Information processing device, information processing method, and program

Abstract

This will enable a more appropriate reduction in the burden on crew members associated with the operation of mobile vehicles used for passenger transport. [Solution] The information processing device is an information processing device associated with a mobile body for the transport of passengers, and comprises: holding means for holding a list in which location information is recorded for each of a plurality of boarding and alighting points where passengers board and alight from the mobile body; location information acquisition means for acquiring location information of the mobile body; and destination setting means for setting a boarding and alighting point among the plurality of boarding and alighting points whose distance from the mobile body is less than or equal to a threshold as the next destination of the mobile body, wherein the destination setting means cancels the setting of the boarding and alighting point as the next destination when the distance between the boarding and alighting point set as the next destination and the mobile body exceeds the threshold as the mobile body moves.

Description

Technical Field

[0001] The present disclosure relates to an information processing apparatus, an information processing method, and a program.

Background Art

[0002] In public transportation such as buses, in order to automatically collect fees associated with the use of services such as fares using a medium such as an IC card, a mechanism called an Automated Fare Collection (AFC) system has been introduced. In buses equipped with an automated fare collection system, information regarding the next stop along the operating route is sequentially set in on-vehicle devices under the condition that the bus operates by sequentially setting the next stop as the destination. The information sequentially set in the on-vehicle devices in this way is used, for example, to identify the stop where the user boards or alights, calculate the fare, collect the user's moving body data, and the like. In the conventional method, for example, information regarding the stops where the bus is scheduled to stop on the operating route is recorded in the memory of the on-vehicle device, and when the bus departs for the next stop, the information is set in on-vehicle devices such as an IC card reader or a fare display by an operation by the bus driver, such as pressing a button.

[0003] On the other hand, the method of manually setting information regarding the stops where the bus is scheduled to stop (hereinafter also referred to as stop information) in the on-vehicle device can be a factor that increases the workload of the bus driver who is responsible for many operations such as safe driving, confirmation and compliance with the operation schedule, and safety confirmation of passengers. In addition, since the manual operation is the trigger, it is also possible to assume the occurrence of operation omissions or incorrect operations. Therefore, in recent years, various mechanisms for automating the operation related to the setting of stop information that has been manually performed by the bus driver as exemplified above have been studied. Patent Document 1 discloses a technique for identifying the stop where the bus will next stop by transmitting the running position of the bus using a positioning device mounted on the bus to an operation management center, mapping the running position on a map at the operation management center, and identifying the current location of the bus.

Prior Art Documents

[0004] [Patent Document 1] Japanese Patent Publication No. 2004-102411 [Overview of the Initiative] [Problems that the invention aims to solve]

[0005] On the other hand, for mobile vehicles involved in passenger transport, such as buses, the communication status of mobile wireless communication lines deteriorates depending on the route, and the situation changes from time to time depending on the route, so it is not always possible to maintain a stable state of communication with the outside world. Against this backdrop, there is a need to realize a system that can further reduce the burden on crew members (for example, the burden of using an automated fare collection system) associated with the operation of mobile vehicles involved in passenger transport, such as buses, even when the state of communication lines may change from time to time.

[0006] In view of the above-mentioned problems, the present invention aims to reduce the burden on crew members associated with the operation of mobile vehicles used for passenger transport in a more suitable manner. [Means for solving the problem]

[0007] The information processing device according to the present invention is an information processing device associated with a mobile body for the transport of passengers, comprising: holding means for holding a list in which location information is recorded for each of a plurality of boarding and alighting points where passengers board and alight from the mobile body; location information acquisition means for acquiring location information of the mobile body; and destination setting means for setting one of the plurality of boarding and alighting points in which location information is recorded in the list as the next destination of the mobile body, wherein, as the mobile body moves, if the second distance between a second boarding and alighting point, which is different from the first boarding and alighting point, and the mobile body becomes shorter than the first distance between the first boarding and alighting point which is set as the next destination and the mobile body, the destination setting means sets the second boarding and alighting point as the new next destination. [Effects of the Invention]

[0008] According to the present invention, it is possible to reduce the burden on crew members associated with the operation of a mobile vehicle used for transporting passengers in a more suitable manner. [Brief explanation of the drawing]

[0009] [Figure 1] This diagram shows an example of a general system configuration for an information processing system. [Figure 2] This diagram shows an example of the hardware configuration of an information processing device. [Figure 3] This is a block diagram showing an example of the functional configuration of an information processing system. [Figure 4] This diagram shows an example of the information used to set the next destination. [Figure 5] This diagram illustrates an example of the process involved in setting the next destination. [Figure 6] This is a flowchart illustrating an example of the processing performed by an information processing system. [Figure 7] This diagram illustrates another example of the process involved in setting the next destination. [Figure 8] This diagram illustrates another example of the process involved in setting the next destination. [Figure 9] This is a diagram showing an example of bus stop information. [Modes for carrying out the invention]

[0010] Preferred embodiments of this disclosure will be described in detail below with reference to the attached drawings. In this specification and the drawings, components having substantially the same functional configuration are denoted by the same reference numerals, and redundant descriptions will be omitted.

[0011] <Overview> An overview of an information processing system according to one embodiment of this disclosure is described below. The information processing system according to this embodiment provides a mechanism that can reduce the burden on the crew of a mobile vehicle, such as a bus, in a more favorable manner when an automatic fare collection system (AFC) is introduced in a passenger transport service using a mobile vehicle such as a bus. In the following description, for convenience, in order to make the features of the information processing system according to this embodiment easier to understand, various explanations will be given focusing on the case where the mobile vehicle used for passenger transport is a bus.

[0012] As mentioned above, when an automated fare collection system is in place, the system operates by sequentially setting the next destination bus stop along the route, and the bus stop information corresponding to that stop is set in the onboard equipment associated with the vehicle (bus). In the case of a bus, a bus stop is an example of a "boarding / alighting point" where passengers board or alight from the vehicle. Conventional methods include, for example, the setting of stop information on the in-vehicle equipment through manual operation by the driver of the vehicle in question. Specifically, when a vehicle stopped at a stop departs for another stop that will be its next destination, the driver operates buttons on the control panel, etc., to set the stop information corresponding to that next destination stop on the in-vehicle equipment.

[0013] On the other hand, as mentioned above, the manual process of setting bus stop information can be burdensome for drivers who are responsible for many tasks, including safe driving, checking and adhering to the schedule, and ensuring passenger safety. Therefore, in recent years, various systems have been considered to automate the setting of bus stop information on in-vehicle equipment according to the vehicle's operating status.

[0014] One specific example is a technology in which an in-vehicle device uses positioning equipment to obtain the vehicle's current location and transmits it to a traffic control center, which then identifies the next stop the vehicle will visit based on that location. By applying such technology, for example, the in-vehicle device can also obtain and set information about the next destination stop from the traffic control center. However, depending on the vehicle's route, the wireless communication environment may not always be in good condition, and situations may arise where it becomes difficult to establish communication between the vehicle and the traffic control center. For example, when operating in mountainous areas, the communication status of the mobile wireless network may deteriorate, and under such circumstances, it may become difficult to establish communication between the in-vehicle device and the traffic control center.

[0015] Furthermore, errors can occur in positioning measurements using positioning satellites. For example, high-precision positioning requires the reception of radio waves from four positioning satellites, but if reception from some of these satellites becomes difficult for some reason, errors of several tens of meters may occur. Errors in positioning can also occur due to the influence of the ionosphere and so-called multipath effects, where radio waves are received after being reflected by buildings in urban areas. In such situations, for example, it may be difficult to determine the location of the next destination stop (the location of the marker post) in urban areas, especially in places where multiple stops are densely located, such as intersections and train stations.

[0016] In recent years, a mechanism has also been considered in which a wireless communication device is provided at a bus stop to transmit stop information from the stop to a vehicle approaching the stop. By using such a mechanism, in-vehicle devices can also acquire and set stop information via wireless communication from the stop where the vehicle approaches. However, when applying such a method, installation of devices is required for each of a series of bus stops arranged on the operation line, so the introduction cost tends to be higher. In addition, power supply to the devices installed at the bus stops is required, so costs related to securing power also occur. When power supply is performed by a battery, costs related to battery replacement may also occur. In addition, data setting for the devices installed at each bus stop may be required, and operation costs related to data setting for these devices may also occur.

[0017] In view of the above circumstances, in the present disclosure, in a situation where an automatic fare collection system is introduced into the operation of a moving body related to the transportation of passengers, a mechanism is proposed that can reduce the burden on the crew for operating the automatic fare collection system in a more suitable manner.

[0018] Here, referring to FIG. 1, an example of a schematic system configuration of the information processing system according to the present embodiment will be described. The information processing system 1 according to the present embodiment includes an in-vehicle device 100 and an information processing device 310. The in-vehicle device 100 is mounted on a vehicle 190 related to the transportation of passengers. That is, the in-vehicle device 100 is provided individually for each vehicle 190 to be operated and is associated with the vehicle 190. Further, the in-vehicle device 100 is configured to be able to acquire the position information of the associated vehicle 190. Note that the configuration and method for acquiring the position information of the vehicle 190 are not particularly limited. As a specific example, it is possible to acquire the position information of the vehicle 190 by using a positioning system such as GPS (Global Positioning System) or GNSS (Global Navigation Satellite System). In the present disclosure, the in-vehicle device 100 is assumed to acquire the position information of the vehicle 190 on which it is mounted by using radio waves transmitted from positioning satellites 330 such as GPS or GNSS.

[0019] The information processing device 310 schematically shows an information processing device that plays a role in managing the operation of each vehicle 190. The information processing device 310 can be realized by an information processing device that can communicate with other devices (particularly, the in-vehicle device 100) via a network such as a so-called server. The information processing device 310 and the in-vehicle device 100 are connected to be able to transmit and receive information to and from each other via a wireless communication path. Further, the information processing device 310 manages stop information D210 that at least includes, as a list, the position information of each of a series of stops where the vehicle 190 is scheduled to stop for each operation route. The information processing device 310 transmits the stop information D210 corresponding to the operation route to the in-vehicle device 100 associated with the vehicle 190 according to the operation route on which the vehicle 190 is operated.

[0020] The in-vehicle device 100 executes various processes related to the management of the operation of the vehicle 190 with which it is associated. In particular, in the information processing system 1 according to the present embodiment, the in-vehicle device 100 sets or updates the stop that is the next destination of the vehicle 190 according to the operation status of the vehicle 190. Specifically, before the vehicle 190 begins operation, the on-board device 100 obtains stop information D210 corresponding to the route on which the vehicle 190 will operate from the information processing device 310. By referring to the obtained stop information D210, the on-board device 100 recognizes the stops that the vehicle 190 will sequentially set as its next destination during operation, that is, the stops that the vehicle 190 is scheduled to stop at during operation. Furthermore, as mentioned above, the on-board device 100 uses radio waves transmitted from the positioning satellite 330 to obtain the vehicle 190's current location information (in particular, the location information of the vehicle 190 while it is in operation). Then, the on-board device 100 compares the vehicle 190's location information with the location information of each stop recorded in the stop information D210 to set or update the next destination stop for the vehicle 190. Details of the processing of the on-board device 100 will be described separately later.

[0021] <Hardware Configuration> Referring to Figure 2, an example of the hardware configuration of an information processing device 900 applicable as various information processing devices (for example, in-vehicle equipment 100 and information processing device 310) constituting the information processing system 1 according to this embodiment shown in Figure 1 will be described. The information processing device 900 includes a CPU (Central Processing Unit) 901, an interface device 902, an HD (Hard Disk) 903, a ROM (Read Only Memory) 908, and a RAM (Random Access Memory) 909. The information processing device 900 may also include at least one of an input device 904 and an output device 905. The information processing device 900 may also include a recording medium drive device 906.

[0022] The CPU 901 controls the various operations of the information processing unit 900. The ROM 908 stores control programs, boot programs, etc., that can be executed by the CPU 901. The RAM 909 is the main memory of the CPU 901 and is used as a work area or temporary storage area for deploying various programs. The HD 903 stores various data and various programs. The CPU 901 reads the program stored in the HD 903, loads it into the RAM 909, and executes the program. This enables the various functions described later with reference to Figure 4, and the processes described later with reference to Figure 6. In addition, other storage devices other than the HD903, such as non-volatile memory like SSDs (Solid State Drives), may be used instead of the HD903, or in conjunction with the HD903.

[0023] The interface device 902 is an interface for connecting the information processing device 900 to various networks. The devices applied as the interface device 902 may be appropriately changed depending on the type of network to which the information processing device 900 is connected and the applicable communication method. As a specific example, if the target network is a wired network, the interface device 902 may include a connector for connecting the cable used as a transmission path, a device for receiving data via the cable, and a device for transmitting data via the cable. As another example, if the target network is a wireless network, the interface device 902 may include various devices for realizing wireless communication, such as an antenna device and an RF circuit.

[0024] The input device 904 is a device for receiving instructions from a user (for example, the administrator of the information processing device 900). The input device 904 can be implemented as an operating device such as a mouse, keyboard, touch panel, button, switch, lever, and pedal. Furthermore, the device applied as the input device 904 may be appropriately changed depending on how the user gives instructions to the information processing device 900 (in other words, how the information processing device 900 is operated). For example, if the information processing device 900 receives instructions from the user via voice input, the input device 904 can be implemented as a sound collection device that receives voice input, such as a microphone.

[0025] The output device 905 is a device for presenting various information to the user (for example, the administrator of the information processing device 900). The output device 905 can be implemented by a display device that presents information to the user by displaying various display information or screens, such as a display. Furthermore, the device applied as the output device 905 may be appropriately changed depending on the method of presenting information to the user. For example, if information is presented to the user by sound such as voice or electronic sound, the output device 905 can be implemented by an acoustic output device that outputs sound, such as a speaker.

[0026] The program for the information processing device 900 is provided to the information processing device 900 by a recording medium 907, such as a CD-ROM, DVD-ROM, or IC card memory, or downloaded via a network or the like. When the program for the information processing device 900 is provided by a recording medium 907, the program recorded on the recording medium 907 is installed on the HD 903 via the recording medium drive device 906 when the recording medium 907 is set in the recording medium drive device 906.

[0027] It should be noted that the configuration shown in Figure 2 is merely an example and does not necessarily limit the hardware configuration of the information processing device constituting the information processing system 1 according to this embodiment. For example, some components such as the input device 904 and the output device 905 may be omitted. Another example is that components may be added as appropriate depending on the functions realized by the information processing device 900.

[0028] The above describes an example of the hardware configuration of the in-vehicle equipment 100 and the information processing device 900 applicable as the information processing device 310 that constitute the information processing system 1 according to the present embodiment shown in Figure 1, with reference to Figure 2.

[0029] <Functional Configuration> Referring to Figure 3, an example of the functional configuration of the information processing system according to this embodiment will be described, with particular attention to the configuration of the in-vehicle device 100 shown in Figure 1. As shown in Figure 1, the in-vehicle device 100 includes a communication unit 101, a location information acquisition unit 102, a control unit 106, and a storage unit 104. The in-vehicle device 100 may also include an output unit 105. In the example shown in Figure 3, the in-vehicle device 100 includes a first reader / writer 103a and a second reader / writer 103b.

[0030] The communication unit 101 is an interface for the components of the in-vehicle equipment 100 to send and receive various types of information with an external device (for example, the information processing device 310 shown in Figure 1) via a predetermined network. In the following description, when each component of the in-vehicle equipment 100 sends and receives information with an external device via the network, it will be assumed that such information is sent and received via the communication unit 101 unless otherwise specified. The communication unit 101 can also be implemented by, for example, an interface device 902.

[0031] The location information acquisition unit 102 schematically shows the components for acquiring location information of the vehicle 190 to which the in-vehicle device 100 is associated. As mentioned above with reference to Figure 1, the method for acquiring location information of the vehicle 190 is not particularly limited as long as it is possible to do so, and the configuration of the location information acquisition unit 102 may be appropriately changed according to the method. As a specific example, a positioning system such as GPS or GNSS may be used to acquire location information of the vehicle 190, in which case the location information acquisition unit 102 may have a configuration for receiving radio waves transmitted from the positioning satellite 330.

[0032] The memory unit 104 schematically represents a memory area for storing various types of data. For example, the memory unit 104 may store data and programs for the components of the in-vehicle equipment 100 to perform processing. As a specific example, the memory unit 104 may store stop information D210 transmitted from the information processing device 310 via the network. As another example, the memory unit 104 may hold location information of the vehicle 190 that is sequentially acquired by the location information acquisition unit 102 at predetermined intervals. The memory unit 104 can be implemented, for example, by HD903.

[0033] The output unit 105 schematically represents an output interface for presenting various information to the crew of the vehicle 190 and passengers riding in the vehicle 190. As a specific example, a speaker or display panel for informing passengers of various announcements (for example, an announcement that the vehicle 190 will stop at the next stop) corresponds to an example of the output unit 105. The output unit 105 can be implemented, for example, by an output device 905.

[0034] The first reader / writer 103a and the second reader / writer 103b read data from and write data to the medium used as a ticket when passengers board and alight from the vehicle 190. In the example shown in Figure 3, the first reader / writer 103a is installed at the entrance of the vehicle 190 and reads data from and writes data to the medium when passengers board the vehicle 190. The second reader / writer 103b is installed at the exit of the vehicle 190 and reads data from and writes data to the medium when passengers alight from the vehicle 190. As the above medium, for example, a contactless communication type IC card may be used. In this case, the first reader / writer 103a and the second reader / writer 103b each read and write data to the chip embedded in the IC card using short-range wireless communication, also known as contactless communication. As another example, a barcode (one-dimensional code) or a two-dimensional code may be used as the above medium. In this case, the first reader / writer 103a and the second reader / writer 103b each may read the code exemplified above using an imaging device or scanner, and then decode the data from the code. Of course, the above is merely an example, and the type of medium used as a ticket is not particularly limited, and the configuration of the first reader / writer 103a and the second reader / writer 103b may be appropriately changed depending on the type of medium. For convenience, the following explanations will assume that a contactless communication IC card is used as the medium.

[0035] The control unit 106 controls various processes related to the realization of the functions provided by the in-vehicle equipment 100. The control unit 106 includes a distance calculation unit 107, a destination setting unit 108, a boarding / alighting record unit 109, a payment processing unit 110, and an output control unit 111.

[0036] The distance calculation unit 107 calculates the distance between the bus stop and the vehicle 190 based on the location information of the vehicle 190 acquired by the location information acquisition unit 102 and the location information of the bus stop recorded in the previously acquired bus stop information D210.

[0037] The destination setting unit 108 sets or updates the next destination for the vehicle 190 based on the distance calculation result between the vehicle 190 and the bus stop whose location information is recorded in the bus stop information D210, calculated by the distance calculation unit 107. For example, the destination setting unit 108 may set a stop from a series of stops whose location information is recorded in the stop information D210 as the next destination for the vehicle 190 if the distance from the vehicle 190 is less than or equal to a threshold (i.e., a stop within a predetermined range based on the position of the vehicle 190). Also, if the distance between the vehicle 190 and the stop set as the next destination exceeds a threshold as the vehicle 190 moves, the destination setting unit 108 may cancel the setting of that stop as the next destination. The process by which the destination setting unit 108 sets or updates the next destination will be described in detail separately.

[0038] The boarding / alighting recording unit 109 performs processing related to recording passengers boarding and alighting from the vehicle 190. Specifically, when a passenger has their IC card read by the first reader / writer 103a when boarding the vehicle 190, the boarding / alighting recording unit 109 records information indicating the next destination stop set at that time as the stop where the passenger boarded the vehicle 190. Furthermore, when a passenger has their IC card read by the second reader / writer 103b when alighting from the vehicle 190, the boarding / alighting recording unit 109 records information indicating the next destination stop set at that time as the stop where the passenger alighted from the vehicle 190. Furthermore, there are no particular limitations on the method of recording information regarding boarding and alighting from the vehicle 190. For example, the above information may be recorded on a chip embedded in an IC card. Another example is that the above information may be recorded in a memory area (for example, a memory unit 104) provided in the in-vehicle equipment 100.

[0039] The payment processing unit 110 executes the process related to fare settlement. Specifically, when the boarding / alighting record unit 109 records the stop at which a passenger alighted from the vehicle 190, the payment processing unit 110 calculates the fare based on the information of that stop and the stop at which the passenger boarded the vehicle 190. At this time, the payment processing unit 110 may use the information about the passenger recorded on the IC card used by the passenger to board and alight from the vehicle 190 to calculate the fare. As a specific example, if the passenger is eligible for a fare discount, such as being a student, elderly person, or person with a disability, the payment processing unit 110 may discount the fare based on the information about the passenger. Then, the payment processing unit 110 settles the calculated fare.

[0040] The output control unit 111 outputs various information to the output unit 105, thereby informing the crew of the vehicle 190 and the passengers riding in the vehicle 190 of that information. As a specific example, the output control unit 111 may inform the passengers riding in the vehicle 190 of information regarding the next destination bus stop set by the boarding / alighting record unit 109 via a display or speaker installed inside the vehicle 190. As another example, the output control unit 111 may notify the crew of the vehicle 190 of information regarding the next destination bus stop set by the boarding / alighting record unit 109 via an operation panel or the like.

[0041] The above description, with reference to Figure 3, illustrates an example of the functional configuration of the information processing system according to this embodiment, with particular attention to the configuration of the in-vehicle device 100 shown in Figure 1. It should be noted that the above-described configuration is merely an example and does not necessarily limit the functional configuration of the information processing system according to this embodiment. For example, a series of components of the in-vehicle device 100 may be realized through the cooperation of multiple devices. For example, some of the components of the in-vehicle device 100 may be externally attached to the in-vehicle device 100. For example, the processing load of at least some of the components of the in-vehicle device 100 may be distributed among multiple devices. For example, components may be added as appropriate depending on the functions provided by the in-vehicle device 100.

[0042] <Setting or updating destination> Referring to Figures 4 and 5, the process by which the in-vehicle equipment 100 sets or updates the next destination stop for the vehicle 190 according to the vehicle's operating status will be explained in more detail.

[0043] First, referring to Figure 4, we will explain the information that the in-vehicle device 100 uses to set or update the next destination stop for the vehicle 190. As described above, the in-vehicle device 100 obtains stop information D210 corresponding to the route on which the vehicle 190 will operate, via the network from the information processing device 310, before the vehicle 190 to which it is associated begins operation. The stop information D210 specifies a list of stops on which the vehicle 190 is scheduled to stop during its operation, and location information is recorded for each of these stops. Furthermore, once the vehicle 190 begins operation, the in-vehicle device 100 acquires location information of the vehicle 190 (hereinafter also referred to as location information D230) at predetermined intervals. Location information D230 is acquired, for example, by using a positioning system. In this case, the location information acquisition unit 102 of the in-vehicle device 100 acquires the location information of the vehicle 190 on which the in-vehicle device 100 is installed by using radio waves transmitted from the positioning satellite 330. The in-vehicle device 100 calculates the distance between the bus stop and the vehicle 190 based on the bus stop location information D210 and the vehicle 190 location information D230. Then, the in-vehicle device 100 uses the calculated distance between the bus stop whose location information is specified in the bus stop information D210 and the vehicle 190 to set or update the next bus stop that the vehicle 190 will be heading to (the next bus stop it is scheduled to stop at).

[0044] Next, with reference to Figure 5, a specific example will be given to explain the process by which the in-vehicle equipment 100 sets or updates the next destination stop for vehicle 190 according to the operating status of vehicle 190. Figure 5 schematically shows the operating status of vehicle 190. Position P11 schematically represents the position in real space indicated by the position information of the vehicle 190 acquired by the on-board equipment 100 mounted on the vehicle 190 (in other words, the position indicated by the positioning result of the vehicle 190). As shown in Figure 5, there may be errors in the positioning result of the vehicle 190 compared to the actual position of the vehicle 190. Area R12 schematically represents the range where the distance from position P11, indicated by the positioning results of vehicle 190, falls below a certain threshold. Details on how to set this threshold will be described later. Each of the stops 350a to 350c schematically represents a stop located within area R12. In the example shown in Figure 5, stop 350a is designated as a stop scheduled to be visited by vehicle 190 on its route, while stops 350b and 350c are not designated as stops scheduled to be visited. Therefore, the stop information D210 acquired in advance by the onboard equipment 100 associated with vehicle 190 contains location information for stop 350a, but not for stops 350b and 350c.

[0045] As the vehicle 190 moves, the destination setting unit 108 of the in-vehicle device 100 sets stop 350a as the next destination for the vehicle 190 when the distance between the vehicle 190 and stop 350a, whose location information is recorded in stop information D210, falls below a threshold, as shown in Figure 5. At this time, in addition to stop 350a, stops 350b and 350c also exist within the region R12 where the distance to the vehicle 190 is below the threshold. However, since stop 350b and 350c do not have location information recorded in the previously acquired stop information D210, they are excluded from the candidates for setting the next destination for the vehicle 190. Then, after the vehicle 190 has stopped at stop 350a, when it starts moving away from stop 350a, the distance between the vehicle 190 and stop 350a will exceed a threshold as the vehicle moves. In this way, when the distance between stop 350a, which is set as the next destination, and the vehicle 190 exceeds a threshold, the destination setting unit 108 cancels the setting of stop 350a as the next destination. As described above, the destination setting unit 108 sets or updates the next destination stop for the vehicle 190, according to the operating status of the vehicle 190 to which the in-vehicle device 100 is associated.

[0046] Furthermore, even in situations where there are no scheduled stops within the area where the distance to the vehicle 190 is below a threshold, the destination setting unit 108 may set some of the series of stops whose location information is recorded in the stop information D210 as candidates for subsequent destinations. For example, the destination setting unit 108 may set a stop that is closest to the vehicle 190 from among a series of stops whose location information is recorded in the stop information D210 as a candidate for the next destination. As a specific example, the destination setting unit 108 may set the stop that is closest to the vehicle 190 from among a series of stops whose location information is recorded in the stop information D210 as the candidate for the next destination, and then set another stop that is the next closest to the vehicle 190 as a candidate for the next destination. In this case, the destination setting unit 108 confirms the setting of a stop designated as the next destination when the distance between the vehicle 190 and the stop designated as the next destination falls below a threshold. Furthermore, if the vehicle 190 moves further and the distance between the vehicle 190 and the stop designated as the next destination exceeds the threshold, the destination setting unit 108 cancels the setting of that stop as the next destination. At this time, the destination setting unit 108 updates the next destination candidate to another stop designated as the next destination candidate, and then sets another stop that is the next shortest distance from the vehicle 190 as the next destination candidate.

[0047] As mentioned above, errors may occur in the positioning of vehicle 190. Therefore, it is desirable to apply a value larger than the expected error in the positioning of vehicle 190 to the distance threshold between vehicle 190 and the bus stop that the destination setting unit 108 uses to determine whether to set or update the next bus stop that will be the destination of vehicle 190. For example, if the distance between stops on a route is several hundred meters or more, and the expected error in positioning the vehicle 190 is around several tens of meters, then it is preferable to apply a threshold value that is greater than the error in positioning the vehicle 190, as long as it does not exceed the distance between stops. By applying such a threshold, even if an error occurs between the positioning result of the vehicle 190 and the actual position of the vehicle 190, it becomes possible to accept this error and set or update the next destination stop for the vehicle 190.

[0048] Furthermore, it is desirable that the time interval at which the destination setting unit 108 sequentially makes decisions regarding the setting or updating of the next destination stop for the vehicle 190 be set to be a sufficiently short time interval in order to correctly set the next destination stop for the vehicle 190 while it is in operation. As a specific example, if vehicle 190 is traveling at 60 kilometers per hour, it will travel 500 meters in 30 seconds. In this case, for example, if the distance to the next scheduled stop is 500 meters or less, and the system makes a determination regarding the setting or updating of the next destination stop immediately after vehicle 190 departs from the current stop, the next determination will not be made until vehicle 190 arrives at the next stop. In such cases, the system may not determine whether the distance between vehicle 190 and the next scheduled stop is below a threshold. In such cases, in order for the destination setting unit 108 to correctly set or update the next destination stop for vehicle 190, it is required that the above determination be made at time intervals shorter than at least 30 seconds. Therefore, the time interval at which the destination setting unit 108 makes the above determinations sequentially may be determined, for example, according to the expected operating speed of vehicle 190 or the distance threshold used for determining whether to set or update the next destination stop.

[0049] The process by which the in-vehicle device 100 sets or updates the next destination stop for the vehicle 190 according to the operating status of the vehicle 190 has been explained in more detail above with reference to Figures 4 and 5.

[0050] <Processing> Referring to Figure 6, an example of the processing of the information processing system 1 according to this embodiment will be explained, with particular attention paid to the processing of the in-vehicle equipment 100.

[0051] In S101, the destination setting unit 108 obtains stop information D210 corresponding to the route on which the target vehicle 190 (i.e., the vehicle 190 to which the in-vehicle equipment 100 is associated) operates, via the network from the information processing device 310. Note that the process in S101 is executed before the vehicle 190 starts operation. Then, once the vehicle 190 starts operation, the processes in S102 to S106 are executed.

[0052] In S102, the distance calculation unit 107 acquires position information D230 corresponding to the positioning result of the vehicle 190's current position. In S103, the distance calculation unit 107 calculates the distance between the vehicle 190's location information D230 acquired in S102 and the bus stop whose location information is recorded in the bus stop information D210 acquired in S101.

[0053] In S104, the destination setting unit 108 determines, based on the distance calculation result in S103, whether or not a stop has been detected among the series of stops whose location information is recorded in the stop information D210, where the distance from the vehicle 190 is less than or equal to a threshold. If the destination setting unit 108 determines in S104 that a bus stop has been detected where the distance to the vehicle 190 is less than or equal to a threshold, it proceeds to S105. In this case, in S105, the destination setting unit 108 sets the bus stop where the distance to the vehicle 190 was determined to be less than or equal to a threshold as the next destination for the vehicle 190. On the other hand, if the destination setting unit 108 determines in S104 that no bus stops have been detected where the distance to the vehicle 190 is less than or equal to a threshold, it proceeds to S106. In this case, the process in S105 is skipped.

[0054] In S106, the destination setting unit 108 determines whether or not the operation of the vehicle 190 has ended. If the destination setting unit 108 determines in S106 that the operation of vehicle 190 has not yet ended, it proceeds to S102. As a result, the processes from S102 to S106 are executed sequentially at predetermined triggers until the operation of vehicle 190 is completed. Then, if the destination setting unit 108 determines in S106 that the operation of the vehicle 190 has ended, it terminates the series of processes shown in Figure 6.

[0055] The above explanation, with reference to Figure 6, describes an example of the processing of the information processing system 1 according to this embodiment, with particular attention to the processing of the in-vehicle equipment 100.

[0056] <Variation> A modified example of the information processing system according to this embodiment is described below.

[0057] (Variation 1) First, let's describe the information processing system related to Modification 1. In the embodiment described above, we explained an example in which a bus stop whose location information is recorded in bus stop information D210 is set as the next destination of the vehicle 190 when the distance between the vehicle 190 and the bus stop whose location information is recorded in bus stop information D210 falls below a threshold. In contrast, Modification 1 will describe an example in which the next destination of the vehicle 190 is set or updated according to the positional relationship between the vehicle 190 and each of the two bus stops whose location information is recorded in bus stop information D210.

[0058] The destination setting unit 108 according to this modification example sets the second stop different from the first stop, which is set as the next destination, as the new next destination of the vehicle 190 when the distance between the second stop and the vehicle 190 is shorter than the distance between the first stop and the vehicle 190.

[0059] Here, referring to FIG. 7, a specific example will be given to describe in more detail the process related to the setting or update of the next destination of the vehicle 190 by the destination setting unit 108 according to this modification example. In FIG. 7, each of stops 350d to 350e schematically shows a stop where location information is recorded in the stop information D210 corresponding to the operation route of the vehicle 190 (that is, a stop where the vehicle 190 is scheduled to stop). In the example shown in FIG. 7, it is assumed that the vehicle 190 is scheduled to operate and stop at stops 350d, 350e, and 350f in this order. Also, in the example shown in FIG. 7, the distance between the vehicle 190 and stop 350d is shown as distance L11, and the distance between the vehicle 190 and stop 350e is shown as distance L12.

[0060] For example, when the vehicle 190 is moving towards stop 350d, the magnitude relationship between the distance L11 between the vehicle 190 and stop 350d and the distance L12 between the vehicle 190 and stop 350e is L11 < L12. Therefore, in this case, the destination setting unit 108 sets stop 350d as a candidate for the next destination of the vehicle 190 and sets stop 350e as a candidate for the further next destination. That is, as the vehicle 190 moves, the distance between the vehicle 190 and stop 350d becomes shorter, and the setting of stop 350d as the next destination of the vehicle 190 is determined.

[0061] Furthermore, if vehicle 190 stops at stop 350d and then departs from stop 350d, or if vehicle 190 passes through stop 350d without stopping, the distance between vehicle 190 and stop 350d increases as vehicle 190 moves. Also, at this time, vehicle 190 is moving towards stop 350e, which is a candidate for the next destination, so the distance between vehicle 190 and stop 350e decreases as vehicle 190 moves. Under these circumstances, if vehicle 190 moves further towards stop 350e, at a certain point the relationship between distance L11 and distance L12 becomes L11 ≥ L12.

[0062] Thus, when the distance L12 between vehicle 190 and another stop 350e becomes shorter than the distance L11 between vehicle 190 and stop 350d, which is set as the vehicle 190's next destination, the destination setting unit 108 sets stop 350e as the new next destination for vehicle 190. At this time, the destination setting unit 108 also sets a stop that is closer to vehicle 190 from among the series of stops whose location information is recorded in the stop information D210 and which has not yet been set as the next destination, as a candidate for the next destination. As a specific example, the destination setting unit 108 may set the stop that is closest to vehicle 190 among the stops that have not yet been set as the next destination as a candidate for the next destination. As another example, the destination setting unit 108 may set another stop that is the second shortest distance from vehicle 190 after the stop that is currently set as the next destination as a candidate for the next destination.

[0063] With the mechanism described above, even in situations where, for example, vehicle 190 passes through a stop without stopping because no passengers get on or off there, it becomes possible to appropriately update the next destination stop for vehicle 190 according to the operating status of vehicle 190. The above describes an example of an information processing system according to Modification 1, with reference to Figure 7.

[0064] (Modification 2) Next, an example of an information processing system according to Modification 2 will be described. In the embodiment described above, an example was described in which, among a series of bus stops whose location information is recorded in the bus stop information D210, the bus stop that is closer to the vehicle 190 is set as a candidate for the vehicle 190's next destination. On the other hand, depending on the route taken by the vehicle 190, the bus stop that is closer to the vehicle 190 is not necessarily the bus stop that will be the vehicle 190's next destination. Specifically, when the vehicle 190 is operating along a winding and complex route, the relative distances between each bus stop and the vehicle 190 in a simple comparison of location information do not necessarily correspond to the relative distances between each bus stop and the vehicle 190 when moving along the route. In light of this situation, in this modification, an example will be described in which the bus stop that will be the vehicle 190's next destination is set according to the operating status of the vehicle 190, taking into consideration the order of bus stops that the vehicle 190 stops at as it operates along the route.

[0065] For example, Figure 8 is an explanatory diagram illustrating the process by which the destination setting unit 108 in this modified example sets or updates the next destination for vehicle 190. Specifically, Figure 8 schematically shows the situation in which vehicle 190 is operating along a winding route. In the example shown in Figure 8, the operation is planned so that vehicle 190 stops at stops 350g, 350h, 350i, and 350j in that order, and the diagram shows the situation immediately after vehicle 190 departs from stop 350h, which is set as the next destination. In other words, in the example shown in Figure 8, the next destination of vehicle 190 after departing from stop 350h is stop 350i according to the operation plan. Furthermore, in the example shown in Figure 8, the distances based on a comparison of positional information between vehicle 190 and bus stops 350h, 350i, 350g, and 350j are shown as distances L21, L22, L23, and L24, respectively. Note that distances L23 and L24 are assumed to be shorter than distance L22.

[0066] In the situation shown in Figure 8, the distance L24 between vehicle 190 and stop 350j, and the distance L23 between vehicle 190 and stop 350g are shorter than the distance L22 between vehicle 190 and stop 350i, which is the original next destination. Therefore, if a stop that is closer to vehicle 190 is set as the next destination for vehicle 190, stop 350g or stop 350j may be set as the next destination instead of stop 350i, which is the original next destination. For this reason, in this modified example, stop information D210 is defined considering the order of stops that vehicle 190 will stop at along the route, and the destination setting unit 108 sequentially sets the next destination for vehicle 190 based on the stop information D210 and the operating status of vehicle 190.

[0067] For example, Figure 9 is an explanatory diagram illustrating an example of bus stop information D210 applied in the information processing system according to this modified example. In the example shown in Figure 9, it is assumed that vehicle 190 is scheduled to stop at each of the series of bus stops indicated as "BusStop_L" to "BusStop_Q" in that order. Figure 9(a) shows an example of stop information D210 defined without considering the order in which the vehicle 190 stops along the route. That is, the stop information D210 shown in Figure 9(a) corresponds to an example of stop information D210 that can be applied in the embodiment described above, and is defined as a list in which information about each stop is arranged randomly. In contrast, Figures 9(b) and 9(c) show an example of stop information D210 defined taking into account the order of stops where a vehicle 190 operating along a route will stop.

[0068] Specifically, in the example shown in Figure 9(b), the stop information D210 records information about each stop as a list arranged in the order in which the vehicle 190, which operates along the route, stops. In this case, when the destination setting unit 108 sets the next destination stop for the vehicle 190 (or a candidate stop for the next destination), it only needs to read the information about each of the series of stops specified in the stop information D210 in the order in which they are arranged in the list.

[0069] Furthermore, in the example shown in Figure 9(c), information indicating the order in which the vehicle 190, which operates along the route, stops at each of the series of stops recorded as a list in the stop information D210 is associated with that information. In this case, when the destination setting unit 108 is set to determine the next destination stop (or a candidate stop for the next destination) for the vehicle 190, it should read out the information regarding that next destination stop according to the information indicating the order.

[0070] With the mechanism described above, even when a complex route like the one shown in Figure 8 is applied, it is possible to set the next destination stop for vehicle 190 according to the order specified in the operation plan, depending on the operating status of vehicle 190 at any given time. The above describes an example of an information processing system according to Modification 2, with reference to Figures 8 and 9.

[0071] (Variation 3) Next, an example of an information processing system according to Modification 3 will be described. As mentioned above, in the information processing system according to this embodiment, the stop information D210 records a list of location information for each of the series of stops where the vehicle 190 is scheduled to stop, according to the route of the vehicle 190. On the other hand, as the vehicle 190 continues its journey, the stop information D210 will contain a mixture of information about stops that have already been set as the next destination and that the vehicle 190 has stopped at or passed, and information about stops that have not yet been set as the next destination. Therefore, the destination setting unit 108 of the in-vehicle device 100 according to this modification excludes stops that have already been set as the next destination from the list of candidates to be set as the next destination from among the series of stops whose location information is recorded in the stop information D210.

[0072] Specifically, when vehicle 190 arrives at a bus stop designated as the next destination, and then departs from that bus stop, if the distance between vehicle 190 and the bus stop exceeds a threshold, the setting of that bus stop as the next destination for vehicle 190 is canceled. At this time, the destination setting unit 108 in this modified example excludes the bus stop from being considered as a candidate for setting as a new next destination thereafter. As a specific example, the destination setting unit 108 may delete information about a bus stop from the bus stop information D210 if it has been canceled as the next destination. As another example, the destination setting unit 108 may set a flag to exclude information about a bus stop from the series of bus stop information recorded in the bus stop information D210 if it has been canceled as the next destination.

[0073] With the mechanism described above, the destination setting unit 108 can exclude from the determination of whether or not to set a stop as the next destination if it has already been set as the next destination from a series of stops whose location information is recorded in the stop information D210. This is expected to further reduce the processing load on the in-vehicle equipment 100. The above describes an example of an information processing system related to Modification 3.

[0074] <Conclusion> As described above, in the information processing system according to this embodiment, an information processing device (for example, an in-vehicle device 100) associated with a mobile body involved in the transport of passengers maintains a list in which location information is recorded for each of a plurality of boarding and alighting locations where passengers board and alight from the mobile body. The information processing device also acquires the location information of the mobile body. The information processing device sets, from among the plurality of boarding and alighting locations whose location information is recorded in the list, the boarding and alighting location whose distance from the mobile body is less than or equal to a threshold as the next destination of the mobile body. Then, as the mobile body moves, if the distance between the boarding and alighting location set as the next destination and the mobile body exceeds the threshold, the information processing device cancels the setting of the boarding and alighting location as the next destination. Furthermore, if, as the moving body moves, the information processing device determines that the second distance between a second boarding / alighting point (different from the first boarding / alighting point) and the moving body becomes shorter than the first distance between the first boarding / alighting point (which is set as the next destination) and the moving body, the device may set the second boarding / alighting point as the new next destination.

[0075] With the configuration described above, the information processing system according to this modified version makes it possible to automatically set the next destination boarding and alighting point according to the operating status of a mobile vehicle, even when an automatic fare collection system is introduced to the operation of a mobile vehicle used for passenger transport. In other words, the information processing system according to this modified version makes it possible to reduce the burden on crew members who are required to operate the automatic fare collection system in a more favorable manner. Furthermore, in the information processing system relating to this modified example, the setting of the next destination boarding / alighting point for the mobile vehicle is autonomously performed by an information processing device associated with the mobile vehicle (for example, an in-vehicle device 100) according to the circumstances at the time. Therefore, compared to a system that transmits bus stop information from the bus stop to vehicles approaching the bus stop by installing a wireless communication device at the bus stop, this can be implemented with a simpler configuration, and the implementation costs can be kept lower. Furthermore, due to the autonomous nature of the information processing device associated with the mobile vehicle, it is not necessary for the device to always maintain communication with an external device (e.g., a traffic control center). Therefore, even in situations where the communication status of the mobile vehicle's wireless network deteriorates, such as when the vehicle is operating in a mountainous area, it is possible to stably operate the processing necessary for the automatic fare collection system to function.

[0076] The above describes an example where a bus is used as the vehicle for transporting passengers, but this does not necessarily limit the scope of application of the information processing system according to this embodiment. For example, vehicles other than buses, such as trains, may be used as the vehicle for transporting passengers, and not only vehicles, but also ships, aircraft, etc., may be used. In other words, the information processing system according to this embodiment can be applied to any use case in which the next destination of a vehicle for transporting passengers (for example, a bus stop) is set or updated sequentially according to the operating status of the vehicle.

[0077] Furthermore, the embodiments described above are merely examples and do not necessarily limit the configuration or processing of the present invention. Various modifications and changes may be made without departing from the technical concept of the present invention. Furthermore, the present invention includes a program that realizes the functions of the embodiments described above, and a recording medium that can be read by a computer storing the program. [Explanation of symbols]

[0078] 1 Information processing system, 100 In-vehicle equipment, 101 Communication unit, 102 Location information acquisition unit, 103a First reader / writer, 103b Second reader / writer, 104 Storage unit, 105 Output unit, 106 Control unit, 107 Distance calculation unit, 108 Destination setting unit, 109 Boarding / alighting record unit, 110 Payment processing unit, 111 Output control unit, 190 Vehicle, 310 Information processing device, 330 Positioning satellite

Claims

1. An information processing device associated with a mobile vehicle for the transport of passengers, A holding means for holding a list in which location information is recorded for each of the multiple boarding and alighting locations where passengers board and alight from the aforementioned mobile vehicle, A location information acquisition means for acquiring the location information of the moving object, A destination setting means for setting one of the multiple boarding / alighting locations whose location information is recorded in the list as the next destination of the moving body, Equipped with, The destination setting means sets the second boarding / alighting point, which is different from the first boarding / alighting point, as the moving body moves, if the second distance between the moving body and the first boarding / alighting point which is set as the next destination becomes shorter than the first distance between the moving body and the first boarding / alighting point which is set as the next destination. Information processing device.

2. The destination setting means sets the second boarding / alighting location as one of the multiple boarding / alighting locations whose location information is recorded in the list, other than the first boarding / alighting location, that is closer in distance to the moving object. The information processing apparatus according to claim 1.

3. The aforementioned list records information about each of the multiple boarding and alighting locations in the order in which they are set as the next destination. The destination setting means sets the second destination to one of the multiple boarding / alighting locations whose location information is recorded in the list, which has not been previously set as the next destination, and which is earlier in the sequence. The information processing apparatus according to claim 1.

4. The destination setting means excludes from the list of multiple pick-up / drop-off locations whose location information is recorded a pick-up / drop-off location that has already been set as the next destination from the list of candidates for setting as the next destination thereafter. The information processing apparatus according to claim 1.

5. The system includes recording means for recording information relating to passengers boarding and alighting from the mobile vehicle, based on information about the next destination among the multiple boarding / alighting locations whose location information is recorded in the aforementioned list. The information processing apparatus according to any one of claims 1 to 4.

6. The system includes a payment method for settling fares based on information about the next destination among the multiple boarding / alighting locations whose location information is recorded in the aforementioned list. The information processing apparatus according to any one of claims 1 to 4.

7. The aforementioned information processing device is a mounted device attached to the mobile body. The information processing apparatus according to any one of claims 1 to 4.

8. The aforementioned moving object is a vehicle, The aforementioned boarding / alighting point is a stop for the vehicle. The information processing apparatus according to any one of claims 1 to 4.

9. An information processing method performed by an information processing device associated with a mobile body involved in the transport of passengers, A holding step of maintaining a list in which location information is recorded for each of the multiple boarding and alighting locations where passengers board and alight from the aforementioned mobile vehicle, A location information acquisition step for acquiring the location information of the moving object, A destination setting step of setting one of the multiple boarding / alighting locations whose location information is recorded in the list as the next destination of the mobile body, Equipped with, The destination setting step involves setting the second boarding / alighting point, which is different from the first boarding / alighting point, as the moving body moves, if the second distance between the moving body and the first boarding / alighting point which is set as the next destination becomes shorter than the first distance between the moving body and the first boarding / alighting point which is set as the next destination, the second boarding / alighting point is set as the new next destination. Information processing methods.

10. In an information processing device associated with a mobile vehicle used for passenger transport, A holding step of maintaining a list in which location information is recorded for each of the multiple boarding and alighting locations where passengers board and alight from the aforementioned mobile vehicle, A location information acquisition step for acquiring the location information of the moving object, A destination setting step of setting one of the multiple boarding / alighting locations whose location information is recorded in the list as the next destination of the mobile body, Make it run, The destination setting step involves setting the second boarding / alighting point, which is different from the first boarding / alighting point, as the moving body moves, if the second distance between the moving body and the first boarding / alighting point which is set as the next destination becomes shorter than the first distance between the moving body and the first boarding / alighting point which is set as the next destination, the second boarding / alighting point is set as the new next destination. program.

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