Information processing programs and information processing devices

Abstract

The present invention provides an information processing program and information processing device that enable the efficient operation of vehicles capable of carrying multiple users. [Solution] An information processing program according to one embodiment is a program executed by a controller that determines a vehicle operation plan including a first vehicle and a second vehicle that can accommodate multiple users. The information processing program includes a calculation procedure and a decision procedure. The calculation procedure calculates the vehicle ridership demand from users requesting to board the vehicle in the first area where the first vehicle is running, and the vehicle ridership demand from users requesting to board the vehicle in the second area where the second vehicle is running. The decision procedure determines an operation plan in which, if the calculated ridership demand in the first area exceeds the upper limit of the number of people that can board the first vehicle in the first area, the second vehicle in the second area is moved to the first area to accommodate the users in the first area.

Description

[[Technical Field]]

[0001] The disclosed embodiments relate to an information processing program and an information processing apparatus. [[Background Art]]

[0002] In recent years, reserved shared buses, so-called demand buses, which accept advance boarding reservations from a plurality of users for a single bus, determine an operation plan according to the boarding reservations and operate based on the plan, have been becoming widespread. Conventionally, regarding the operation of vehicles such as demand buses that can be boarded by a plurality of users, a technique has been proposed that extracts a section with high user boarding demand as a concentrated demand section and sets an operation plan in advance according to the extracted concentrated demand section (see, for example, Patent Document 1). [[Prior Art Literature]] [[Patent Literature]]

[0003] [[Patent Document 1]] Japanese Unexamined Patent Application Publication No. 2009-301078 [[Summary of the Invention]] [[Problem to be Solved by the Invention]]

[0004] However, in the conventional technology, there is a risk that vehicles cannot be operated efficiently. That is, in the conventional technology, vehicles are operated according to a pre-set operation plan. Therefore, it is difficult to cope with cases where the boarding demand for the vehicle temporarily increases due to influences such as sudden weather changes or sudden disruptions to public transportation, and thus there is a risk that vehicles cannot be operated efficiently.

[0005] One aspect of the embodiments has been made in view of the above, and an object thereof is to provide an information processing program and an information processing apparatus capable of efficiently operating a vehicle that can be boarded by a plurality of users. [[Means for Solving the Problem]]

[0006] To solve the above problems and achieve the objective, an information processing program according to one embodiment is a program executed by a controller that determines an operation plan for a vehicle including a first vehicle and a second vehicle that can be ridden by multiple users. The information processing program includes a calculation procedure and a decision procedure. The calculation procedure calculates the demand for the first vehicle from users requesting to ride the first vehicle in a first area where the first vehicle is running, and the demand for the second vehicle from users requesting to ride the second vehicle in a second area where the second vehicle is running. The decision procedure determines an operation plan in which, if the calculated demand for the first vehicle in the first area exceeds the upper limit of the number of people that can ride the first vehicle in the first area, the second vehicle in the second area is moved to the first area to board the users in the first area. [Effects of the Invention]

[0007] In one embodiment of the system, the information processing program determines an operation plan to move the second vehicle in the second area to the first area to accommodate users in the first area if the demand for passengers in the first area exceeds the maximum capacity of the first vehicle in the first area. That is, for example, if the demand for passengers in the first area temporarily increases and it is not possible to meet the demand in the first area, the second vehicle in the second area is moved to the first area to make room. This makes it possible to meet the demand for passengers in the first area, and as a result, the vehicles can be operated efficiently. [Brief explanation of the drawing]

[0008] [Figure 1] Figure 1 is a diagram illustrating an overview of the processing method performed by an information processing system including an information processing device according to an embodiment. [Figure 2] Figure 2 is a block diagram showing an example configuration of an information processing system according to the embodiment. [Figure 3] Figure 3 is a block diagram showing an example configuration of an information processing apparatus according to the embodiment. [Figure 4]Figure 4 shows an example of user information. [Figure 5] Figure 5 shows an example of passenger reservation information. [Figure 6] Figure 6 shows an example of passenger demand information. [Figure 7] Figure 7 shows an example of vehicle operation information. [Figure 8] Figure 8 is a block diagram showing an example configuration of a user terminal according to the embodiment. [Figure 9] Figure 9 is a sequence diagram showing the operating procedure of the information processing system. [Figure 10] Figure 10 is a flowchart showing the processing steps for determining the vehicle operation plan, which are performed by an information processing device. [Figure 11] Figure 11 shows an example of a display on the user terminal's display unit. [Figure 12] Figure 12 shows an example of a display on the user terminal's display unit. [Figure 13] Figure 13 shows an example of a display on the user terminal's display unit. [Figure 14] Figure 14 is a flowchart showing the processing procedure for the recovery process of the second vehicle, which is performed by the information processing device. [Modes for carrying out the invention]

[0009] Hereinafter, embodiments of the information processing program and information processing apparatus disclosed in this application will be described in detail with reference to the attached drawings. However, the present invention is not limited to the embodiments described below. Furthermore, in the following, "predetermined" may be read as "pre-defined".

[0010] First, an overview of the processing method performed by the information processing system including the information processing device according to the embodiment will be described below with reference to Figure 1. Figure 1 is a diagram illustrating the overview of the processing method performed by the information processing system including the information processing device according to the embodiment. The information processing system 1 receives boarding requests from multiple users U, determines an operation plan for the vehicle 100 in response to the boarding requests, and operates (dispatches) the vehicle 100. The operation plan includes the stopping locations (boarding and alighting locations) and stopping times (boarding and alighting times) of the vehicle 100. The stopping locations are, for example, bus stops with predetermined locations, but are not limited to these, and may be any location specified by the user U.

[0011] As shown in Figure 1, the information processing system 1 includes an information processing device 10, a user terminal 50, and an in-vehicle device 110 of the vehicle 100. The information processing device 10 is an information processing device that receives boarding requests for the vehicle 100 from each of the user terminals 50 of multiple users U and performs various processes such as determining the operation plan of the vehicle 100 in response to the boarding requests. The information processing device 10 is implemented, for example, by a server device. The information processing device 10 may be configured as a cloud server that provides cloud services via a communication network such as the Internet or a mobile phone network, or it may be configured to perform distributed processing using multiple servers. The information processing device 10 also has a communication function that communicates with the user terminal 50, the in-vehicle device 110 of the vehicle 100, etc., via a communication network.

[0012] Vehicle 100 is a vehicle that can accommodate multiple users U. More specifically, vehicle 100 is a reservation-based shared bus that allows multiple users U to ride together; in other words, it is a demand bus. Vehicle 100 is not limited to a bus; it could be a wagon type, minivan type, or any other vehicle, as long as it can accommodate multiple users U.

[0013] An on-board device 110 is mounted on a vehicle 100. The on-board device 110 has a communication function of communicating with an information processing device 10 and the like via a communication network. When a driver manually performs a driving operation, the on-board device 110 receives an operation plan including an operation route and the like from the information processing device 10, and notifies (for example, displays) the driver of the operation plan. Further, when the vehicle 100 is an autonomous driving vehicle without a driver (or a driver only responds to emergencies), the vehicle 100 autonomously travels in accordance with the operation plan received from the information processing device 10.

[0014] There are a plurality of vehicles 100. In the example of Fig. 1, two vehicles 100 are shown for simplification of illustration, but three or more vehicles 100 may be provided. A traveling area is predetermined for each of the plurality of vehicles 100. Specifically, the vehicles 100 include a first vehicle 100a and a second vehicle 100b. The first vehicle 100a is a vehicle that travels in a first area A1. That is, the first vehicle 100a is a vehicle that carries and operates a user U (a first user Ua to be described later) who requests to ride the vehicle 100 in the first area A1. The second vehicle 100b is a vehicle that travels in a second area A2. That is, the second vehicle 100b is a vehicle that carries and operates a user U (a second user Ub to be described later) who requests to ride the vehicle 100 in the second area A2. The first area A1 and the second area A2 can be set in any range, for example, set in a range such as a municipality.

[0015] A user terminal 50 is a terminal device possessed by a user U who makes a boarding request. The user terminal 50 is, for example, a smartphone, a notebook PC (Personal Computer), a desktop PC, a tablet terminal, or the like. The user terminal 50 has a communication function of communicating with the information processing device 10 and the like via a communication network.

[0016] There are multiple users U. User U includes a first user Ua and a second user Ub. The first user Ua is a user who requests to board vehicle 100 in the first area A1. The first user Ua possesses "First User Terminal 50a". The second user Ub is a user who requests to board vehicle 100 in the second area A2. The second user Ub possesses "Second User Terminal 50b".

[0017] In the following, unless there is a need to distinguish between the first and second users Ua and Ub, they will be referred to as "User U," and unless there is a need to distinguish between the first and second user terminals 50a and 50b, they will be referred to as "User Terminal 50." Also, unless there is a need to distinguish between the first and second vehicles 100a and 100b, they will be referred to as "Vehicle 100." Furthermore, the on-board device 110 installed in the first vehicle 100a will be referred to as "First On-board Device 110a," and the on-board device 110 installed in the second vehicle 100b will be referred to as "Second On-board Device 110b," but unless there is a need to distinguish between them, they will be referred to as "On-board Device 110."

[0018] Figure 1 shows that at boarding location B1 in Area 1 A1, there are a relatively large number of first users Ua requesting to board due to factors such as sudden weather changes or sudden disruptions to public transportation; in other words, the demand for vehicle 100 has temporarily increased. On the other hand, at boarding location B2 in Area 2 A2, the number of second users Ub requesting to board is at the normal level (one in the example in Figure 1); in other words, the demand for vehicle 100 has not temporarily increased.

[0019] In this embodiment, the information processing device 10 is designed to efficiently operate a vehicle 100 that can accommodate multiple users U.

[0020] To explain in more detail, as shown in Figure 1, the information processing device 10 receives a boarding request from user U's user terminal 50 (step S1). More specifically, the information processing device 10 receives a boarding request for the first area A1 from the first user terminal 50a of the first user Ua. The information processing device 10 also receives a boarding request for the second area A2 from the second user terminal 50b of the second user Ub. The boarding request includes information such as the boarding location, alighting location, and desired boarding time, indicating where user U wishes to board and alight.

[0021] Next, the information processing device 10 calculates the passenger demand for the vehicle 100 in each area A1 and A2 (step S2). Specifically, the information processing device 10 calculates the passenger demand from the first user Ua in the first area A1 in response to passenger requests received from the first user terminal 50a. For example, the information processing device 10 calculates the passenger demand in the first area A1 by counting the number of passenger requests from the first user terminal 50a. The information processing device 10 also calculates the passenger demand from the second user Ub in the second area A2 in response to passenger requests received from the second user terminal 50b. For example, the information processing device 10 calculates the passenger demand in the second area A2 by counting the number of passenger requests from the second user terminal 50b.

[0022] Next, the information processing device 10 determines the operation plan for the vehicle 100 (step S3). For example, in response to a boarding request from the first user terminal 50a, the information processing device 10 determines an operation plan in which the first vehicle 100a will board the first user Ua in the first area A1 (see arrow C). Also, in response to a boarding request from the second user terminal 50b, the information processing device 10 determines an operation plan in which the second vehicle 100b will board the second user Ub in the second area A2 (see arrow D1).

[0023] Here, the information processing device 10 determines an operational plan to share vehicles 100 from other areas if the demand for passengers for vehicle 100 exceeds the maximum number of passengers that can be accommodated by vehicle 100 operating in the area where the demand for passengers was calculated. In other words, if there is an area where the demand for passengers exceeds the capacity of vehicle 100 and has reached saturation, the information processing device 10 determines an operational plan to temporarily move vehicles 100 from other areas different from the area in question to the saturated area. Note that in Figure 1, it is assumed that the demand for passengers in the first area A1 exceeds the maximum number of passengers that can be accommodated by the first vehicle 100a in the first area A1.

[0024] Thus, if the demand for passengers in the first area exceeds the upper limit in the first area A1, the information processing device 10 determines an operation plan to move the second vehicle 100b in the second area A2 to the first area A1 and board the first user Ua in the first area A1 (see arrow D2). The information processing device 10 also determines an operation plan to move the second vehicle 100b, which has completed boarding and alighting for user U (in this case, second user Ub) in the second vehicle 100b in the second area A2, to the first area A1, but this will be explained later.

[0025] Next, the information processing device 10 notifies the onboard device 110 of the vehicle 100 of the operation plan determined in step S3 (step S4). Specifically, the information processing device 10 notifies the first onboard device 110a of the first vehicle 100a of the operation plan for the first vehicle 100a. The information processing device 10 also notifies the second onboard device 110b of the second vehicle 100b of the operation plan for the second vehicle 100b.

[0026] As a result, vehicle 100 will travel in accordance with the notified operating plan, picking up user U at the boarding location and dropping them off at the alighting location. Specifically, vehicle 100a will travel in accordance with the operating plan, picking up user 1 Ua at the boarding location and dropping them off at the alighting location. Vehicle 2 100b will also travel in accordance with the operating plan, picking up user 2 Ub at the boarding location and dropping them off at the alighting location. Furthermore, if vehicle 2 100b is notified of an operating plan to move to area 1 A1 and pick up user 1 Ua, it will move from area 2 A2 to area 1 A1, pick up user 1 Ua at the boarding location and drop them off at the alighting location.

[0027] Furthermore, if the passenger demand in Area 1A1 falls below the upper limit, or if the saturation of passenger demand is resolved, the second vehicle 100b, which has moved to Area 1A1, will move back to Area 2A2 as shown by the dashed arrow D3, but this will be explained later.

[0028] Thus, the information processing device 10 determines an operation plan to move the second vehicle 100b from the second area A2 to the first area A1 and board the first user Ua in the first area A1 if the passenger demand in the first area A1 exceeds the upper limit of the first area A1. In other words, for example, if the passenger demand for vehicle 100 in the first area A1 temporarily increases and the passenger demand in the first area A1 cannot be met, the second vehicle 100b from the second area A2 is moved to the first area A1 to make room. This makes it possible to meet the passenger demand in the first area A1, and as a result, vehicle 100 can be operated efficiently.

[0029] Figure 2 is a block diagram showing an example configuration of the information processing system 1 according to the embodiment. Note that block diagrams such as Figure 2 only show the components necessary to explain the features of the embodiment, and descriptions of general components are omitted.

[0030] The information processing system 1 comprises the information processing device 10 described above, a user terminal 50, a first on-board device 110a in the first vehicle 100a, and a second on-board device 110b in the second vehicle 100b. The information processing device 10, the user terminal 50, the first on-board device 110a, and the second on-board device 110b are connected to each other via a communication network N.

[0031] Next, an example of the configuration of the information processing device 10 according to the embodiment will be described using Figure 3. Figure 3 is a block diagram showing an example of the configuration of the information processing device 10 according to the embodiment. The information processing device 10 can also be called an "operation management device" because it manages the operation of the vehicle 100. Furthermore, the information processing device 10 can also be called a "vehicle dispatch device" because it dispatches the vehicle 100 in response to a boarding request from the user terminal 50.

[0032] As shown in Figure 3, the information processing device 10 comprises a communication unit 11, a controller (control unit) 20, and a storage unit 30. The communication unit 11 is an interface for data communication between the user terminal 50 and the in-vehicle device 110. The communication unit 11 is, for example, a NIC (Network Interface Card).

[0033] The controller 20 includes a microcomputer with a CPU (Central Processing Unit), ROM (Read Only Memory), RAM (Random Access Memory), and various circuits. The controller 20 controls the operation of the entire information processing device 10 by having the CPU execute a program (e.g., an information processing program) stored in ROM, using RAM as a workspace. The controller 20 may be partially or entirely composed of hardware such as an ASIC (Application Specific Integrated Circuit) or FPGA (Field Programmable Gate Array).

[0034] The memory unit 30 is, for example, RAM or data flash. Such a memory unit 30 can store user information 31, ride reservation information 32, ride demand information 33, vehicle operation information 34, information on various programs, etc. The information processing device 10 may also acquire the above-mentioned programs and various information via other computers or portable recording media connected by wired or wireless networks.

[0035] User information 31 is information about user U registered in the information processing system 1. User information 31 will now be explained with reference to Figure 4. Figure 4 is a diagram showing an example of user information 31. User information 31 is generated at any time, such as when user U is newly registered with the information processing device 10 via the user terminal 50, or when the user terminal 50 transmits boarding request information, when a new user ID, described later, is issued.

[0036] As shown in Figure 4, user information 31 includes items such as "User ID," "Name," "Age," "Gender," "Priority Information," and "Reservation ID." The data for each item is related to (linked) to each other. "User ID" is identification information that identifies user U. "Name" is information that indicates the name of user U. In the example shown in Figure 4, for convenience, "Name" is abstractly represented as "G01," but "G01" is assumed to store specific information. Other information may also be described abstractly below.

[0037] "Age" is information indicating the age of user U. "Gender" is information indicating the gender of user U. "Priority Information" is information about priority users who should be given priority boarding to vehicle 100. "Priority Information" includes information indicating that priority boarding is necessary, such as being elderly, traveling with children, or having a chronic illness. In the example in Figure 4, users U with user IDs "F01" and "F02" have priority information registered, indicating that they are priority users. User U with user ID "F03" does not have priority information registered, indicating that they are not a priority user.

[0038] The "Reservation ID" is identification information that identifies the boarding reservation for vehicle 100, determined in response to the boarding request from the user terminal 50. The Reservation ID corresponds to the Reservation ID in the boarding reservation information 32 described later.

[0039] In the example shown in Figure 4, the user information identified by user ID "F01" indicates that the name is "G01", the age is "H01", the gender is "male", the priority information is "J01", and the reservation ID is "K01". Here, user U with user IDs "F01" and "F02" is the first user Ua requesting to board vehicle 100 in the first area A1, and user U with user ID "F03" is the second user Ub requesting to board vehicle 100 in the second area A2.

[0040] Returning to the explanation of Figure 3, the boarding reservation information 32 is information about the boarding reservation determined in response to the boarding request. The boarding reservation information 32 also includes information about the boarding request from the user terminal 50. Now, the boarding reservation information 32 will be explained with reference to Figure 5. Figure 5 is a diagram showing an example of boarding reservation information 32. Boarding reservation information 32 is generated when a boarding reservation is determined (confirmed) and a new reservation ID is issued.

[0041] As shown in Figure 5, the boarding reservation information 32 has items such as "Reservation ID," "User ID," and "Reservation Details." The data for each item is related to each other. The "Reservation ID" is identification information that identifies the boarding reservation. The "User ID" is identification information that identifies the user who made the boarding reservation, and corresponds to the User ID in the user information 31 mentioned above.

[0042] The "Reservation Details" section contains the details of the ride reservation and ride request, and includes items such as "Boarding Area," "Boarding Location," "Desired Boarding Time," "Waiting Time," "Boarding Time," "Drop-off Area," "Drop-off Location," and "Drop-off Time."

[0043] "Boarding Area" is information indicating the area where User U will board the vehicle. "Boarding Location" is information indicating the location where User U will board the vehicle. "Desired Boarding Time" is information indicating the time User U wishes to board the vehicle. "Waiting Time" indicates the amount of time User U can wait from the desired boarding time. "Boarding Time" is information indicating the time when User U is predicted to actually board the vehicle. "Disembarking Area" is information indicating the area where User U will disembark the vehicle. "Disembarking Location" is information indicating the location where User U will disembark the vehicle. "Disembarking Time" is information indicating the time when User U is predicted to actually disembark the vehicle. Note that "Boarding Time" and "Disembarking Time" are approximate scheduled times when User U will board or disembark at the boarding location or disembarking location, as determined by the information processing device 10 when it receives a boarding request and determines the operation plan for the vehicle 100. "Boarding Time" and "Disembarking Time" are calculated based on, for example, the boarding location, disembarking location, congestion status of the boarding request, traffic congestion status, etc.

[0044] In the example shown in Figure 5, the scheduled boarding information identified by reservation ID "K01" indicates that the user ID is "F01", the boarding area is "Area 1", the boarding location is "L01", the desired boarding time is "10:00", and the waiting time is "1 hour". It also indicates that the boarding time is "10:30", the alighting area is "Area 1", the alighting location is "L12", and the alighting time is "11:00".

[0045] Returning to the explanation of Figure 3, the passenger demand information 33 is information that shows the passenger demand in each area. Here, we will explain the passenger demand information 33 with reference to Figure 6. Figure 6 is a diagram showing an example of the passenger demand information 33.

[0046] As shown in Figure 6, the passenger demand information 33 has items such as "Area Name" and "Passenger Demand". The data for each item is related to each other. "Area Name" is information indicating the area in which the vehicle 100 operates. "Passenger Demand" is information indicating the passenger demand. "Passenger Demand" is a value calculated by counting the number of passenger requests. Therefore, "Passenger Demand" is information indicating the number of passenger requests received in the corresponding area. In the example shown in Figure 6, it is shown that the passenger demand in area name "Area 1A1" is "M01".

[0047] Returning to the explanation of Figure 3, the operating vehicle information 34 is information about vehicle 100. Now, let's explain the operating vehicle information 34 with reference to Figure 7. Figure 7 is a diagram showing an example of the operating vehicle information 34.

[0048] As shown in Figure 7, the operating vehicle information 34 has items such as "Vehicle ID," "Operating Status," "Operating Plan," and "Reservation ID." The data for each item is related to each other. "Vehicle ID" is identification information that identifies vehicle 100. Vehicle 100 identified by vehicle ID "P01" is the first vehicle 100a that operates in the first area A1. Vehicle 100 identified by vehicle ID "P02" is the second vehicle 100b that operates in the second area A2.

[0049] "Operation Status" is information indicating the current operation status of vehicle 100. "Operation Status" includes, for example, the location information of vehicle 100, usage status including boarding and alighting of user U, and seat availability information. "Operation Plan" is information indicating the operation plan notified to vehicle 100. "Reservation ID" is identification information that identifies the passenger reservation assigned to vehicle 100 according to the corresponding operation plan, and corresponds to the reservation ID in the passenger reservation information 32 described above.

[0050] In the example shown in Figure 7, the operational vehicle information for vehicle 100 (here, the first vehicle 100a), identified by vehicle ID "P01", indicates that the operational status is "Q01", the operational plan is "R01", and the reservation ID is "K01,...". In other words, the first vehicle 100a, which has been notified of an operational plan of "R01", will board user U (here, user U with user ID "F01") corresponding to reservation ID "K01,...".

[0051] Furthermore, the operational vehicle information for vehicle 100 (here, the second vehicle 100b), identified by vehicle ID "P02," indicates that the operational status has changed to "Q02," the operational plan has changed from "R02" to "R03," and the reservation ID has changed from "K03" to "K02,....". In other words, the second vehicle 100b, which has been notified of the operational plan "R02," will board user U (here, user U with user ID "F03"), who corresponds to reservation ID "K03." After user U with user ID "F03" has boarded and alighted, the second vehicle 100b will be notified of the operational plan "R03." The second vehicle 100b, which has been notified of the operational plan "R03," will board user U (here, user U with user ID "F02"), who corresponds to reservation ID "K02,....".

[0052] Returning to the explanation of Figure 3, the controller 20 performs various processes, such as determining the operation plan for the vehicle 100 in response to a boarding request from the user terminal 50, and notifying the vehicle's onboard device 110 of the determined operation plan. These various processes will be described later with reference to Figure 9 and beyond.

[0053] Next, an example of the configuration of the user terminal 50 according to the embodiment will be described using Figure 8. Figure 8 is a block diagram showing an example of the configuration of the user terminal 50 according to the embodiment.

[0054] As shown in Figure 8, the user terminal 50 comprises a communication unit 51, an operation unit 52, a display unit 53, a controller (control unit) 60, and a storage unit 70. The communication unit 51 is an interface for communicating data with the information processing device 10. The communication unit 51 is, for example, a NIC.

[0055] The operation unit 52 is an input device that receives various operations from the user U. Specifically, the operation unit 52 receives input operations for boarding requests. Boarding requests include the boarding location, desired boarding time, waiting time, and alighting location as described above. Priority information may also be included in the boarding request. The operation unit 52 outputs information corresponding to the received input operations to the controller 20. For example, a touch panel display can be used as the operation unit 52, in which case the display unit 53 functions as the operation unit 52.

[0056] The display unit 53 is a display that shows various kinds of information. The display unit 53 displays, for example, a screen for accepting boarding requests. When the operation plan for the second vehicle 100b to move to the first area A1 is decided, the display unit 53 displays a screen to the user U who is on board the second vehicle 100b, requesting their consent for the operation to stop at the first area A1, but this will be described later.

[0057] The controller 60 includes a microcomputer with a CPU, ROM, RAM, and various circuits. The controller 60 controls the operation of the entire user terminal 50 by having the CPU execute a program stored in ROM, using RAM as a workspace. The controller 60 may be partially or entirely composed of hardware such as an ASIC or FPGA.

[0058] The controller 60 transmits information indicating the content input from the operation unit 52 to the information processing device 10. For example, the controller 60 transmits a boarding request input from the operation unit 52 to the information processing device 10 via the communication unit 51. Also, when the controller 60 receives various information such as reservation details from the information processing device 10, it displays such information on the display unit 53. The various processes performed by the controller 60 will be described later with reference to Figure 9 and subsequent figures.

[0059] The storage unit 70 is, for example, RAM or data flash. Such a storage unit 70 can store information about various programs, etc. The user terminal 50 may also acquire the above-mentioned programs and various information via other computers or portable recording media connected by a wired or wireless network.

[0060] Next, the operation procedure of the information processing system 1 will be explained using Figure 9. Figure 9 is a sequence diagram showing the operation procedure of the information processing system 1.

[0061] As shown in Figure 9, the first user terminal 50a registers information about the first user Ua, such as the first user Ua's name, age, gender, and priority information, as user information in the information processing device 10 (step S101). The information processing device 10 (more precisely, the controller 20) executes a process to store the information received from the first user terminal 50a in the storage unit 30 as user information 31.

[0062] Furthermore, the second user terminal 50b registers information about the second user Ub, such as the second user Ub's name, age, gender, and priority information, as user information in the information processing device 10 (step S102). The information processing device 10 stores the information received from the second user terminal 50b in the storage unit 30 as user information 31.

[0063] The information processing device 10 acquires operational status information indicating the operational status of the first vehicle 100a from the first on-board device 110a (step S103). The information processing device 10 also acquires operational status information indicating the operational status of the second vehicle 100b from the second on-board device 110b (step S104). The information processing device 10 repeatedly acquires operational status information at arbitrary timings. The information processing device 10 stores the operational status information acquired from the first on-board device 110a and the second on-board device 110b in the storage unit 30 as operational vehicle information 34.

[0064] Next, the information processing device 10 receives a boarding request from the first user terminal 50a of the first user Ua (step S105). Specifically, the information processing device 10 receives a boarding request from the first user Ua, who requests to board the vehicle 100 in the first area A1, and who wishes to board from a boarding location in the first area A1.

[0065] Furthermore, the information processing device 10 receives a boarding request from the second user terminal 50b of the second user Ub (step S106). Specifically, the information processing device 10 receives a boarding request from the second user Ub, who requests to board the vehicle 100 in the second area A2, and who wishes to board from a boarding location in the second area A2.

[0066] Next, the information processing device 10 executes a process to determine the operation plan of the vehicle 100 in response to the boarding requests received in steps S105 and S106 (step S107). Here, the process of determining the operation plan in step S107 will be explained using Figure 10. Figure 10 is a flowchart showing the processing procedure of the process of determining the operation plan of the vehicle 100, which is executed by the information processing device 10.

[0067] As shown in Figure 10, the controller 20 of the information processing device 10 calculates the passenger demand for the vehicle 100 in the first area A1 and the second area A2 (step S201). Specifically, the controller 20 counts the number of passenger requests received from the first user terminal 50a to calculate the passenger demand in the first area A1. The controller 20 also counts the number of passenger requests received from the second user terminal 50b to calculate the passenger demand in the second area A2. The controller 20 stores the calculated values ​​as passenger demand information 33 in the storage unit 30.

[0068] Next, the controller 20 reads the passenger demand information 33 from the storage unit 30 and determines whether the passenger demand for the vehicle 100 exceeds the upper limit of the number of passengers that can be accommodated by the vehicle 100 traveling in the area where the passenger demand was calculated (step S202). In other words, the controller 20 determines whether the passenger demand is saturated in each area. The upper limit for the first area A1 is set to a value obtained by multiplying the passenger capacity per vehicle of the first vehicle 100a by the number of first vehicles 100a in operation, for example, but is not limited to this and can be set to any value. Similarly, the upper limit for the second area A2 is set to a value obtained by multiplying the passenger capacity per vehicle of the second vehicle 100b by the number of second vehicles 100b in operation, for example, but is not limited to this and can be set to any value.

[0069] If the demand for passengers on vehicle 100 does not exceed the upper limit (step S202, No), the controller 20 creates and determines a normal operation plan (step S203) and terminates the process. Here, "normal" means that the demand for passengers on vehicle 100 does not exceed the upper limit and the demand for passengers is not saturated. In step S203, the controller 20 creates and determines an operation plan in which the first vehicle 100a will pick up the first user Ua in the first area A1 in response to a passenger request from the first user terminal 50a. The controller 20 also creates and determines an operation plan in which the second vehicle 100b will pick up the second user Ub in the second area A2 in response to a passenger request from the second user terminal 50b. The operation plan includes, as described above, the stopping locations (boarding and alighting locations) and stopping times (boarding and alighting times) of vehicle 100. Therefore, when the operation plan is decided, the controller 20 confirms the user U's boarding reservation and stores the confirmed boarding reservation details as boarding reservation information 32 in the storage unit 30. The controller 20 also transmits the confirmed boarding reservation details to the first user terminal 50a and the second user terminal 50b for notification.

[0070] On the other hand, if the controller 20 determines that the passenger demand for vehicle 100 has exceeded the upper limit (step S202, Yes), it proceeds to step S204. Here, in step S202, it is assumed that the passenger demand in the first area A1 has exceeded the upper limit for the first area A1.

[0071] Next, the controller 20 calculates the number of vehicles 100 (specifically, the second vehicle 100b) needed in the first area A1 (step S204). In other words, the controller 20 calculates the number of vehicles 100 that are insufficient in the first area A1 where the passenger demand exceeds the upper limit. For example, the controller 20 calculates the number of first users Ua that cannot be transported by the first vehicle 100a in the first area A1 as a surplus by subtracting the upper limit from the passenger demand, and then calculates the number of second vehicles 100b needed in the first area A1 by dividing the calculated surplus by the capacity of the second vehicle 100b. The explanation continues below using the example where the number of second vehicles 100b needed is 1.

[0072] Next, the controller 20 selects a second vehicle 100b from among several second vehicles 100b traveling in the second area A2 to move to the first area A1 (step S205). The following describes an example of how the controller 20 selects a second vehicle 100b.

[0073] If, for example, there is a second vehicle 100b that does not carry a second user Ub, i.e., a second vehicle 100b with all seats empty, the controller 20 selects that second vehicle 100b as the vehicle to move to the first area A1.

[0074] Furthermore, after the second user Ub has boarded and alighted from the second vehicle 100b in the second area A2, the controller 20 selects the second vehicle 100b as the vehicle to be moved to the first area A1. Specifically, the controller 20 extracts the second vehicle 100b that can move to the first user Ua's boarding location after the second user Ub has boarded and alighted, within the waiting time elapsed from the first user Ua's desired boarding time. The controller 20 selects the extracted second vehicle 100b as the vehicle to be moved to the first area A1.

[0075] Furthermore, if the second user Ub, who is riding in the second vehicle 100b traveling in the second area A2, permits movement to the first area A1, the controller 20 selects the second vehicle 100b as the vehicle to move to the first area A1. In other words, if the second user Ub, who is riding in the second vehicle 100b, permits (authorizes) a stop in the first area A1, the controller 20 selects the second vehicle 100b as the vehicle to move to the first area A1.

[0076] Here, we will explain an example of a screen display requesting permission for a trip to stop at Area 1A1, referring to Figure 11. Figure 11 shows an example of a display on the display unit 53 of the user terminal 50.

[0077] As shown in Figure 11, the controller 20 displays information regarding the route to stop at the first area A1 on the display unit 53 of the user terminal 50. Specifically, display field 54a shows that there are many users U who wish to ride in the first area A1, that cooperation is requested regarding the route to stop at the first area A1, and that there will be benefits for cooperating. The current scheduled disembarkation time is displayed in display field 54b, and the scheduled disembarkation time if the route to stop is made is displayed in display field 54c. In addition, the display unit 53 displays a button 54d to allow the route to stop and a button 54e to disallow it. The second user Ub, who is riding in the second vehicle 100b, checks the scheduled disembarkation times in display fields 54b and 54c, and presses button 54d if he / she allows the route to stop, or button 54e if he / she does not allow it. The controller 20 selects the second vehicle 100b as the vehicle to move to the first area A1 if button 54d is pressed and a stopover operation is permitted. On the other hand, the controller 20 does not select the second vehicle 100b as the vehicle to move to the first area A1 if button 54e is pressed and the second user Ub does not permit a stopover operation.

[0078] Returning to Figure 10, we will continue explaining an example of the selection of the second vehicle 100b in step S205. If the controller 20 allows the second user Ub, who is riding in the second vehicle 100b traveling in the second area A2, to disembark before reaching their destination, the controller 20 selects the second vehicle 100b as the vehicle to move to the first area A1 after the second user Ub has disembarked. In other words, the controller 20 makes the second vehicle 100b empty as early as possible and moves the empty second vehicle 100b to the first area A1.

[0079] Here, we will explain an example of a screen display requesting permission for early disembarkation, referring to Figure 12. Figure 12 is a diagram showing an example of a display on the display unit 53 of the user terminal 50.

[0080] As shown in Figure 12, the controller 20 displays information regarding early disembarkation on the display unit 53 of the user terminal 50. Specifically, the display field 54f shows that there are many users U who wish to board in the first area A1, that cooperation is requested regarding early disembarkation (getting off before the destination), and that there will be benefits for cooperating. The current planned disembarkation location is displayed in the display field 54g, and the location for early disembarkation is displayed in the display field 54h. The display unit 53 also displays a button 54j to allow early disembarkation and a button 54k to disallow it. The second user Ub, who is riding in the second vehicle 100b, checks the disembarkation locations in the display fields 54g and 54h, and presses button 54j if early disembarkation is allowed, or button 54k if it is not allowed. If button 54j is pressed and the second user Ub allows early disembarkation, the controller 20 selects the second vehicle 100b, after the second user Ub has disembarked (disembarked early), as the vehicle to move to the first area A1. On the other hand, if button 54k is pressed and the second user Ub does not allow early disembarkation, the controller 20 does not select the second vehicle 100b as the vehicle to move to the first area A1.

[0081] Returning to the explanation of Figure 10, the controller 20 stops accepting boarding requests from user U in the second area A2 (step S206). That is, because the second vehicle 100b in the second area A2 moves to the first area A1, the controller 20 temporarily stops accepting boarding requests in the second area A2. More specifically, the controller 20 temporarily stops accepting boarding requests for the second vehicle 100b moving to the first area A1 in the second area A2.

[0082] Next, the controller 20 creates and determines an operation plan for the vehicle 100 (step S207). Specifically, in response to a boarding request from the first user terminal 50a, the controller 20 creates and determines an operation plan in which the first vehicle 100a will board the first user Ua in the first area A1. The controller 20 also creates and determines an operation plan in response to a boarding request from the second user terminal 50b, in which the second vehicle 100b will board the second user Ub in the second area A2. Furthermore, the controller 20 creates and determines an operation plan in which the selected second vehicle 100b in the second area A2 will move to the first area A1 and board the first user Ua in the first area A1.

[0083] Here, when the controller 20 creates an operation plan to move the second vehicle 100b to the first area A1, it may also create an operation plan that prioritizes boarding for priority users. Specifically, the controller 20 reads the priority information from the user information 31 and extracts priority users from the read priority information. Subsequently, if the first user Ua, who is requesting to board vehicle 100 in the first area A1, allows the priority users to board the second vehicle 100b, the controller 20 may create an operation plan that prioritizes boarding for priority users in the first area A1.

[0084] Here, we will explain an example of a screen display requesting permission for priority boarding for priority users, with reference to Figure 13. Figure 13 is a diagram showing an example of a display on the display unit 53 of the user terminal 50.

[0085] As shown in Figure 13, the controller 20 displays information regarding priority boarding on the display unit 53 of the user terminal 50. Specifically, the display field 54m shows that there is a user U in the first area A1 who wishes to board with priority, that cooperation regarding priority boarding is requested, and that there will be benefits for cooperating. The current scheduled boarding time is displayed in the display field 54n, and the scheduled boarding time if priority boarding is cooperated is displayed in the display field 54p. The display unit 53 also displays a button 54q to allow priority boarding and a button 54r to deny it. The first user Ua, who requests to board vehicle 100 in the first area A1, checks the scheduled boarding times in the display fields 54n and 54p, and presses button 54q if priority boarding is allowed, or button 54r if it is not allowed. When button 54q is pressed and priority boarding is allowed, the controller 20 creates and decides on an operation plan in which the second vehicle 100b will prioritize boarding the priority user in the first area A1. On the other hand, if button 54r is pressed and priority boarding is not permitted, the controller 20 creates and decides on a route plan in which priority boarding will not be performed.

[0086] Returning to the explanation of Figure 10, in the operation plan created in step S207, the second vehicle 100b may pick up user U on its way from the second area A2 to the first area A1. Specifically, if there is a user U who can board the second vehicle 100b on its way from the second area A2 to the first area A1, the controller 20 may create and decide on an operation plan in which the second vehicle 100b picks up the user U and moves to the first area A1. In other words, the controller 20 may create and decide on an operation plan for the second vehicle 100b moving from the second area A2 to the first area A1 to transport user U on its way.

[0087] Returning to the explanation of Figure 9, the information processing device 10 notifies (transmits) the determined operation plan for the first vehicle 100a to the first onboard device 110a (step S108). As a result, the first vehicle 100a travels according to the notified operation plan, picking up user U at the boarding location and dropping them off at the alighting location.

[0088] Furthermore, the information processing device 10 notifies (transmits) the determined operation plan for the second vehicle 100b to the second onboard device 110b (step S109). As a result, the second vehicle 100b travels according to the notified operation plan, picking up user U at the boarding location and dropping them off at the alighting location. For example, if the operation plan notified to the second vehicle 100b is to move to the first area A1 and pick up the first user Ua, the second vehicle 100b will travel from the second area A2 to the first area A1, picking up the first user Ua at the boarding location and dropping them off at the alighting location.

[0089] Next, the information processing device 10 performs a process to grant benefits to the permitted users U (step S110). Specifically, the information processing device 10 grants benefits to users U who have been permitted to make stops, users U who have been permitted to disembark early, and users U who have been permitted to board first. Benefits may include coupons that can be used on the vehicle 100 or at designated stores on subsequent visits, discounts on the vehicle 100 fare, and refunds for users U who have been permitted to disembark early, but these are examples and not limiting.

[0090] Next, the information processing device 10 executes a return process to move the second vehicle 100b, which has moved to the first area A1, back to the second area A2 (step S111). The return process in step S111 will now be explained using Figure 14. Figure 14 is a flowchart showing the processing procedure for the return process of the second vehicle 100b, which is executed by the information processing device 10.

[0091] As shown in Figure 14, the controller 20 of the information processing device 10 calculates the passenger demand for vehicle 100 in the first area A1 and the second area A2 (step S301). Next, the controller 20 determines whether the passenger demand for vehicle 100 exceeds the upper limit of the area for which the passenger demand was calculated (step S302). Specifically, the controller 20 determines whether the passenger demand in the first area A1 remains saturated.

[0092] If the controller 20 determines that the passenger demand for vehicle 100 exceeds the upper limit (step S302, Yes), that is, if the passenger demand saturation in the first area A1 has not been resolved, it returns to step S301.

[0093] On the other hand, if the controller 20 determines that the demand for passengers in vehicle 100 has not exceeded the upper limit (step S302, No), that is, if the saturation of passenger demand in the first area A1 has been resolved, it resumes accepting passenger requests in the second area A2, which had been stopped (step S303).

[0094] Next, if the controller 20 determines that there is no demand for passengers in the second area A2 (step S304, No), it returns to the process in step S304. That is, the second vehicle 100b, which has moved to the first area A1, continues to transport passengers in the first area A1.

[0095] On the other hand, if the controller 20 determines that there is a demand for passengers in the second area A2 (step S304, Yes), it creates and decides on an operation plan for the second vehicle 100b (step S305). For example, in response to a passenger request from the second user terminal 50b, the controller 20 creates and decides on an operation plan in which the second vehicle 100b will pick up the second user Ub in the second area A2.

[0096] Returning to the explanation of Figure 9, the information processing device 10 notifies (transmits) the determined operation plan for the second vehicle 100b to the second onboard device 110b (step S112). As a result, the second vehicle 100b moves (returns) from the first area A to the second area A2 based on the notified operation plan, and travels so as to pick up user U (in this case, second user Ub) at the boarding location and drop them off at the alighting location.

[0097] As described above, the information processing program according to the embodiment is a program executed by a controller 20 that determines the operation plan for a vehicle 100, which includes a first vehicle 100a and a second vehicle 100b that can accommodate multiple users U. The information processing program includes a calculation procedure and a decision procedure. The calculation procedure calculates the demand for vehicle 100 from first users Ua requesting to board vehicle 100 in the first area A1 where the first vehicle 100a is running, and the demand for vehicle 100 from second users Ub requesting to board vehicle 100 in the second area A2 where the second vehicle 100b is running. The decision procedure determines an operation plan to move the second vehicle 100b from the second area A2 to the first area A1 and allow the first user Ua in the first area A1 to board, if the calculated demand for vehicle 100 in the first area A1 exceeds the upper limit of the number of people that can board the first vehicle 100a in the first area A1.

[0098] Thus, in this embodiment, for example, if the demand for passengers in vehicle 100 in the first area A1 temporarily increases and it is not possible to meet the demand in the first area A1, the second vehicle 100b in the second area A2 is moved to the first area A1 to make room for the passengers. This makes it possible to meet the demand for passengers in the first area A1, and as a result, the vehicle 100 can be operated efficiently.

[0099] Furthermore, the decision procedure involves determining an operational plan to move the second vehicle 100b in Area 2A2 to Area 1A1 after User U (Second User Ub) has completed boarding and alighting.

[0100] As a result, the second vehicle 100b, having completed its transport in the second area A2, will move to the first area A1, allowing the vehicle 100 to operate efficiently while meeting the passenger demand in both the first area A1 and the second area A2.

[0101] Furthermore, the decision-making procedure is as follows: if the demand for passengers in Area 1A1 exceeds the upper limit, the acceptance of passenger requests from User U in Area 2A2 will be stopped, and the operation plan will be determined.

[0102] In this way, by stopping the acceptance of passenger requests in Area 2A2, it becomes possible to move the second vehicle 100b in Area 2A2 to Area 1A1 as soon as possible. This allows the passenger demand in Area 1A1, which is saturated with passenger demand exceeding its upper limit, to be met sooner, and thus vehicle 100 can be operated efficiently.

[0103] Furthermore, the decision procedure involves moving the second vehicle 100b to the first area A1, and if the passenger demand in the first area A1 falls below the upper limit, then deciding on an operation plan to move the second vehicle 100b2, which had moved to the first area A1, to the second area A2.

[0104] Thus, in this embodiment, when the saturation of passenger demand in the first area A1 is resolved, the second vehicle 100b is moved to the second area A2 and returned to service. This makes it possible to satisfy the passenger demand in the second area A2 while simultaneously satisfying the passenger demand in the first area A1, and thus the vehicle 100 can be operated efficiently.

[0105] Furthermore, the decision procedure involves moving the second vehicle 100b to the first area A1, and if the passenger demand in the first area A1 falls below the upper limit, and there is passenger demand in the second area A2, then a decision is made to move the second vehicle 100b, which had moved to the first area A1, to the second area A2.

[0106] As a result, in this embodiment, the second vehicle 100b, which has moved to the first area A1, will continue transporting passengers in the first area A1 until there is a demand for passengers in the second area A2, thereby making it possible to satisfy the demand for passengers in the first area A1 earlier. Furthermore, if a demand for passengers arises in the second area A2, the second vehicle 100b will return to the second area A2 and continue transporting passengers, thereby satisfying the demand for passengers in the second area A2.

[0107] Furthermore, the decision procedure determines a plan to move the second vehicle 100b to the first area A1 if the second user Ub, who is riding in the second vehicle 100b traveling in the second area A2, allows the movement to the first area A1.

[0108] This makes it possible to move the second vehicle 100b from the second area A2, which is permitted to move to the first area A1 (stopover operation), to the first area A1 earlier. This allows the demand for passengers in the first area A1, which is saturated with passengers exceeding its upper limit, to be met earlier, and thus the vehicle 100 can be operated efficiently.

[0109] Furthermore, the decision procedure determines, if the second user Ub, who is riding in the second vehicle 100b traveling in the second area A2, is allowed to alight before reaching their destination (early alighting), to move the second vehicle 100b to the first area A1 after the second user Ub has alighted.

[0110] This early disembarkation allows the second car 100b to become empty as soon as possible, and the now empty second car 100b can be moved to the first area A1. This allows the demand for passengers in the first area A1, which is saturated with passengers exceeding its upper limit, to be met earlier, and thus the vehicle 100 can be operated efficiently.

[0111] The information processing program also includes an acquisition procedure for acquiring priority information regarding priority users who should be given priority to board vehicle 100. The decision procedure determines an operation plan to move vehicle 100b from area 2 A2 to area 1 A1 and give priority to priority users in area 1 A1 if the first user Ua requesting to board vehicle 100 in area 1 A1 allows the priority users in area 1 A1 to board vehicle 2 100b.

[0112] This makes it possible to prioritize boarding for priority users, such as the elderly and those traveling with children, in Area A1, where passenger demand has exceeded its upper limit and reached saturation.

[0113] Furthermore, the information processing program includes a granting procedure for awarding benefits to approved users.

[0114] This allows us to motivate and encourage user U to accept stopovers, early disembarkation, and priority boarding.

[0115] Furthermore, the decision procedure determines the operation plan in which, if there is a user U who can board the second vehicle 100b while it is moving from the second area A2 to the first area A1, the second vehicle 100b will board the user U and move to the first area A1.

[0116] As a result, in this embodiment, the user U can be transported even while the second vehicle 100b is moving from the second area A2 to the first area A1, and thus the vehicle 100 can be operated efficiently.

[0117] Further effects and modifications can be readily derived by those skilled in the art. Therefore, broader aspects of the present invention are not limited to the specific details and representative embodiments expressed and described above. Accordingly, various modifications are possible without departing from the spirit or scope of the overall concept of the invention as defined by the appended claims and their equivalents. [Explanation of Symbols]

[0118] 10 Information Processing Devices 20 controllers 100 vehicles 100a First vehicle 100b Second vehicle A1 Area 1 A2 Area 2

Claims

1. An information processing program executed by a controller that determines the operation plan for a vehicle including a first vehicle and a second vehicle that can carry multiple users, A calculation procedure for calculating the demand for the first vehicle from users requesting to ride the first vehicle in a first area where the first vehicle operates, and the demand for the second vehicle from users requesting to ride the second vehicle in a second area where the second vehicle operates, If the calculated passenger demand in the first area exceeds the maximum number of passengers that can be accommodated in the first vehicle in the first area, a decision procedure is made to determine an operation plan to move the second vehicle in the second area to the first area and allow users in the first area to board. An information processing program that includes this.

2. The aforementioned decision procedure is: After users have finished boarding and alighting from the second vehicle in the second area, the operation plan for moving the second vehicle to the first area is determined. The information processing program according to claim 1.

3. The aforementioned decision procedure is: If the demand for rides in the first area exceeds the upper limit, the acceptance of ride requests from users in the second area will be stopped, and the operation plan will be determined. The information processing program according to claim 1.

4. The aforementioned decision procedure is: After moving the second vehicle to the first area, if the passenger demand in the first area falls below the upper limit, a plan is decided to move the second vehicle, which had moved to the first area, back to the second area. The information processing program according to claim 1.

5. The aforementioned decision procedure is: After moving the second vehicle to the first area, if the passenger demand in the first area falls below the upper limit and there is passenger demand in the second area, a plan is decided to move the second vehicle, which had moved to the first area, back to the second area. The information processing program according to claim 1.

6. The aforementioned decision procedure is: If a user riding in the second vehicle traveling in the second area permits to move to the first area, the operation plan to move the second vehicle to the first area is determined. The information processing program according to claim 1.

7. The aforementioned decision procedure is: If a user riding in the second vehicle traveling in the second area is permitted to alight before reaching their destination, the operation plan is determined to move the second vehicle to the first area after the user has alighted. The information processing program according to claim 1.

8. Procedure for obtaining priority information regarding priority users who should be given priority boarding the aforementioned vehicle. It further includes, The aforementioned decision procedure is: If a user requesting to board the vehicle in the first area permits the priority user of the acquired priority information to board the second vehicle, the operation plan is determined to move the second vehicle in the second area to the first area and give priority boarding to the priority user in the first area. The information processing program according to claim 1.

9. The procedure for granting benefits to approved users. An information processing program according to any one of claims 6 to 8, further comprising:

10. The aforementioned decision procedure is: If there are users who can board the second vehicle while it is moving from the second area to the first area, the operation plan is determined to have the second vehicle pick up those users and move to the first area. The information processing program according to claim 1.

11. An information processing device equipped with a controller that determines the operation plan of a vehicle including a first vehicle and a second vehicle that can be carried by multiple users, The aforementioned controller, The demand for the first vehicle from users requesting to ride the first vehicle in the first area where the first vehicle operates, and the demand for the second vehicle from users requesting to ride the second vehicle in the second area where the second vehicle operates are calculated. If the calculated passenger demand in the first area exceeds the maximum number of passengers that can be accommodated in the first vehicle in the first area, a plan is determined to move the second vehicle in the second area to the first area to accommodate the passengers in the first area. Information processing device.

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