possible to minimize the waiting time for each passenger at the boarding location.

[0068] Then, if the delay time exceeds a specified range, the operation management device 10 outputs delay information indicating that the delay time exceeds a specified range to the passengers of the demand vehicle V1, i.e., the destination of the boarding reservation information. The operation management device 10 notifies the terminal device Du of the passenger who has made a boarding reservation for the demand vehicle V1 that the demand vehicle V1 is delayed, for example, by using email, SMS (Short Message Service), telephone, etc. This configuration allows passengers to easily know that there is a delay relative to their boarding and disembarking times. Therefore, it is possible to prevent passengers from feeling uncomfortable.

[0069] Furthermore, if the boarding and disembarking location is a station having a display device capable of displaying the operation status of the demand vehicle V1, the operation management device 10 outputs delay information indicating that the delay time exceeds a specified range to the display device. With this configuration, even if the passenger does not have the terminal device Du when using the demand vehicle V1, the passenger can easily know that a delay has occurred relative to the boarding time at the stop of the demand vehicle V1. Therefore, it is possible to prevent the passenger from feeling uncomfortable.

[0070] <6. Operation plan update flow> Fig. 11 is a process flow diagram showing an example of an operation plan update flow executed by the operation management system 1 of Fig. 1. In this process flow diagram (work flow diagram), the operation of the "operation management center" is realized by a computer program executed by the controller 13 (a computer constituting the controller 13) of the operation management device 10, and the operation of the "demand vehicle" is realized by an input operation to the on-board device 20 by the driver of the demand vehicle V1 and a driving operation of the demand vehicle V1.

[0071] A computer program that causes a computer device to implement the operation management method according to this embodiment is included in the scope of this embodiment. A computer-readable nonvolatile recording medium that stores such a computer program is also included in the scope of this embodiment. The computer program that causes a computer device to implement the operation management method according to this embodiment may be composed of only one program, or may be composed of multiple programs.

[0072] 11 is started when the driver of the demand vehicle V1 discovers a difficult-to-pass area Pc (see FIGS. 6 and 9). The on-board device 20 of the demand vehicle V1 receives (acquires) the operation plan created by the operation management device 10, and displays operation information including the driving route of the demand vehicle V1 on the display unit 21.

[0073] In step S101, the driver of the demand vehicle V1 determines whether or not the driver can bypass the difficult-to-pass location Pc by himself / herself with only a slight delay. If the driver can bypass the difficult-to-pass location Pc, the process proceeds to step S102, and if the driver cannot bypass the difficult-to-pass location Pc, the process proceeds to step S103.

[0074] In step S102, the driver of the demand vehicle V1 bypasses the impassable section Pc by his / her own driving operation, and the process shown in FIG. 11 ends.

[0075] In step S103, the driver of the demand vehicle V1 notifies the traffic management device 10 of the impassable area Pc, and the process proceeds to step S201. Specifically, the in-vehicle device 20 of the demand vehicle V1 receives an input operation from the driver regarding the detection of the impassable area Pc on the travel route. Then, the in-vehicle device 20 outputs (transmits) the received information regarding the impassable area Pc to the traffic management device 10.

[0076] Thereafter, the processes from step S201 to step S206 are executed by the controller 13 of the traffic management device 10.

[0077] In step S201, the controller 13 (operation planning unit 132) of the operation management device 10, which has detected the impassable location Pc via the demand vehicle V1, creates a detour route as a new travel route, and proceeds to step S202.

[0078] In step S202, the controller 13 (operation planning unit 132) of the operation management device 10 determines whether or not the delay time relative to the scheduled arrival time at the destination (boarding / disembarking time) can be accommodated by a detour alone so that it falls within a specified range. If the delay time can be accommodated by a detour alone, the process proceeds to step S203, and if the delay time cannot be accommodated by a detour alone, the process proceeds to step S204.

[0079] In step S203, the controller 13 of the traffic management device 10 updates the travel route to a detour route, and distributes (outputs) the updated travel route (detour route) to the in-vehicle device 20 of the demand vehicle V1.

[0080] In step S104, the driver of the demand vehicle V1 bypasses the difficult-to-pass location Pc by his / her own driving operation based on the updated travel route (detour route), and the processing shown in FIG. 11 ends.

[0081] In step S204, the controller 13 (operation planning unit 132) of the operation management device 10 determines whether the delay time relative to the scheduled arrival time at the destination (boarding / disembarking time) exceeds a specified range, and if the delay time exceeds the specified range, proceeds to step S205, and if the delay time does not exceed the specified range, proceeds to step S206.

[0082] In step S205, the controller 13 of the operation management device 10 notifies (outputs) the passenger of the demand vehicle V1 (the destination of the boarding reservation information) of delay information indicating that the delay time exceeds a specified range, and proceeds to step S206.

[0083] In step S206, the controller 13 of the operation management device 10 updates the driving route to a revised operation route, including changing the arrival order at each of the multiple boarding and disembarking locations, and distributes (outputs) the updated driving route (revised operation route) to the on-board device 20 of the demand vehicle V1.

[0084] In step S105, the driver of the demand vehicle V1 resumes operation of the demand vehicle V1 based on the updated travel route (operation revision route), and the processing shown in FIG. 11 ends.

[0085] <5. Points to note> Various technical features disclosed as embodiments in this specification may be modified in various ways without departing from the spirit of the technical creation. In other words, the above-described embodiments are illustrative in all respects and are not limiting. The technical scope of the present invention is defined by the claims, not by the description of the above-described embodiments, and includes all modifications that fall within the meaning and scope of the claims. Furthermore, the multiple embodiments described in this specification may be combined as appropriate to the extent possible.

[0086] In the above embodiment, various functions are realized by software through the arithmetic processing of a CPU in accordance with a program, but at least some of these functions may be realized by electrical hardware resources. All or part of the hardware resources may be realized by, for example, an ASIC (Application Specific Integrated Circuit) or an FPGA (Field Programmable Gate Array). Conversely, at least some of the functions realized by hardware resources may be realized by software.

[0087] The program may also include a computer program that causes a processor (computer) to realize at least some of the functions of the traffic management system 1 (traffic management device 10, in-vehicle device 20). Such a computer program can be stored in a computer-readable nonvolatile recording medium (for example, the above-mentioned nonvolatile memory, an optical recording medium (for example, an optical disk), a magneto-optical recording medium (for example, a magneto-optical disk), a USB memory, or an SD card, etc.) and provided (sold, etc.), or can be provided from a server device via a communication line such as the Internet, i.e., by downloading. [Explanation of symbols]

[0088] 1. Traffic management system 10 Traffic control device 11 Communications Department 12 Storage section 13 Controller 20 Onboard equipment 21 Display section 22 Control section 23 Controller Pc Difficult to pass area Rd Detour Route Rr revised route Rs driving route V1 Demand vehicle

Claims

1. A traffic management method for managing the traffic of a demand vehicle, Acquire boarding reservation information including boarding and alighting times and locations of the demand vehicle; creating a travel route for the demand vehicle based on the boarding reservation information; When a difficult-to-pass location is detected on the travel route, a detour route is created to bypass the difficult-to-pass location, and the travel route is updated so that a delay time for the boarding and alighting time falls within a specified range; outputting the updated travel route to the demand vehicle; Operation management method.

2. acquiring the impassable locations from the demand vehicle traveling on the travel route; The operation management method according to claim 1.

3. When the boarding reservation information relating to the plurality of boarding and alighting locations is acquired, the travel route is updated by changing the order of arrival at each of the plurality of boarding and alighting locations. The operation management method according to claim 1.

4. If the delay time exceeds the specified range, update the travel route so that the delay time is minimized. The operation management method according to claim 1.

5. When the boarding reservation information relating to the plurality of boarding and alighting locations is acquired, the travel route is updated so that the delay time is minimized for each of the plurality of boarding and alighting times. The operation control method according to claim 4.

6. outputting delay information indicating that the delay time exceeds the specified range to the destination of the boarding reservation information; The operation control method according to claim 4.

7. When the boarding / alighting location is a station having a display device capable of displaying the operation status of the demand vehicle, delay information indicating that the delay time exceeds the specified range is output to the display device. The operation control method according to claim 4.

8. An operation management system that manages the operation of demand vehicles, The vehicle includes an on-board device and an operation management device, The in-vehicle device The demand vehicle is equipped with a driving route acquisition device, and the driving route acquisition device acquires and displays the driving route. receiving an input operation in response to the detection of a difficult-to-pass location on the travel route; outputting the received information relating to the difficult-to-pass location to the traffic management device; The operation management device Acquire boarding reservation information including boarding and alighting times and locations of the demand vehicle; creating a travel route for the demand vehicle based on the boarding reservation information; When a difficult-to-pass location is detected on the travel route, a detour route is created to bypass the difficult-to-pass location, and the travel route is updated so that a delay time for the boarding and alighting time falls within a specified range; outputting the updated travel route to the demand vehicle; Operation management system.

9. An in-vehicle device in the operation management system according to claim 8.

10. An operation control device in the operation control system according to claim 8.

11. An operation management program for managing the operation of a demand vehicle, Acquire boarding reservation information including boarding and alighting times and locations of the demand vehicle; creating a travel route for the demand vehicle based on the boarding reservation information; When a difficult-to-pass location is detected on the travel route, a detour route is created to bypass the difficult-to-pass location, and the travel route is updated so that a delay time for the boarding and alighting time falls within a specified range; causing a computer to perform a method of outputting the updated travel route to the demand vehicle; Operations management program.

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