Operation guide system

Abstract

To provide an operation guide system capable of determining which star is allocated to a driver of which vehicle without requiring input of an allocation star by an operation manager or each driver.SOLUTION: An operation guidance system including a position information acquisition unit configured to acquire position information and a detection date and time from a target vehicle, a staff storage unit configured to store a plurality of staffs which are operation plans for one day set in advance to be allocated to a driver, and a staff determination unit configured to determine an allocation staff which is a staff allocated to the driver of the target vehicle from the plurality of staffs stored in the staff storage unit based on the position information and the detection date and time of the target vehicle.SELECTED DRAWING: Figure 1

Description

[Technical Field]

[0001] The present disclosure relates to a traffic guidance system. [Background technology]

[0002] A bus route information system that provides route bus route information has been developed. The technology disclosed in Patent Document 1 below accepts boarding reservations and notifies the corresponding route bus. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Laid-Open No. 2011-227550 Summary of the Invention [Problem to be solved by the invention]

[0004] Meanwhile, each route bus operator and each operating area manages the number and status of vehicles available for operation and the work schedules of each driver. Therefore, the operation manager or operation management system of each operator and each operating area assigns staff to each driver for the day and vehicles to each driver. A staff is a daily operation plan assigned to a driver. Therefore, in order to link each operator and each operating area with the operation information system, the operation manager or each driver must input which staff is assigned to which vehicle driver, which increases operational costs and makes it easier for human errors such as forgetting to enter information or entering information incorrectly.

[0005] Therefore, if the operation guidance system could determine which staff was assigned to which vehicle driver without requiring input from each operation company, operation manager in each operating area, or each driver, operating costs could be reduced and human error could be reduced.

[0006] On the other hand, in order to determine allocation, it is possible to have the onboard operation information device and fare display device for passengers installed in each vehicle transmit information such as the current flight schedule, but this would require modification of the existing onboard operation information device, etc., which would increase development costs and would also be an obstacle to the introduction of the operation information system 1.

[0007] Therefore, the present disclosure aims to provide an operation guidance system that can determine which staff is assigned to which vehicle driver without requiring the operation manager or each driver to input the assigned staff. [Means for solving the problem]

[0008] The traffic guidance system according to the present disclosure includes: a location information acquisition unit that acquires location information and a detection date and time of the location information from a target vehicle that is a vehicle to be determined; A schedule memory unit that stores a plurality of schedules, which are daily operation plans that are preset to be assigned to drivers; A staf determination unit that determines an assigned staf, which is the staf assigned to the driver of the target vehicle, from the plurality of stafs stored in the staf storage unit based on the position information and the detection date and time of the target vehicle; It is equipped with the following. [Effects of the Invention]

[0009] According to the traffic guidance system of the present disclosure, it is possible to determine the assigned steward assigned to the driver of the target vehicle from multiple stewards stored in the steward storage unit using simple, easily obtainable information, such as the target vehicle's location information and detection date and time. Therefore, it is possible to determine the assigned steward without requiring the operation manager or each driver to input the assigned steward, or modifying the existing in-vehicle traffic guidance device, thereby reducing development costs and facilitating the introduction of the traffic guidance system 1. [Brief explanation of the drawings]

[0010] [Figure 1] 1 is a schematic configuration diagram of a traffic guidance system according to a first embodiment. [Figure 2] 1 is a schematic block diagram of a traffic guidance system and a traffic guidance device according to a first embodiment. [Figure 3] 1 is a schematic hardware configuration diagram of a traffic guidance device according to a first embodiment. [Figure 4] 10 is a diagram for explaining the determination of an allocation task based on the position information and detection date and time of a target vehicle according to the first embodiment. FIG. [Figure 5] FIG. 10 is a diagram for explaining the determination of assigned staff based on the location and scheduled time of the first bus stop of each staff in a day according to the first embodiment. [Figure 6] FIG. 10 is a diagram for explaining learning of a learning model according to another embodiment. [Figure 7] FIG. 10 is a diagram for explaining the determination of allocation tasks using a learning model according to another embodiment. DETAILED DESCRIPTION OF THE INVENTION

[0011] 1. First Embodiment A traffic guidance system 1 according to the first embodiment will be described with reference to the drawings. Fig. 1 shows a schematic configuration diagram of the traffic guidance system 1.

[0012] In this embodiment, the operation guidance system 1 includes an operation guidance device 30. The operation guidance device 30 is connected to a communication network 5 such as the Internet. The operation guidance device 30 is connected to a target vehicle 10, which is a vehicle to be determined, via the communication network 5. In this embodiment, multiple vehicles to be managed are set as the target vehicle 10. The operation guidance device 30 is also connected to an information terminal device 20 via the communication network 5, and transmits the operation status, etc. of the target vehicle 10. Multiple information terminal devices that are targets for providing information provision services are set as the information terminal device 20.

[0013] 1-1. Target vehicle 10 In this embodiment, each vehicle set as the target vehicle 10 is a route bus that operates on a regular route according to a timetable. However, any vehicle may be used as long as it operates on a regular route according to a timetable.

[0014] As shown in FIG. 1, each vehicle set as a target vehicle 10 is equipped with a position detection device 11. The position detection device 11 includes a GPS antenna that receives signals output from an artificial satellite 7 such as a Global Navigation Satellite System (GNSS), and detects the current position (latitude, longitude, altitude) of the vehicle. The position detection device 11 includes a wireless communication device, and transmits the detected position information of the vehicle, the date and time the position information was detected, and identification information of the vehicle (position detection device 11) to the operation guide device 30 in real time via the wireless communication device. The position detection device 11 may be configured such that the GPS antenna and the wireless communication device are separate, or may be incorporated into another device.

[0015] 1-2.Train operation guide device 30 2, the traffic guidance device 30 includes processing units such as a position information acquisition unit 31, a stagger memory unit 32, a traffic information memory unit 33, a stagger determination unit 34, a traffic status determination unit 35, and an information distribution unit 36. Each process of the traffic guidance device 30 is realized by a processing circuit included in the traffic guidance device 30. Specifically, as shown in FIG. 3, the traffic guidance device 30 includes an arithmetic processing device 90 such as a CPU (Central Processing Unit), a storage device 91, a communication device 92, and the like.

[0016] The arithmetic processing device 90 may include a GPU (Graphics Processing Unit), an AI (Artificial Intelligence) chip, various logic circuits, various signal processing circuits, etc. Furthermore, the arithmetic processing device 90 may include a plurality of the same or different types of devices, and each device may share and execute each process. The storage device 91 may include various storage devices such as a RAM (Random Access Memory), a ROM (Read Only Memory), a hard disk, and an SSD (Solid State Drive). The communication device 92 is connected to a communication network 5 such as the Internet.

[0017] The processes of the processing units 31 to 36 of the operation guidance device 30 are realized by the arithmetic processing device 90 executing software (programs) stored in the storage device 91, in cooperation with other hardware of the operation guidance device 30, such as the storage device 91 and the communication device 92. Data such as a staff database and past operation information used by the processing units 31 to 36 are stored in the storage device 91, such as a hard disk.

[0018] 1-1-1. Location information acquisition unit 31 The position information acquisition unit 31 acquires position information and the detection date and time of the position information from the target vehicle 10, which is a vehicle to be judged. As described above, a plurality of vehicles to be managed are set as the target vehicles 10. The position information acquisition unit 31 acquires the position information, the detection date and time, and the identification information of each target vehicle 10 from each target vehicle 10 (in this example, the position detection device 11) in real time via wireless communication and the communication network 5. The acquired time series data of the position information and the detection date and time of each target vehicle 10 (identification information) is stored in a storage device 91 such as a hard disk.

[0019] 1-1-2. Starf memory unit 32 The staff storage unit 32 stores a plurality of staffs that are preset to be assigned to drivers. The staff storage unit 32 stores the plurality of staffs and related information in a database in a storage device 91 such as a hard disk.

[0020] A staf is a daily operation plan assigned to a driver. A staf is also called a daily duty schedule, a daily operation instruction, or a daily shift. A staf also has the role of managing working hours and driving times to prevent drivers from overworking themselves.

[0021] Each staff includes information on the time of day when the staff will be working, the order in which the staff will be operating, and the stops and schedules for each staff (a schedule for each staff). The schedule for each staff includes identification information (e.g., name) of each stop from the first to last stop, and information on the schedule for departing from or passing through each stop. The identification information for the stops is associated with the location of the stop (latitude, longitude, altitude). Each stop is also associated with map data. The schedule for each staff is associated with information on the route (line) between each stop. The schedule for each staff or staff also includes information on the days on which the staff will be operating (days of the week (e.g., weekdays or weekends), holidays, or special days), such as for weekdays, weekends, and holidays, or for special operations on specific days.

[0022] For each operator and operating area for which operation guidance is provided by the operation guidance system 1, a plurality of staff members that are pre-set to be assigned to drivers are compiled into a database and stored in a storage device 91 such as a hard disk.

[0023] The staff storage unit 32 allows the staff stored in the storage device 91 to be updated by the operation manager of each operation company and each operation area, or the operation management system 6, or the manager of the operation guidance system 1.

[0024] 1-1-3. Operation information storage section 33 The operation information storage unit 33 stores past operation information of the target vehicle 10. That is, the operation information of each vehicle that was previously set to the target vehicle 10 is stored. The operation information storage unit 33 stores past operation information in a storage device 91 such as a hard disk. Past operation information is stored for each vehicle operation in one day. The operation information of each vehicle in one day includes the storage date and the final assigned staf determined by the staf determination unit 34 or the administrator. The operation information of each vehicle in one day may also include time series data of past position information and detection time corresponding to the assigned staf. Date information (day of the week (e.g., weekday or Saturday / Sunday), public holiday, or special day) can be determined based on the storage date.

[0025] 1-1-4. Starf Judgment Section 34 <Issues with Traffic Information System 1> Each operator and each operating area manages the number and status of vehicles available for operation, and the work schedule of each driver. Therefore, the operation manager or operation management system 6 of each operator and each operating area assigns staff to each driver for the day and vehicles to each driver. Therefore, in order to link each operator and each operating area with the operation guidance system 1, the operation manager or each driver needs to input which staff is assigned to which vehicle driver, which increases operating costs and makes it easier for human errors such as forgetting to input information or inputting errors to occur.

[0026] Therefore, if the operation guidance system 1 can determine which staff is assigned to which vehicle driver without requiring input from each operation company, operation manager in each operation area, or each driver, operating costs can be reduced and human error can be reduced.

[0027] On the other hand, in order to determine allocation, it is possible to have information such as the current flight schedule sent from the passenger operation information device and fare display device installed in each vehicle, but this would require modification of the existing on-board operation information device, which would incur development costs and would also be an obstacle to the introduction of the operation information system 1.

[0028] Therefore, it is desirable to provide an operation guidance system 1 that can determine which staff is assigned to which vehicle driver without requiring the operation manager or each driver to input the assigned staff and without requiring modification of existing in-vehicle operation guidance devices.

[0029] <Determination of assignment status based on location information of target vehicle 10 and detection date and time> The starf determination unit 34 determines an assigned starf, which is a starf assigned to the driver of the target vehicle 10, from the multiple starfs stored in the starf storage unit 32 based on the location information and detection date and time of the target vehicle 10. When multiple vehicles to be managed are set as target vehicles 10, a determination process is performed for each target vehicle 10.

[0030] According to this configuration, it is possible to determine the assigned staf assigned to the driver of the target vehicle 10 from the multiple staf stored in the staf storage unit 32 using simple information that is easy to obtain, such as the location information of the target vehicle 10 and the detection date and time. Therefore, it is possible to determine the assigned staf without the need for the operation manager or each driver to input the assigned staf or to modify the existing in-vehicle operation guidance device, thereby reducing development costs and facilitating the introduction of the operation guidance system 1.

[0031] As shown in FIG. 4, for example, the starf determining unit 34 compares the timetable (such as the location and schedule of each stop, date information, etc.) of each bus included in each starf stored in the starf storage unit 32 with the location information of the target vehicle 10 and the detected date and time, and determines the starf including the timetable of the bus that is closest to the location information of the target vehicle 10 and the detected date and time, and determines it as the assigned starf. Starfs including timetables of buses whose date information (day of the week (weekday or Saturday / Sunday), public holiday, or special day) does not match the current day are excluded. In addition, the degree of agreement between the time-series data of the location information and detected date and time of the target vehicle 10 and the time-series data of the location and schedule of each stop in the timetable of each bus included in each starf may be determined. Various statistical calculations, such as calculation of correlation coefficients, are used to calculate the degree of agreement. Because there is a possibility that the time difference will be large due to the influence of traffic congestion, etc., the weighting for the degree of agreement of the position may be increased and the weighting for the degree of agreement of the time may be decreased, but these are adjusted appropriately.

[0032] <Determining assigned staff based on information on the first bus stop of the day> In this embodiment, the starf determination unit 34 determines an assigned starf from multiple starfs based on the location information and detection date and time of the target vehicle 10, as well as the location and scheduled time of the first bus stop of each day for multiple starfs stored in the starf memory unit 32.

[0033] According to this configuration, the assigned star is determined based on the location and scheduled time of the first bus stop of each star for the day, so the assigned star can be determined from the first bus of the day, and it is possible to prevent the occurrence of a period when operation guidance using the assigned star cannot be provided. In addition, the location and scheduled time (departure date and time) of the first bus stop of the day are less affected by road congestion and the like than after operation has started, so the accuracy of determining the assigned star can be improved.

[0034] In this embodiment, the starf determination unit 34 determines the location of the first bus stop of the day for the target vehicle 10 and the departure date and time when the target vehicle 10 departs from the first bus stop of the day, based on the location information and detection date and time of the target vehicle 10. The starf determination unit 34 then determines whether the location and departure date and time of the first bus stop of the day for the target vehicle 10 correspond to any of the first bus stops and scheduled times of the day among multiple starfs, and determines the starf that is determined to correspond as the assigned starf.

[0035] According to this configuration, the bus stop where the target vehicle 10 first stopped that day and the departure date and time are determined and used for the determination, so that the accuracy of the determination can be improved.

[0036] For example, the start determining unit 34 determines the stop where the target vehicle 10 first stops that day as the first stop of the day, based on the position information of the target vehicle 10 and the detection date and time.

[0037] According to this configuration, the first bus stop of the day can be accurately determined by a simple process of determining the first bus stop of the day.

[0038] As shown in FIG. 5, for example, the starf determination unit 34 determines the bus stop at which the target vehicle 10 first stopped after starting to move from a garage or the like on that day, based on the position information of the target vehicle 10 and the detection date and time. The bus stop position is acquired from the position of each stop in the timetable of each bus stored in the starf storage unit 32. The bus stop position used for the determination may be limited to the position of the first bus stop (the first bus stop of the day) in the timetable of the first bus of the day included in each starf. In this case, starfs including a timetable of a bus whose date information (day of the week (weekday or Saturday / Sunday), public holiday, or special day) does not match the current day are excluded.

[0039] A bus stop where the target vehicle 10 has stopped is determined to be the bus stop where the target vehicle 10 has stopped, if the stop position of the target vehicle 10 is within the determination distance range of the stop position. If there are multiple bus stops, the stop closest to the target vehicle 10's stopping position is determined to be the bus stop where the target vehicle 10 has stopped. To prevent erroneous determination, the stop period may be taken into consideration. Then, the start determination unit 34 determines the departure date and time of departure from the determined first stop based on the position information of the target vehicle 10 and the detection date and time.

[0040] The starf determination unit 34 determines the location and scheduled time of the first bus stop in the timetable of the first bus of each starf as the location and scheduled time (departure time) of the first bus stop of the day. The starf determination unit 34 then determines, as the assigned starf, a starf including the location and scheduled time of the first bus stop of the day that are closer than the determination value to the location and scheduled time of the first bus stop of the day for the target vehicle 10. At this time, starfs including timetables of buses whose date information (day of the week (weekday or Saturday / Sunday), public holiday, or special day) does not match the current day are excluded. The weight for the degree of coincidence of the location and the weight for the degree of coincidence of the time are adjusted as appropriate. If there are multiple starfs including the location and scheduled time of the first bus stop of the day that are closer than the determination value, the closest starf may be determined to be the assigned starf.

[0041] In addition, if the starf determination unit 34 is unable to determine the location of the first bus stop of the day for the target vehicle 10, or if there is no starf including the location of the first bus stop of the day and the scheduled time (departure time) that is closer than the determination value to the location of the first bus stop of the day and the departure date and time for the target vehicle 10, or if there are multiple starfs that correspond to the location of the first bus stop of the day and the scheduled time (departure time), the starf determination unit 34 does not determine the assigned starf based on the location of the first bus stop of the day for the target vehicle 10 and the departure date and time.

[0042] Alternatively, the starf determination unit 34 may determine the location of the stop where the target vehicle 10 stopped and the departure date and time when the target vehicle 10 departed from that stop based on the location information and detection date and time of the target vehicle 10, determine whether the location of the stop where the target vehicle 10 stopped and the departure date and time correspond to the location and scheduled time of the first stop of the day for multiple starfs, and determine the starf that is determined to correspond as the assigned starf.

[0043] In this way, by determining each stop and departure date and time of the target vehicle 10, rather than being limited to the location of the first bus stop of the day and the departure date and time, it is possible to respond even if there is an incorrect determination of the location of the first bus stop of the day.

[0044] As described above, the starf determination unit 34 determines the location of the stop where the target vehicle 10 stopped and the departure date and time when the target vehicle 10 departed from the stop, based on the location information and detection date and time of the target vehicle 10. The stop locations used for the determination may be limited to the location of the first stop of the day included in each starf. In this case, starfs including timetables for buses whose date information (day of the week (weekday or Saturday / Sunday), public holiday, or special day) does not match the current day are excluded. The starf determination unit 34 then determines, as an assigned starf, a starf whose stop location and departure date and time of the target vehicle 10 are closer to the location and scheduled time of the stop by a determination value or more. If there is no starf that is closer by a determination value or more, the determination continues using the location and departure date and time of the next determined stop. If the number of stop stops used in the determination or the elapsed time since the initial determination reaches a threshold or more, the determination using the first stop of the day for each starf may be terminated.

[0045] <When a unique determination is not possible, use past operation information> If the stagger determination unit 34 cannot uniquely determine the assigned stagger based on the position information and detection date and time of the target vehicle 10, it further determines the assigned stagger based on past operation information stored in the operation information storage unit 33.

[0046] According to this configuration, when there are multiple candidates for assigned studs determined based on the location information and detection date and time of the target vehicle 10 and it is not possible to uniquely determine the assigned stud, the stud determination unit 34 can determine the assigned stud from the multiple candidates for assigned studs that cannot be uniquely determined based on past operation information.

[0047] Furthermore, when there are multiple candidates for assigned studs determined based on the location and scheduled time of the first bus stop of each stud in a day, and the assigned stud cannot be uniquely determined, the stud determination unit 34 can determine the assigned stud from the multiple candidates for assigned studs that cannot be uniquely determined based on past operation information. Therefore, even when the assigned stud cannot be uniquely determined based on the location and scheduled time of the first bus stop of each stud in a day, the assigned stud can be determined from the first bus of the day based on past operation information, and it is possible to prevent the occurrence of a period in which operation guidance using the assigned stud cannot be provided.

[0048] For example, the stave determination unit 34 extracts past assigned staves of the same type as each of multiple assigned stave candidates that cannot be uniquely determined from the past assigned staves included in the past operation information, evaluates the storage date of each extracted past assigned stave and / or the frequency of each type of the extracted multiple past assigned staves, and determines the stave with the highest evaluation as the assigned stave for the target vehicle 10. The newer the storage date, the higher the evaluation. The higher the frequency, the higher the evaluation. For example, when calculating the frequency for each type, the older the storage date, the lower the frequency count value. When extracting past assigned staves, it is preferable to extract them from past assigned staves with the same date information (day of the week (weekday or Saturday / Sunday), public holiday, or special day) as that day.

[0049] <If a unique determination cannot be made, continue the determination process> If the starf determining unit 34 cannot uniquely determine the assigned starf based on the position information and detection date and time of the target vehicle 10, it continues the determination process until it can uniquely determine the assigned starf.

[0050] Even if the location information and detection date and time of the target vehicle 10, the information on the first stop of each star in a day, and the past operation information are used, there are cases where the assigned star cannot be uniquely determined due to some factors. In this case, the above-mentioned assigned star determination process should be continued until a unique determination can be made.

[0051] <Re-evaluation of quota staff> After determining the assigned stifle of the target vehicle 10, the stifle determination unit 34 holds the determined assigned stifle until it determines that a re-determination is to be made, and when it determines that a re-determination is to be made, it re-determines the assigned stifle.

[0052] For example, the starf determination unit 34 determines to perform re-determination when the degree of coincidence between the timetable (position and schedule of each stop) of each bus included in the determined assigned starf and the position information and detection date and time of the target vehicle 10 falls below a determination value. At this time, the degree of coincidence between the time series data of the position information and detection date and time of the target vehicle 10 and the time series data of the position and schedule of each stop in the timetable of each bus included in the assigned starf may be determined. Various statistical calculations such as calculation of correlation coefficients are used to calculate the degree of coincidence. Because there is a possibility that the time difference will be large due to the influence of traffic congestion, etc., the weighting for the degree of coincidence of position may be increased and the weighting for the degree of coincidence of time may be decreased, but these are adjusted appropriately.

[0053] If it is determined that a re-determination should be made, the starf determination unit 34 re-determines the assigned starf from among the multiple starfs stored in the starf storage unit 32 based on the position information of the target vehicle 10 and the detection date and time.

[0054] As in the first determination described above, the starf determination unit 34 compares the timetable of each bus included in each starf stored in the starf storage unit 32 with the position information and detection date and time of the target vehicle 10, and determines the starf including the timetable of the bus that is closest to the position information and detection date and time of the target vehicle 10, and determines it as the assigned starf. Starfs including the timetable of a bus whose date information (day of the week (weekday or Saturday / Sunday), public holiday, or special day) does not match the current day are excluded. In addition, the degree of agreement between the time series data of the position information and detection date and time of the target vehicle 10 and the time series data of the position and schedule of each stop in the timetable of each bus included in each starf may be determined. If the assigned starf cannot be uniquely determined, past operation information may be used, as described above.

[0055] 1-1-5. Operational state determination unit 35 The operation state determination unit 35 determines the operation state of the target vehicle 10 with respect to the assigned staf based on the location information and detection date and time of the target vehicle 10 and the assigned staf of the target vehicle 10. When multiple vehicles to be managed are set as the target vehicles 10, the determination process is performed for each target vehicle 10.

[0056] In this embodiment, the operation status determination unit 35 calculates the operation delay time of the target vehicle 10 relative to the scheduled time of each stop in the timetable of each bus included in the assigned schedule, as the operation status of the target vehicle 10. For example, the operation status determination unit 35 calculates the current target vehicle position when the vehicle is operating on schedule based on the positions and scheduled times of each stop in the timetable of the current bus included in the assigned schedule, and the travel route (route) between each stop, and calculates the operation delay time based on the distance difference along the route between the target vehicle position and the current position of the target vehicle 10. For example, the operation delay time is calculated by dividing the distance difference by the travel speed. At this time, traffic congestion and the like may be taken into consideration.

[0057] 1-1-6. Information Distribution Department 36 The information distribution unit 36 ​​distributes the operating state of the target vehicle 10 determined by the operating state determination unit 35 to the information terminal device 20. The information distribution unit 36 ​​also distributes the assigned staff of the determined target vehicle 10 to the information terminal device 20.

[0058] For example, the information distribution unit 36 ​​distributes the operating status of the target vehicle 10 related to the user to the user's smartphone 20 on which an application that provides route bus operation information, transfer information, etc. is installed. The user can check the operating status, such as the operating delay time, of the route bus in question. The information distribution unit 36 ​​also distributes information on the determined assigned staff of each target vehicle 10 and the operating status, such as the operating delay time of each target vehicle 10, to the information terminal device 20 of the operation manager or the operation management system 6. The information distribution unit 36 ​​also distributes information on the assigned staff of the corresponding target vehicle 10 and the operating status, such as the operating delay time of the corresponding target vehicle 10, to the information terminal device 20 of each target vehicle 10 or the information terminal device 20 carried by the driver of each target vehicle 10.

[0059] For example, the current location of the target vehicle 10, the locations of bus stops, route information, and information on operational delay times may be displayed on a road map displayed on the display screen of each information terminal device 20. Alternatively, when a user searches for bus transfer information to a destination, the search may be performed taking operational delay times into consideration, and information on operational delay times may be displayed on the screen.

[0060] Other Embodiments The starf determining unit 34 may use a learning model in which a plurality of starfs stored in the starf storage unit 32 have been learned in advance, and determine the assigned starf based on the position information of the target vehicle 10 and the detection date and time.

[0061] For each of the multiple stars stored in the starf storage unit 32, a data set is prepared, which includes the starf's identification information, the location and scheduled time of each stop in the timetable for each service included in the starf, and date information (day of the week (e.g., weekday or Saturday / Sunday), public holiday, or special day). The data set may also include information on each position on the travel route (route) between each stop and the scheduled time of passing each position. Then, as shown in FIG. 6, a learning model that outputs a corresponding starf in response to input of location, time, and date information is trained in advance using multiple data sets corresponding to multiple stars. Time-series data of location and time may be input as input, and the model is trained to output a starf even if time-series data of location and time up to a point in the middle of a day's operation is input. A neural network or the like is used for the learning model, and known machine learning or the like is used as the learning method. Parameters of the trained learning model are stored in a storage device 91, such as a hard disk. 7, the starf determination unit 34 inputs the position information and the detection date and time of the target vehicle 10 into a learning model, and determines the starf output from the learning model as the assigned starf. Time series data of the position information and time of the target vehicle 10 may also be input.

[0062] Alternatively, the stagger determination unit 34 may use a learning model in which multiple staggers stored in the stagger memory unit 32 and the past operating information of the target vehicle 10 have been pre-learned, and determine the assigned stagger based on the location information and detection date and time of the target vehicle 10.

[0063] For each of a plurality of pieces of past daily operation information, a data set is prepared, which includes the identification information of the final assigned staf determined by the staf determination unit 34 or the administrator and the storage date (including date information). The data set may include time series data of past position information and detection time corresponding to the assigned staf. Then, using a plurality of data sets corresponding to a plurality of staf and a plurality of data sets corresponding to a plurality of pieces of past daily operation information, a learning model that outputs a corresponding staf in response to input of position, time, and date information is trained in advance. During training, weighting may be performed so that the more recent the storage date, the more likely it is to be reflected in the output of the staf. Then, the staf determination unit 34 inputs the position information and detection date and time of the target vehicle 10 into the learning model, and determines the staf output by the learning model as the assigned staf. Time series data of the position information and time of the target vehicle 10 may be input.

[0064] Even when a learning model is used, the stagger determination unit 34 determines the assigned stagger of the target vehicle 10, and then retains the determined assigned stagger until it determines that a re-determination is to be made, and if it determines that a re-determination is to be made, it re-determines the assigned stagger.

[0065] For example, after determining the assigned staf, the staf determination unit 34 continuously inputs the position information and detection date and time of the target vehicle 10 into the learning model, determines whether the output staf matches the assigned staf, and if it does not match, determines to perform re-determination. If it determines to perform re-determination, the staf determination unit 34 resets the staf output from the learning model as the assigned staf. [Explanation of symbols]

[0066] 1: Operation guidance system, 10: Target vehicle, 20: Information terminal device, 31: Position information acquisition unit, 32: Starf storage unit, 33: Operation information storage unit, 34: Starf determination unit, 35: Operation status determination unit, 36: Information distribution unit

Claims

1. a location information acquisition unit that acquires location information and a detection date and time of the location information from a target vehicle that is a vehicle to be determined; A staff storage unit that stores a plurality of staffs, which are daily operation plans that are preset to be assigned to drivers; A staf determination unit that determines an assigned staf, which is the staf assigned to the driver of the target vehicle, from the plurality of stafs stored in the staf storage unit based on the position information and the detection date and time of the target vehicle; An operation guidance system equipped with

2. The operation guidance system described in claim 1, wherein the starf determination unit determines the assigned starf from the multiple starfs based on the location information and detection date and time of the target vehicle, as well as the location and scheduled time of the first bus stop of the day for each of the multiple starfs stored in the starf memory unit.

3. The start determination unit determines a location of a first bus stop of the day for the target vehicle and a departure date and time when the target vehicle departs from the first bus stop of the day based on the location information of the target vehicle and the detection date and time, The operation guidance system described in claim 2 determines whether the location of the first bus stop of the day and the departure date and time of the target vehicle correspond to any of the locations and scheduled times of the first bus stops of the day of multiple staffs, and determines the staff that is determined to correspond as the assigned staff.

4. The stop determination unit determines a location of a stop where the target vehicle stopped and a departure date and time when the target vehicle departed from the stop based on the location information of the target vehicle and the detection date and time, The operation guidance system described in claim 2 determines whether the location of the stop and departure date and time of the target vehicle correspond to the location and scheduled time of the first stop of the day of the multiple staffs, and determines the staff that is determined to correspond as the assigned staff.

5. Further, an operation information storage unit that stores past operation information of the target vehicle is provided, The operation guidance system described in any one of claims 1 to 4, wherein if the starf determination unit cannot uniquely determine the assigned starf based on the location information and the detection date and time of the target vehicle, the starf determination unit further determines the assigned starf based on the past operation information.

6. The operation guidance system described in any one of claims 1 to 4, wherein if the starf determination unit cannot uniquely determine the assigned starf based on the location information of the target vehicle and the detection date and time, it continues the determination process until it can uniquely determine the assigned starf.

7. The operation guidance system described in claim 1, wherein the starf determination unit uses a learning model in which multiple starfs stored in the starf memory unit have been pre-learned, and determines the assigned starf based on the location information of the target vehicle and the detection date and time.

8. The operation guidance system described in claim 7, wherein the starf determination unit uses the learning model in which the multiple starfs stored in the starf memory unit and the past operation information of the target vehicle have been pre-learned, and determines the assigned starf based on the location information of the target vehicle and the detection date and time.

9. The operation guidance system described in claim 1 or 7, wherein the stern determination unit, after determining the assigned stern of the target vehicle, retains the determined assigned stern until it determines to make a re-determination, and when it determines to make a re-determination, it re-determines the assigned stern.

10. The operation guidance system according to claim 1, further comprising an operation status determination unit that determines the operation status of the target vehicle relative to the assigned stoop based on the location information and the detection date and time of the target vehicle and the assigned stoop of the target vehicle.

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