Method, device, and program for managing the operation of an autonomously driven transportation service vehicle

Abstract

To provide technology for realizing a smooth offer of traffic service while suppressing confusion at a stop point when stop points and stop time overlap with one another among a plurality of automatically driven traffic service vehicles.SOLUTION: According to one embodiment of the present disclosure, an application of reservation regarding at least one of a point and time for stopping a reservation desired vehicle is first acquired from a user. Overlapping between operation schedules regarding stop points and stop time of other traffic service vehicles operated in an area in which the reservation desired vehicle is operated and the reservation is detected next. Then, priority between overlap vehicles having the operation schedules overlapping with the reservation among other traffic service vehicles and the reservation desired vehicle is determined on the basis of at least the respective service types of the reservation desired vehicle and the overlap vehicle. The user is finally notified of propriety of approval of the reservation determined from the priority.SELECTED DRAWING: Figure 5

Description

[Technical field]

[0001] The present disclosure relates to a method, apparatus, and program for managing the operation of automated transportation service vehicles. [Background technology]

[0002] Patent Document 1 discloses a technology related to traffic management of multiple automatically driven vehicles. When multiple vehicles have the same destination, the multiple vehicles may arrive at the destination at the same time. In the conventional technology disclosed in Patent Document 1, a stopping priority at a desired stopping position is determined between vehicles arriving at the destination at the same time based on information of the passengers on board each vehicle. For example, if the destination is a station, the desired stopping position is set to a certain area of ​​a rotary in front of the station. Information on the passengers includes the passenger's age, whether or not they are pregnant, whether or not they are accompanied by an infant, whether or not they have a disability and its level, and whether or not they have an injury or illness and its severity.

[0003] In addition to Patent Document 1, Patent Documents 2 to 5 can be cited as examples of documents showing the state of the art in the technical field related to the present disclosure. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] JP 2020-095460 A [Patent Document 2] JP 2020-187520 A [Patent Document 3] JP 2006-350842 A [Patent Document 4] JP 2020-166755 A [Patent Document 5] Japanese Patent Application Publication No. 09-016898 Summary of the Invention [Problem to be solved by the invention]

[0005] In the above conventional technology, the stopping position of the vehicle is determined according to the stopping priority. However, unlike a fixed area such as a rotary in front of a station, when stopping on the road, some vehicles may not be able to stop due to restrictions on the stopping point. Even if it is a rotary in front of a station, if the area where vehicles can stop is full, the following vehicles will not be able to stop and will be stuck. In addition, if the aim is to provide transportation services smoothly, the differences in the types of services provided by each transportation service vehicle should be taken into consideration.

[0006] The present disclosure has been made in consideration of the above-mentioned problems. The present disclosure aims to provide a technology that can realize the smooth provision of transportation services while suppressing confusion at stop points when multiple autonomously driven transportation service vehicles have overlapping stop points and stop times. [Means for solving the problem]

[0007] The present disclosure provides a method for managing the operation of automated transportation services vehicles.

[0008] The method disclosed herein includes the following steps. The first step is to obtain a reservation request from a user for at least one of the location and time at which the first transportation service vehicle stops. The second step is to detect an overlap between the reservation for the first transportation service vehicle and the operation schedules for the stop locations and stop times of other transportation service vehicles operating in the area in which the first transportation service vehicle operates. The third step is to determine a priority between the first transportation service vehicle and a second transportation service vehicle having an operation schedule that overlaps with the reservation for the first transportation service vehicle among the other transportation service vehicles. In the method disclosed herein, the priority is determined based on at least the service types of the first transportation service vehicle and the second transportation service vehicle. And the fourth step is to notify the user of the approval or rejection of the reservation for the first transportation service vehicle determined based on the priority.

[0009] When multiple transportation service vehicles are concentrated at one stop point during the same time period, confusion occurs at the stop point. However, according to the method disclosed herein, when a user reserves a transportation service vehicle, it is determined whether there is an overlap in stop points and stop times between the vehicle and other transportation service vehicles. This makes it possible to prevent confusion at the stop point in advance. In addition, whether a user's reservation is approved is determined based on the priority of the reserved transportation service vehicle. The priority is determined based on the service type of each transportation service vehicle. Transportation services provided using transportation service vehicles include various service types, and the impact on the overall transportation service in the region is also different. Therefore, by reflecting the difference in service type in the priority, it is possible to realize smooth provision of transportation services while suppressing confusion at the stop points.

[0010] In the method of the present disclosure, determining the priority order may include determining the priority order based on the number of passengers of each vehicle when the service types of the first transportation service vehicle and the second transportation service vehicle are the same. If the service types are the same, a transportation service vehicle carrying more passengers has a greater impact on the overall transportation service in the area. Therefore, by reflecting the number of passengers in the priority order, it is possible to realize a smoother provision of transportation services.

[0011] The method of the present disclosure may further include modifying the operation schedule of the second transportation service vehicle according to the priority, such that the first transportation service vehicle having a higher priority can operate as scheduled.

[0012] The method of the present disclosure provides a first transportation service vehicle The method of the present disclosure may further include, if the reservation cannot be approved for the first transportation service vehicle, proposing a change in the location or time for stopping the first transportation service vehicle. Also, if the reservation cannot be approved for the first transportation service vehicle, the method of the present disclosure may further include, if the reservation cannot be approved for the second transportation service vehicle, proposing a transportation service vehicle for which the reservation can be approved. By making such suggestions, it is possible to reduce inconvenience for the user.

[0013] Furthermore, in the method disclosed herein, when an overlap between the operation schedule of the second transportation service vehicle and a reservation for the first transportation service vehicle is detected, the vehicle that arrives first at the stop point among the first transportation service vehicle and the second transportation service vehicle may be offset from its original stop position and stopped. By offsetting and stopping the vehicle that arrives first, a stop location can be secured for the vehicle that arrives later, and the overlap can be resolved.

[0014] In the method of the present disclosure, stopping the first arriving vehicle may include determining an offset direction of the stop position of the first arriving vehicle such that the vehicle with the earlier departure time among the first arriving vehicle and the later arriving vehicle is positioned in front. Also, in the method of the present disclosure, stopping the first arriving vehicle may include determining an offset direction of the stop position of the first arriving vehicle such that the vehicle with the shorter stop time among the first arriving vehicle and the later arriving vehicle is positioned in front. By stopping the first arriving vehicle in this manner, smooth departure of the vehicle from the stop point is realized.

[0015] The present disclosure provides an apparatus for managing the operation of automated transportation service vehicles.

[0016] The device disclosed herein includes at least one processor and a program memory having a plurality of executable instructions stored therein. The plurality of instructions are configured to cause the at least one processor to execute the following processes: A first process is to obtain, from a user, a reservation application for at least one of a location and a time for stopping the first transportation service vehicle. A second process is to detect an overlap between a reservation for the first transportation service vehicle and a travel schedule for a stop location and a stop time of another transportation service vehicle that operates in an area in which the first transportation service vehicle operates. A third process is to determine a priority order between the first transportation service vehicle and a second transportation service vehicle having a travel schedule that overlaps with the reservation for the first transportation service vehicle among the other transportation service vehicles. The priority order is determined based on at least the respective service types of the first transportation service vehicle and the second transportation service vehicle. And a fourth process is to notify a user of the approval or rejection of the reservation for the first transportation service vehicle determined based on the priority order.

[0017] In the device of the present disclosure, the instructions may cause at least one processor to, when an overlap between the operation schedule of the second transportation service vehicle and the reservation for the first transportation service vehicle is detected, cause one of the first transportation service vehicle and the second transportation service vehicle that arrives at the stop point earlier to stop at an offset location from its original stop position. The vehicle that arrives earlier is stopped at an offset location to secure a stop location for the vehicle that arrives later. thing Then, the overlap is eliminated.

[0018] The present disclosure provides a program for managing the operation of an autonomous transportation service vehicle.

[0019] The program of the present disclosure is configured to cause a computer to execute the following processes. The first process is to obtain a reservation application from a user regarding at least one of the location and time at which the first transportation service vehicle is to stop. The second process is to detect an overlap between the reservation for the first transportation service vehicle and the operation schedule regarding the stop locations and stop times of other transportation service vehicles operating in the area in which the first transportation service vehicle is operated. The third process is to determine a priority order between the first transportation service vehicle and a second transportation service vehicle having an operation schedule that overlaps with the reservation for the first transportation service vehicle among the other transportation service vehicles. The priority order is determined based on at least the service types of the first transportation service vehicle and the second transportation service vehicle. And the fourth process is to notify the user of the approval or rejection of the reservation for the first transportation service vehicle determined based on the priority order.

[0020] The program disclosed herein may further be configured to cause the computer to execute, when an overlap between the operation schedule of the second transportation service vehicle and a reservation for the first transportation service vehicle is detected, stopping one of the first and second transportation service vehicles that arrives at the stop point earlier, offsetting the vehicle's original stop position from the original stop position. The vehicle that arrives earlier is stopped at an offset to secure a stop location for the vehicle that arrives later. thingThen, the overlap is eliminated. Effect of the Invention

[0021] As described above, according to the method, apparatus, and program disclosed herein, when multiple autonomously driven transportation service vehicles have overlapping stopping points and stopping times, it is possible to realize smooth provision of transportation services while minimizing confusion at the stopping points. [Brief description of the drawings]

[0022] [Figure 1] 1 is a diagram illustrating a method for determining whether to approve or reject a reservation according to an embodiment of the present disclosure. [Diagram 2] 1 is a diagram illustrating a method for determining whether to approve or reject a reservation according to an embodiment of the present disclosure. [Diagram 3] 1 is a diagram illustrating a method for determining whether to approve or reject a reservation according to an embodiment of the present disclosure. [Figure 4] 1 is a block diagram showing an example of a configuration of a reservation approval / rejection determination device according to an embodiment of the present disclosure. [Diagram 5] 5 is a flowchart showing an example of a process executed by the reservation approval / rejection decision device configured as in FIG. 4. [Figure 6] FIG. 13 is a diagram illustrating a method for determining a stopping position according to an embodiment of the present disclosure. [Figure 7] 1 is a block diagram showing a first example of a configuration of a stop position determination device according to an embodiment of the present disclosure. [Figure 8] 11 is a block diagram showing a second example of the configuration of a stop position determination device according to an embodiment of the present disclosure. FIG. [Figure 9] FIG. 11 is a block diagram showing a third example of the configuration of a stop position determination device according to an embodiment of the present disclosure. [Figure 10] 8 is a flowchart showing an example of a process executed by the stop position determination device configured as in FIG. 7. [Figure 11] FIG. 13 is a diagram illustrating a method for determining a stopping order according to an embodiment of the present disclosure. [Figure 12]1 is a block diagram showing a first example of a configuration of a vehicle stopping order determination device according to an embodiment of the present disclosure. [Figure 13] 11 is a block diagram showing a second example of the configuration of a vehicle stopping order determination device according to an embodiment of the present disclosure. FIG. [Figure 14] 13 is a flowchart showing an example of a process executed by the stopping order determination device configured as in FIG. 12. [Figure 15] 1 is a block diagram showing an example of a hardware configuration of a traffic management device according to an embodiment of the present disclosure. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0023] Hereinafter, the embodiments of the present disclosure will be described with reference to the drawings. However, when the number, quantity, amount, range, etc. of each element is mentioned in the embodiments shown below, the idea of ​​the present disclosure is not limited to the mentioned number unless it is specifically stated or clearly specified in principle. Furthermore, the structures etc. described in the embodiments shown below are not necessarily essential to the idea of ​​the present disclosure unless it is specifically stated or clearly specified in principle.

[0024] 1. How reservations are approved / rejected 1-1. Overview of the Judgment Method In this embodiment, a transportation service is provided by a transportation service vehicle within a specific area. The area includes, for example, a smart city. A plurality of transportation service vehicles are used to provide the transportation service, and at least some of the vehicles are self-driving vehicles capable of autonomous driving. The vehicle to which the method for determining whether to approve or reject a vehicle reservation according to this embodiment is applied is a transportation service vehicle capable of autonomous driving (also referred to as a MaaS vehicle). Hereinafter, a vehicle refers to a transportation service vehicle capable of autonomous driving.

[0025] In this embodiment, multiple types of transportation services are provided in the same area. Specifically, a scheduled bus service, an on-demand bus service, and a taxi service are provided in the same area. Each service uses an autonomous vehicle as a means for providing the service.

[0026] A regular route bus service is a transportation service in which a bus that can accommodate many passengers (regular route bus) runs along a predetermined route and stops at designated bus stops according to a predetermined timetable. When boarding, passengers wait at the bus stop for the arrival of a regular route bus, and when disembarking, they press the disembarkation button inside the bus to stop the bus at the bus stop where they are to disembark. Basically, a regular route bus will only stop at a bus stop if there are passengers waiting at the bus stop or if there are passengers disembarking at the bus stop. Note that if the regular route bus is a bus with assigned seats such as a long-distance bus, passengers need to make a reservation to specify the boarding and disembarking points when boarding.

[0027] The regular fixed route bus service also includes a service form in which the vehicle stops at a predetermined bus stop and the doors are opened and closed regardless of whether passengers get on or off, like a train. This type of regular fixed route bus service is particularly called a train-type bus service. A train-type bus service can be said to be a transportation service in which the vehicle's stopping times and stopping points are reserved in advance by the service provider.

[0028] An on-demand bus service is a transportation service that arranges a shared bus (on-demand bus) upon request from a user. A taxi service is a transportation service that arranges a taxi for personal use upon request from a user. On-demand bus services and taxi services do not have fixed routes as in regular route bus services, and do not have fixed timetables. A user can reserve an on-demand bus or taxi by specifying an arbitrary boarding point or a boarding point and boarding time. Furthermore, a user can reserve an on-demand bus or taxi by specifying an arbitrary alighting point or alighting point and alighting time in addition to the boarding point and boarding time. However, alighting point and alighting time can also be reserved after boarding.

[0029] In the case of a regular fixed route bus service, a predetermined location is used as a stop point for the regular fixed route bus. In contrast, in the case of an on-demand bus service and a taxi service, any location requested by the user can be specified as a stop point for the on-demand bus or taxi. However, since there is a limit to the places where vehicles can be stopped, the stop points of the regular fixed route bus may overlap with the stop points of the on-demand bus or taxi. A typical example is a drop-off point at a roundabout at a station. In a narrow roundabout, the drop-off point with limited space is used for both buses and taxis. In addition, a bus stop of a regular fixed route bus may be specified as a boarding or disembarking point for an on-demand bus or taxi. Furthermore, in front of facilities that many people visit by car, such as hotels, restaurants, and hospitals, are likely to be specified as boarding and disembarking points for on-demand buses and taxis.

[0030] As described above, when multiple types of transportation services are provided in the same area, multiple vehicles with different service types may use the same stop point at the same time. However, since an autonomous vehicle may not be able to select actions as flexibly as a human, it may not be able to stop at an appropriate place forever, which may cause congestion near the stop point or inconvenience to users. For example, take the combination of a regular fixed route bus and a taxi. A regular fixed route bus needs to depart at a fixed time even if there are no passengers, but a taxi will not depart unless a passenger appears. Sometimes taxis turn over quickly, or vice versa, so if a regular fixed route bus and a taxi use the same stop point, it will cause problems in their mutual operations.

[0031] Therefore, according to the method of the present embodiment, when a user makes a reservation for boarding or disembarking, the reservation is notified to another vehicle's operation schedule. And heavy If an overlap is detected, a priority order is determined between the vehicle for which the user has made a reservation (first transportation service vehicle, hereafter referred to as the reserved vehicle) and a vehicle with an operating schedule that overlaps with the reservation (second transportation service vehicle, hereafter referred to as the overlapping vehicle). Then, a decision is made based on the priority order as to whether or not the reservation should be approved, and the user is notified of the decision result.

[0032] According to the method of this embodiment, the priority is determined based on the service type of each of the reserved vehicle and the overlapping vehicle. For example, if there are three transportation services provided in an area: a regular fixed route bus service, an on-demand bus service, and a taxi service, the priority is determined in that order: regular fixed route bus service, on-demand bus service, and taxi service. In other words, the higher the number of users and the greater the impact on the entire transportation service in the area, the higher the priority is set. Note that the regular fixed route bus service here also includes electric train bus services.

[0033] According to the method of this embodiment, among the vehicles overlapping with the reservation-requested vehicle, vehicles of a service type that have a large impact on the overall transportation service in the area are permitted to use the stop position. If the vehicle permitted to use the stop position is an overlapping vehicle, the reservation request from the user is rejected. On the other hand, if the vehicle permitted to use the stop position is the reservation-requested vehicle, the reservation request from the user is approved. In this case, the overlapping vehicle is instructed to change the operation schedule, that is, to change the stop position or the stop time.

[0034] 1-2.Details of the judgment method 1-2-1. Example 1 A specific example of a method for determining whether to approve or reject a reservation will be described below. Fig. 1 is a diagram for explaining a specific example 1 of a method for determining whether to approve or reject a reservation.

[0035] In specific example 1, the vehicle that the user 2 wishes to reserve, that is, the vehicle to be reserved, is a taxi 10. The user 2 who wishes to use the taxi 10 applies for a reservation using a mobile terminal 4, which is represented by a smartphone, for example. The user 2 starts an application installed on the mobile terminal 4, and inputs the desired boarding point and boarding time on the reservation application screen displayed on the mobile terminal 4. The boarding time can be specified arbitrarily. If the boarding time is not specified in the reservation application, the vehicle that arrives at the boarding point earliest will be dispatched. The desired drop-off point and drop-off time can be specified at the same time as reserving the boarding point and boarding time, or can be reserved after boarding. In specific example 1, it is assumed that the boarding point, boarding time, drop-off point, and drop-off time are all specified and a reservation is applied for.

[0036] A reservation request inputted to the mobile terminal 4 by the user 2 is transmitted to the traffic management device 100 via a communication network including a mobile communication system. The traffic management device 100 includes a traffic schedule database 150. The traffic schedule database 150 stores the traffic schedules of vehicles operated by businesses in the area. The traffic schedule includes at least the next stop location and stop duration of the vehicle. The details of the functions and physical configuration of the traffic management device 100 will be described later.

[0037] Upon receiving a reservation request for a taxi 10 from a user 2, the operation management device 100 searches the operation schedule database 150 using the information included in the reservation. This search checks whether there is a vehicle with an operation schedule that overlaps with the boarding point and boarding time specified by the user 2. In addition, if the drop-off point and drop-off time are also specified in advance, it checks whether there is a vehicle with an operation schedule that overlaps with the drop-off point and drop-off time specified by the user 2.

[0038] 1 shows an example of overlap determination at a drop-off point by the traffic management device 100. In the map data held by the traffic management device 100, a certain area near a bus stop 6 is set as a stop point 8. Depending on the size and shape of a stop point, it may be possible for multiple vehicles to stop there. However, it is assumed that the number of vehicles that can stop at the stop point 8 shown in the specific example is one.

[0039] According to the search results of the operation schedule database 150, in addition to the taxi 10, there is also a regular route bus 20 that is about to stop at the stop point 8. The operation management device 100 determines whether there is an overlap between the stop time of the taxi 10 at the stop point 8 and the stop time of the regular route bus 20 at the stop point 8. In specific example 1, the taxi 10 is stopped at the stop point 8, but the regular route bus 20 has not reached the stop point 8. In this case, the operation management device 100 determines that there is no overlap between the drop-off point and drop-off time of the reserved taxi 10 and the operation schedule of the other vehicle.

[0040] If there is no overlap with the operation schedules of other vehicles at the boarding point and the alighting point, the taxi 10 can be dispatched as reserved. The operation management device 100 approves the reservation and instructs the taxi 10 to arrive at the reserved boarding point at the reserved time. At the same time, the operation management device 100 notifies the user 2 that the reservation has been approved, and updates the operation schedule of the taxi 10 registered in the operation schedule database 150.

[0041] 1-2-2. Example 2 Next, a specific example 2 of the method for determining whether to approve or reject a reservation will be described with reference to FIG.

[0042] In specific example 2, similarly to specific example 1, user 2 applies for a reservation of a taxi 10. Upon receiving the reservation request of the taxi 10 from user 2, the operation management device 100 searches the operation schedule database 150 using the information included in the reservation. Then, the presence or absence of a vehicle having an operation schedule that overlaps with the reservation made by user 2 is confirmed. In specific example 2, in addition to the taxi 10, a regular route bus 20 is also present as a vehicle that is about to stop at the stop point 8 included in the reservation information.

[0043] 2 shows an example of overlap determination at a drop-off point by the traffic management device 100. According to the search result of the traffic schedule database 150, during the time period when the taxi 10 is stopped at the stop point 8, the regular route bus 20 also stops at the stop point 8. In this case, the traffic management device 100 determines that there is an overlap between the drop-off point and drop-off time of the reserved taxi 10 and the traffic schedule of the regular route bus 20. In other words, the regular route bus 20 is an overlapping vehicle with respect to the taxi 10.

[0044] If there is an overlap in the stopping time at the stop point 8 between the taxi 10 for which the user 2 has applied for reservation and the regular route bus 20, the taxi 10 and the regular route bus 20 cannot stop at the stop point 8 at the same time. In this case, a priority order is determined between the taxi 10 and the regular route bus 20. In this embodiment, a higher priority is set for the regular route bus 20, which has a greater impact on the overall transportation service in the area, than for the taxi 10 that is used for personal use. The operation management device 100 denies the reservation for the taxi 10 with a relatively low priority, and notifies the user 2 that the reservation has been denied.

[0045] The user 2 who has been notified that the reservation has been rejected can request the operation management device 100 to propose a method of moving to the stop point 8. If the transportation service for which the user 2 has applied for reservation is a service that can stop at any point, such as a taxi in specific example 2, the operation management device 100 can propose a stop point that can be reserved. For example, if a point X meters away from the stop point 8 for which the user 2 has applied for reservation is available for reservation, a proposal is made to stop at that point. If the user 2 accepts the proposal, the operation management device 100 notifies the user 2 that the reservation has been approved, and registers the operation schedule of the taxi 10 created based on the proposal in the operation schedule database 150.

[0046] In addition, when there is an overlap in the stopping times at the stop point 8 among three or more vehicles, it is necessary to propose reservable stopping points for two or more vehicles that cannot stop at the stop point 8. For example, when there are users A and B with overlapping reservations, a reservation at a point X meters away from the stop point 8 may be proposed to both users A and B. If user A accepts the proposal first, a reservation at a point X meters away from the stop point 8 is approved for user A, and a reservation at a point Y meters (Y>X) away from the stop point 8 is re-proposed to user B. Alternatively, a reservation at a point X meters away from the stop point 8 may be proposed to user A, and a reservation at a point Y meters away from the stop point 8 may be proposed to user B from the beginning.

[0047] Furthermore, in the case where boarding can be reserved but disembarking cannot be reserved as in the specific example 2, the traffic management device 100 can also propose stop times at reservable stop points 8. When proposing reservable stop times for two or more vehicles, the stop times are staggered for each vehicle. Possible methods for changing the stop time include, for example, taking a detour to stagger the arrival time at the stop point 8, or adjusting the time at a place where waiting is possible, such as a bus stop. The user 2 can request the traffic management device 100 to propose either or both of reservable stop points and reservable stop times.

[0048] When the user 2 who has been notified of the denial of the reservation requests a proposal of a method of moving to the stop point 8, the operation management device 100 can also propose the use of another vehicle. For example, if there is a vehicle that can arrive at the stop point 8 earlier than the taxi 10 that the user is trying to reserve, and if that vehicle can be reserved to get off at the stop point 8, the operation management device 100 proposes the use of that vehicle to the user 2. In addition, if the user 2 can use another vehicle to go to the stop point 8 if the user 2 moves from the current location, such as by moving to the oncoming lane, the operation management device 100 proposes the user 2 to move from the current location and use the other vehicle at the destination. In the specific example 2, if the user 2 can board the regular fixed route bus 20 by changing the boarding point and boarding time, the operation management device 100 may propose the use of the regular fixed route bus 20 to the user 2.

[0049] If the user 2 accepts either of the proposals, the operation management device 100 may compensate the user 2 for the inconvenience caused. In a service type such as the taxi 10, the fare is added according to the distance. However, it is not desirable for the user 2 to have the fare increase due to the distance extended for the convenience of the service provider. Therefore, the fare may be adopted, whichever is cheaper, either the fare between the boarding and alighting points at the time of reservation or the fare between the actual boarding and alighting points. Alternatively, the fare may be charged as is, and instead a discount coupon for the fare that can be used next time may be issued.

[0050] 1-2-3. Example 3 Next, a specific example 3 of a method for determining whether to approve or reject a reservation will be described with reference to FIG.

[0051] In specific example 3, the vehicle that user 2 wishes to reserve is a regular route bus 20. A mobile terminal 4 is not required to use the regular route bus 20, and it can be used by waiting for the arrival of the regular route bus 20 at a bus stop. User 2 boards the regular route bus 20 that is scheduled to arrive at the desired bus stop 6. User 2 can check which regular route bus and when it will arrive at the destination bus stop 6 from a timetable posted at the bus stop or a timetable on the Internet.

[0052] A user 2 who boards a regular route bus 20 informs the regular route bus 20 of his / her intention to get off at the next bus stop by pressing a get-off button 50 installed inside the bus. In the case of a regular route bus 20, pressing the get-off button 50 by the user 2 serves as a reservation request for a stop. The reservation request for a stop input by the user 2 pressing the get-off button 50 is transmitted from the regular route bus 20 to the operation management device 100 via a communication network including a mobile communication system.

[0053] Upon receiving a reservation for a stop of the regular route bus 20 from the user 2, the operation management device 100 searches the operation schedule database 150 using the information included in the reservation. This search checks whether there is a vehicle with an operation schedule that overlaps with the drop-off point and drop-off time specified by the user 2. In the case of the regular route bus 20, the drop-off point searched for is the next bus stop 6, and the drop-off time searched for is the arrival time at the bus stop 6 registered in the timetable of the regular route bus 20.

[0054] FIG. 3 shows an example of overlap determination at a drop-off point by the operation management device 100. According to the search result of the operation schedule database 150, in addition to the regular route bus 20, there is also a taxi 10 that is about to stop at this stop point 8. The operation management device 100 determines whether or not there is an overlap between the stop time when the regular route bus 20 is stopped at the stop point 8 and the stop time when the taxi 10 is stopped at the stop point 8. In the specific example 3, the taxi 10 also stops at the stop point 8 during the time period when the regular route bus 20 is stopped at the stop point 8. In this case, the operation management device 100 determines that there is an overlap between the drop-off point and drop-off time of the regular route bus 20 for which a reservation has been applied and the operation schedule of the taxi 10. In other words, the taxi 10 is an overlapping vehicle with respect to the regular route bus 20.

[0055] When the stop times of the regular route bus 20 for which the user 2 has applied for reservation and the taxi 10 overlap at the stop point 8, a priority order is determined between the regular route bus 20 and the taxi 10. In this embodiment, the priority order of the regular route bus 20 is set higher than that of the taxi 10. The operation management device 100 approves the reservation for the regular route bus 20 with the relatively higher priority, and instructs the regular route bus 20 to stop at the next bus stop 6 according to the timetable. At the same time, the operation management device 100 notifies the user 2 that the reservation has been approved, and updates the operation schedule of the regular route bus 20 registered in the operation schedule database 150.

[0056] The operation management device 100 instructs the taxi 10 to change the operation schedule to avoid overlapping of the stop time at the stop point 8 with the regular route bus 20. In the specific example 3, an instruction is given to shift the stop point of the taxi 10 from the stop point 8. The operation management device 100 registers the changed operation schedule of the taxi 10 in the operation schedule database 150.

[0057] Moreover, the traffic management device 100 notifies the user of the taxi 10 that the stop point 8 has been changed, at the same time as issuing the instruction to the taxi 10. The notification to the user of the taxi 10 may be made by a speaker or a display installed in the interior of the taxi 10, or may be made via a mobile terminal carried by the user. Furthermore, the traffic management device 100 may provide compensation to the user of the taxi 10 for the inconvenience caused. For example, the fare may be discounted, or a discount coupon for the fare that can be used next time may be issued.

[0058] Here, three possible cases will be described in detail regarding the notification to users of overlapping vehicles when the reserved vehicle is given priority, and the instructions to change the operation schedule of overlapping vehicles.

[0059] Case A: The problem is overlapping stop times, and the problem can be solved by shortening the boarding and disembarking times of passengers. Passengers on overlapping cars are notified that boarding and alighting times will be shortened, and are asked to prepare for disembarking before the train arrives to ensure smooth boarding and alighting. Passengers already on the overlapping cars are notified by in-car announcements, and passengers about to board the overlapping cars are notified by mobile devices or by announcement equipment installed at the boarding and alighting points.

[0060] For the autonomous driving system of overlapping vehicles, assistance is provided by a remote operator in a remote location so that the autonomous driving system can take action as early as possible. For example, if the autonomous driving system is equipped with a remote assistance system that requests remote assistance from a remote operator when the autonomous driving system cannot make an autonomous decision, if the remote operator is available, the autonomous driving system requests remote assistance before making an autonomous decision. In addition, both the autonomous decision and remote assistance may be used, and the input of the one that produces the decision result earlier may be adopted to speed up the response. Specific examples of using both the autonomous decision and remote assistance include safety checks near doors, determining whether a wheelchair ramp is necessary, and starting decisions.

[0061] Case B. The problem is overlapping stop times, and delaying the arrival time can solve the problem. Passengers of overlapping vehicles are notified that the arrival time will be delayed. The notification method is the same as in Case A. The automated driving system of the overlapping vehicle is instructed to extend the stop time at stops along the way so as to delay the arrival time. It may also be instructed to change the driving route to an extent that does not interfere with boarding and disembarking. The driving route may be calculated inside the vehicle or on a server outside the vehicle.

[0062] Case C. The problem is overlapping stop times, and the problem can be solved by making the arrival time earlier. The users of the overlapping vehicles are notified that the arrival time will be earlier. The notification method is the same as in case A. The automated driving system of the overlapping vehicles is instructed to shorten the stop time at stops along the way so as to arrive earlier. It may also be instructed not to stop at stops where no passengers are planning to disembark and there are no passengers, and not to open or close the doors even if the vehicle stops. If there are passengers at the stop, the passengers may be asked to board another vehicle, or the passengers' reservations may be updated to board another vehicle.

[0063] 2. Traffic management device as a reservation approval / rejection decision device 2-1. Configuration of reservation approval / rejection decision device As explained above, the traffic management device 100 functions as a reservation approval / rejection determination device that determines whether to approve or reject a reservation from a user. In other words, the traffic management device 100 has a reservation approval / rejection determination device as one application. Fig. 4 is a block diagram showing an example of the configuration of the traffic management device 100 as a reservation approval / rejection determination device. The traffic management device 100 as a reservation approval / rejection determination device has, in addition to the above-mentioned operation schedule database 150, a reservation application acquisition unit 111, a stop information search unit 112, a priority order determination unit 113, and a reservation approval / rejection determination unit 114.

[0064] The operation schedule database 150 is a database that stores information on the stop points and stop times of all vehicles operating in a certain area. In addition, the information is linked to the service type of the vehicle. When a database is created for each MaaS service provider, the operation schedule database 150 is configured by connecting them online.

[0065] The form of information stored in the operation schedule database 150 is basically a combination of stop points and stop times for each vehicle. For example, from the perspective of a single user, boarding points and disembarking points are information that should be distinguished, but from the perspective of a vehicle, they may be stored in the database as stop points. Similarly, from the perspective of a single user, boarding times and disembarking times are information that should be distinguished, but from the perspective of a vehicle, they may be stored in the database as stop times. However, taking into account that a vehicle will stop at a stop point for a certain period of time, information may be stored in the form of arrival times, departure times, waiting times, etc.

[0066] The reservation application acquisition unit 111 is configured to acquire from a user a reservation application regarding at least one of the location and time at which the vehicle the user wishes to reserve (hereinafter, the vehicle to be reserved: the first transportation service vehicle) will stop. More specifically, the reservation application includes information regarding any one of the boarding location, boarding time, disembarking location, and disembarking time, or a combination of a plurality of these.

[0067] Examples of input means by which a user inputs a reservation request include a mobile terminal (smartphone, tablet), a PC site, a telephone, a ticket machine, a call button, and an alight button.

[0068] With regard to mobile terminals, PC sites, and telephones, it is possible to specify all of them by combining applications, or to limit the reservation to any of the information. For example, if you input "I want to ride now" from a mobile terminal, GPS information showing the current location is combined with the mobile terminal's time information to generate reservation information specifying a combination of boarding and alighting points and boarding and alighting times. It is also possible to give priority to the boarding location and not specify the boarding time.

[0069] For ticket vending machines, there are cases where only the boarding point and alighting point are input, as in reserving a Shinkansen unreserved seat, and cases where all information is used, as in reserving a reserved seat. Or, there are cases where only the boarding point is specified, as in the case of regular passenger tickets. When using the call button, the boarding point and boarding time are input as reservation information. When using the alight button, the alighting point and alighting time are input as reservation information.

[0070] The stop information search unit 112 is configured to search the operation schedule database 150 for database information that overlaps with the reservation information, based on the reservation information included in the reservation application acquired by the reservation application acquisition unit 111. In other words, an overlap between a reservation for a vehicle that the user wishes to reserve and the operation schedule of another vehicle is detected. Then, when a vehicle having database information that overlaps with the reservation information, i.e., an overlapping vehicle, is found as a result of the search, database information on the overlapping vehicle is extracted from the operation schedule database 150.

[0071] The database information of the operation schedule database 150 is expected to be defined as a time band from the arrival time to the departure time. On the other hand, the reservation information may be defined as a time band, or may be defined as a point such as the boarding time. The overlap between the reservation information and the database information includes the overlap between time bands and the overlap between time bands and time points.

[0072] It is desirable to strictly adhere to arrival and departure times, but depending on traffic conditions and the number of passengers, it may not always be possible to keep to the scheduled time. Therefore, when searching for overlaps between reservation information and database information, it is more realistic to not only strictly determine overlaps, but also to set a certain amount of allowable error in time (for example, about 10 seconds). In addition, in the case of transportation services that can stop at any location, such as taxis, allowable errors may be set not only for stop times but also for overlaps in stop points. For example, if the stop points between reservation information and database information are only a few meters apart, the two may be considered to overlap.

[0073] The priority order determination unit 113 is configured to determine the priority order between the reservation-request vehicle and the overlapping vehicle. As explained in the chapter "Method of determining whether to accept / reject a reservation", the priority order is determined based on the service type of the reservation-request vehicle and the overlapping vehicle. However, there are cases where the service type of both the reservation-request vehicle and the overlapping vehicle is the same, such as when both the reservation-request vehicle and the overlapping vehicle are taxis. In this case, the priority order is determined according to one of the following determination methods.

[0074] The first method of determining the priority is to give priority to the vehicle that is reserved first according to the idea of ​​first come, first served. In this case, priority is given to the overlapping vehicle whose database information is already registered in the bus schedule database 150 at the time of reservation.

[0075] The second method of determining priority is to give priority to vehicles with a larger number of passengers. In this case, it is assumed that information regarding the number of passengers is included in both the reservation information acquired from the user and the database information of the operation schedule database 150. For the same service type, a vehicle carrying more passengers has a greater impact on the overall transportation service in the area. Therefore, by reflecting the number of passengers in the priority, it is possible to realize the smooth provision of transportation services in the area.

[0076] The third method of determining priority is to determine priority based on the length of the stop time. For example, vehicles with short stop times (waiting times) can provide service and meet the demand of many people with a quicker turnover than vehicles that have no passengers waiting for a long time at a bus terminal. Therefore, according to the third method, vehicles with short stop times are given priority over vehicles with long stop times.

[0077] Here, assume that a bus terminal is located near a station and has multiple stop points. In this case, vehicles with short waiting times are given priority to stop at stop points near stations in the terminal. On the other hand, vehicles with long waiting times are given priority to stop at stop points far from stations in the terminal. In this way, two perspectives, the length of stop time and the ease of access to stop points, may be used as criteria for determining priority.

[0078] The fourth method of determining the priority order is based on the priority of the users. For example, it is possible to give priority to a vehicle used by a user with a high level of urgency over other vehicles. Specifically, a vehicle in which a person with a sudden illness is aboard or a vehicle in which a pregnant woman whose water is about to break is scheduled to board is given priority over other vehicles. In addition, reservations by users who have priority rights, such as fast tickets, may be given priority.

[0079] The fifth method of determining priority is to give priority to vehicles that are scheduled to connect with other transportation infrastructure. In other words, if a service schedule includes a connection with other transportation infrastructure such as other buses or trains, the vehicle with that service schedule is given priority over other vehicles. This makes it possible to provide smooth transportation services throughout the entire region, including connections between transportation infrastructures.

[0080] The reservation approval / rejection determination unit 114 is configured to determine whether or not the reservation made by the user can be approved based on the presence or absence of overlap determined by the stop information search unit 112 and the priority determined by the priority determination unit 113. In detail, the approval / rejection of the reservation is determined based on the priority of the reservation made by the user, that is, the priority of the reservation-requested vehicle among the vehicles scheduled to stop at the stop position. Specifically, the vehicles scheduled to stop at the stop position are sorted according to the priority, and the priority of the reservation-requested vehicle is compared with the lowest priority that can stop at the stop position. If the priority of the reservation-requested vehicle is equal to or higher than the lowest priority, the reservation-requested vehicle can stop at the stop position. In this case, the reservation approval / rejection determination unit 114 approves the reservation made by the user and notifies the user of the approval of the reservation. As described in the specific example 3 of the reservation approval / rejection determination method, when the reservation-requested vehicle is given priority over the overlapping vehicle, the overlapping vehicle is instructed to change the operation schedule and the passengers of the overlapping vehicle are notified.

[0081] On the other hand, when the vehicles scheduled to stop at the stop location are sorted according to priority and the priority of the reservation-requested vehicle is compared with the lowest priority for vehicles that can stop at the stop location, if the priority of the reservation-requested vehicle is lower than the lowest priority, the reservation-requested vehicle cannot stop at the stop location. In this case, the reservation approval / rejection determination unit 114 rejects the reservation made by the user and notifies the user of the denial of the reservation. As explained in the specific example 2 of the reservation approval / rejection determination method, when the user is notified of the denial of the reservation, another method for moving to the destination is also proposed to the user. This proposal is executed by an application other than the reservation approval / rejection determination device provided in the traffic management device 100.

[0082] 2-2. Processing by reservation approval / rejection determination device Next, the process executed by the reservation approval / rejection decision device configured as above will be described with reference to Fig. 5. Fig. 5 is a flow chart showing an example of the process executed by the reservation approval / rejection decision device.

[0083] In step S101, a reservation application from a user is acquired by the reservation application acquisition unit 111. The reservation application includes information regarding at least one of the location and time at which the vehicle to be reserved (reservation-requested vehicle) will be parked.

[0084] In step S102, the stop information search unit 112 searches the operation schedule database 150. Through the search, operation schedules of other vehicles that overlap with the reservation made by the user are extracted.

[0085] Next, in step S103, the stop information search unit 112 determines whether there is an overlapping vehicle, i.e., a vehicle whose operating schedule overlaps with the reservation made by the user. The search result of the stop information search unit 112 is input to the priority order determination unit 113, and the determination result is input to the reservation approval / rejection determination unit 114.

[0086] If it is determined in step S103 that there is no overlapping vehicle, the process proceeds to step S104. In step S104, the reservation approval / rejection determination unit 114 approves the reservation, and notifies the user of the approval of the reservation.

[0087] If it is determined in step S103 that there is an overlapping vehicle, the process proceeds to step S105. In step S105, the priority order determination unit 113 calculates the priority order of each of the reservation-requested vehicle and the overlapping vehicle.

[0088] Next, in step S106, the priority order determination unit 113 determines whether the reservation-requested vehicle has a higher priority than the overlapping vehicle. The result of the determination by the priority order determination unit 113 is input to the reservation approval / rejection determination unit 114.

[0089] If it is determined in step S106 that the overlapping vehicle has a higher priority, the process proceeds to step S107. In step S107, the reservation is rejected by the reservation acceptance / rejection decision unit 114, and the user is notified of the denial of the reservation.

[0090] If it is determined in step S106 that the reserved vehicle has a higher priority, the process proceeds to step S108. In step S108, the reservation approval / rejection determination unit 114 approves the reservation, and notifies the user of the approval of the reservation.

[0091] Next, in step S109, the reservation approval / rejection determination unit 114 notifies the automatic driving system of the overlapping vehicle and the user of the change in the operation schedule.

[0092] 3. How to determine stopping positions The method of determining whether to approve or reject a reservation according to the present embodiment described above is a method that contributes to suppressing confusion caused by vehicles gathering at a stop point in the same time period in excess of the number of vehicles that can stop there. However, even if the number of vehicles that have gathered at a stop point is equal to or less than the number that can stop there, if the stop position of the first vehicle that has stopped there is inappropriate, it will hinder the smooth stopping of subsequent vehicles, causing disruption to the traffic flow. The method of determining the stop position according to the present embodiment is a method that realizes smooth stopping of vehicles at the stop point.

[0093] 6A and 6B are diagrams for explaining a method of determining a stop position according to this embodiment. As shown in FIG. 6A, a stop point 30 is an area having a certain area provided along a road. The original stop position of the vehicle 40 at the stop point 30 is a position where the vehicle 40 can stop and depart most easily, for example, a stop point as shown in FIG. 6A. 30 The method of determining the stop position does not depend on the service type of the vehicle 40. In other words, the vehicle 40 may be a regular route bus, an on-demand bus, or a taxi.

[0094] The method for determining a stop position according to the present embodiment is a method for determining a stop position when a plurality of vehicles gather at the stop point 30 during the same time period. ShownAs shown in FIG. 6C, when two vehicles 41, 42 arrive at the stop point 30 in succession, the vehicle 41 that arrives first is stopped in a state offset forward from the original stop position. By stopping the vehicle 41 that arrives first closer to the front, an empty space 30r is created behind the vehicle 41, and a stop location for the vehicle 42 that arrives later is secured. This allows the vehicle 42 that arrives later to stop behind the vehicle 41 that arrives first, as shown in FIG. 6C.

[0095] If a third vehicle 43 arrives while two vehicles 41 and 42 are stopped, vehicle 43 waits behind the stop point 30. Then, when one of the two vehicles 41 and 42 departs, vehicle 43 enters an empty space and stops there. In the example shown in FIG. 6D, the leading vehicle 41 departs first, creating an empty space 30f in front of vehicle 42, and a stopping place for vehicle 43 that arrives later is secured. In this way, by having vehicles stop in the empty spaces that become available in sequence, it is possible to prevent traffic flow from being disrupted by multiple vehicles arriving at the same time.

[0096] The order of arrival of a vehicle at the stop point 30 and whether there is space available for the vehicle to stop can be determined based on the operation schedule of each vehicle registered in the operation schedule database 150. In more detail, vehicles with overlapping stop times can be detected by searching the operation schedule database 150. The arrival order of vehicles with overlapping stop times can be determined from the operation schedule of each vehicle. 30 If the order of arrival at each vehicle is known, the stopping position can be determined for each vehicle according to the above-mentioned method for determining the stopping position.

[0097] In Fig. 6, the stop position of the first arriving vehicle is offset vertically for the later arriving vehicle, but the concept of the above-mentioned method of determining the stop position can be applied to other applications. For example, in accordance with the concept of the above-mentioned method of determining the stop position, the stop position of the first arriving vehicle may be offset horizontally, the stop direction of the first arriving vehicle may be rotated, or these may be combined as appropriate.

[0098] 4. Traffic management device as a stop position determination device 4-1. Configuration of the stop position determination device 4-1-1. First example The above-mentioned method for determining a stop position is executed by the traffic management device 100. That is, the traffic management device 100 functions as a stop position determination device that determines the stop positions of a plurality of vehicles that arrive at a stop position in the same time period. In other words, the traffic management device 100 includes a stop position determination device as one application. FIG. 7 is a block diagram showing a first example of the configuration of the traffic management device 100 as a stop position determination device. In the first example, the traffic management device 100 as a stop position determination device includes a stop point / time acquisition unit 121, a stop schedule overlap confirmation unit 122, an arrival order determination unit 123, and a stop position determination unit 124 in addition to the above-mentioned operation schedule database 150.

[0099] The information stored in the operation schedule database 150 is as described above. Information on stop points and stop times is stored in association with vehicle information. The vehicle information is information that can identify an individual vehicle. However, in implementing the method for determining stop positions according to this embodiment, information on the service type of each vehicle is not necessarily required.

[0100] The stop point / time acquisition unit 121 is configured to acquire the scheduled stop point and stop time when a stop is scheduled for a certain vehicle (target vehicle). Planned stop information regarding the stop point and stop time may be acquired from the target vehicle, or may be acquired from the user of the target vehicle. When a user makes a reservation application regarding at least one of the point and time for stopping the vehicle, information included in the application is acquired as planned stop information. Note that the stop point acquired by the stop point / time acquisition unit 121 may be not only the next scheduled stop point of the vehicle, but also a stop point further ahead.

[0101] The stop schedule overlap checking unit 122 is configured to search the operation schedule database 150 for database information that overlaps with the stop schedule information, based on the stop schedule information acquired by the stop point / time acquiring unit 121. This search checks whether there are any vehicles with overlapping stop schedules. Note that overlap between the stop schedule information and the database information includes cases where time bands overlap and cases where time bands overlap. In addition, when searching for overlap between the stop schedule information and the database information, the presence or absence of overlap is determined by setting a certain degree of tolerance for time and distance.

[0102] The arrival order determination unit 123 is configured to determine the arrival order of each vehicle at a stop point between vehicles with overlapping stop plans confirmed by the stop plan overlap confirmation unit 122. If the overlap in stop time ends midway, that is, if there are no more stopped vehicles, the calculation of the arrival order is reset. Then, the next time an overlap in stop plans occurs, the arrival order is determined again.

[0103] The arrival order is determined using the scheduled stop information of each vehicle registered in the operation schedule database 150. In this case, it is preferable that the database information registers detailed service status such as "running, x meters to stop point, arrived at stop point, boarding / alighting begins, boarding / alighting ends, preparing for departure, departure completed." If the GPS installed in each vehicle is highly accurate and the management system installed outside the vehicle accurately grasps the relative positions of each vehicle, each vehicle can know its own arrival order by inquiring about the management system. Also, vehicles can know their own arrival order by vehicle-to-vehicle communication between vehicles.

[0104] The stop position determination unit 124 is configured to determine the stop position of each vehicle at the stop point based on the arrival order determined by the arrival order determination unit 123. According to the method for determining the stop position according to this embodiment, a vehicle that arrives first at the stop point is stopped at an offset position from the original stop position, and a stop place is secured for the vehicle that arrives later.

[0105] 4-1-2. Second example In the second example, the stop location determination device is combined with a reservation approval / rejection decision device. If That is, in the traffic management device 100, the stop position determination device is prepared as an application integrated with the reservation approval / rejection determination device. Fig. 8 is a block diagram showing a second example of the configuration of the traffic management device 100 as a stop position determination device. The stop position determination device integrated with the reservation approval / rejection determination device includes an arrival order determination unit 123 and a stop position determination unit 124.

[0106] In a second example, the output of the reservation approval / rejection determination unit 114 is input to the arrival order determination unit 123. The information input from the reservation approval / rejection determination unit 114 to the arrival order determination unit 123 includes information regarding overlaps between the reservation-requested vehicle and overlapping vehicles. The arrival order determination unit 123 determines the arrival order between the reservation-requested vehicle and overlapping vehicles based on the input information. Then, based on the arrival order determined by the arrival order determination unit 123, the stop position determination unit 124 determines the stop positions of the reservation-requested vehicle and the overlapping vehicle at the stop point. This eliminates overlaps between the reservation-requested vehicle and the overlapping vehicles.

[0107] 4-1-3.Third example In the first example described above, the method for determining a stop position is executed when a stop is scheduled for a certain vehicle. In contrast, in the third example, the method for determining a stop position is executed when an update of the operation schedule database 150 is executed as a trigger. FIG. 9 is a block diagram showing a third example of the configuration of the operation management device 100 as a stop position determination device. In the third example, the operation management device 100 as a stop position determination device includes an operation schedule database 150, a stop schedule overlap search unit 125, an arrival order determination unit 123, and a stop position determination unit 124.

[0108] The stop schedule overlap search unit 125 is configured to search the operation schedule database 150 to detect vehicles with overlapping stop schedules. The arrival order determination unit 123 determines the arrival order of each vehicle at a stop point between vehicles with overlapping stop schedules detected by searching the operation schedule database 150. Then, the stop position determination unit 124 determines the stop position of each vehicle at the stop point based on the arrival order determined by the arrival order determination unit 123.

[0109] 4-2. Processing by the stop position determination device Next, the process executed by the stop position determination device configured as above will be described with reference to Fig. 10. Fig. 10 is a flow chart showing an example of the process executed by the stop position determination device configured as the first example.

[0110] In step S201, stop schedule information of a target vehicle that is a target for stop position determination is acquired by the stop point / time acquisition unit 121. The stop schedule information includes a stop point and a stop time scheduled for the target vehicle.

[0111] In step S202, the stop schedule overlap checking unit 122 searches the operation schedule database 150. Through the search, operation schedules of other vehicles that overlap with the stop schedule of the target vehicle are extracted.

[0112] Next, in step S203, the stop schedule overlap checking unit 122 checks whether there is an overlapping vehicle, i.e., a vehicle having an operation schedule that overlaps with the stop schedule of the target vehicle. The check result by the stop schedule overlap checking unit 122 is input to the arrival order determination unit 123.

[0113] If it is determined in step S203 that there is an overlapping vehicle, the process proceeds to step S204. In step S204, the arrival order determination unit 123 calculates the arrival orders of the target vehicle and the overlapping vehicle.

[0114] Next, in step S205, the stop position of each vehicle is determined by the stop position determination unit 124 based on the arrival order calculated in step S204. If it is determined in step S203 that there is no overlapping vehicle, steps S204 and S205 are skipped.

[0115] 5. How to determine the stopping order The method of determining the stopping position according to the present embodiment described above is a method of offsetting the vehicle that arrives first at the stopping point from the original stopping position and stopping it, and reserving a stopping place for the vehicle that arrives later. According to the method of determining the stopping position according to the present embodiment, the first arriving vehicle is basically stopped in the forward direction, and the following vehicle is stopped behind it. When all the possible stopping places are filled with stopped vehicles, the next vehicle is stopped in the place vacated by the departure of the vehicle.

[0116] However, when the stopping time differs for each vehicle, the vehicle that stopped first does not necessarily depart first. In other words, there is a possibility that the vehicle that comes later will depart first. In order for the rear vehicle to leave the stopping point before the front vehicle, it is necessary to secure a distance between the vehicles in advance. Even if there is a distance between the vehicles that is sufficient for the rear vehicle to leave, if the distance is not sufficient, the rear vehicle will have to enter the lane with a blind spot for the camera created by the front vehicle. The method for determining the stopping order according to this embodiment is a method for realizing smooth departure of vehicles from the stopping point.

[0117] FIG. 11 is a diagram for explaining a method for determining the stopping order according to this embodiment. As shown in FIG. 11A, here, the stop point 30 is an area having a certain area provided along a road. The original stopping position of the vehicle at the stop point 30 is a position where the vehicle can stop and depart most easily, for example, the center position of the stop point 30 (see FIG. 6A). Note that the service type of the vehicle does not affect the method for determining the stopping order. In other words, the vehicle may be a regular route bus, an on-demand bus, or a taxi.

[0118] The method of determining the stopping order according to this embodiment is a method of determining the stopping order when multiple vehicles gather at the stopping point 30 in the same time period. As shown in FIG. 11A, when two vehicles 41, 42 arrive at the stopping point 30 in succession, the vehicle 41 that arrives first is stopped closer to the front than the original stopping position according to the method of determining the stopping position according to this embodiment described above. However, according to the method of determining the stopping order according to this embodiment, the departure times of the two vehicles 41, 42 are compared. Then, the stopping order is determined so that the vehicle with the earlier departure time stops at the front and the vehicle with the later departure time stops at the rear.

[0119] FIG. 11B shows the stopping order in the case where the departure time of the vehicle 42 that arrives later is earlier than the departure time of the vehicle 41 that arrives earlier. rear By stopping close to the vehicle 41, an empty space 30f is created in front of the vehicle 41, and a stopping place for the later arriving vehicle 42 is secured. This allows the later arriving vehicle 42 to stop in front of the previously arriving vehicle 41, as shown in FIG 11C.

[0120] The departure time of vehicle 42 is earlier than that of vehicle 41. No other vehicles are stopped in front of vehicle 42. Therefore, as shown in Fig. 11D, vehicle 42 can enter the lane from stopping point 30 without being obstructed by other stopped vehicles. In this way, by stopping a vehicle with an earlier departure time ahead of a vehicle with a later departure time, it is possible to prevent traffic flow from being disrupted by multiple vehicles arriving at the same time.

[0121] The stopping order of vehicles arriving at the stopping point 30 can be determined based on the operation schedule of each vehicle registered in the operation schedule database 150. In particular, vehicles with overlapping stopping times can be detected by searching the operation schedule database 150. The stopping order of vehicles with overlapping stopping times can be determined from the departure time included in the operation schedule of each vehicle. Note that, if the information registered in the operation schedule is a stopping time defined by a start time and an end time, the end time is used as the departure time. If a single time is registered as the stopping time, that time is used as both the arrival time and the stopping time.

[0122] In Fig. 11, the stopping position of the first arriving vehicle is offset vertically to accommodate the later arriving vehicle, but the concept of the above-mentioned method of determining the stopping order can be applied to other applications. For example, in accordance with the concept of the above-mentioned method of determining the stopping positions, the stopping position of the first arriving vehicle may be offset horizontally, the stopping direction of the first arriving vehicle may be rotated, or these may be combined as appropriate.

[0123] 6. Traffic management device as a device for determining train stop order 6-1. Configuration of the train stop order determination device 6-1-1. First example The above-mentioned method for determining the stopping order is executed by the traffic management device 100. That is, the traffic management device 100 functions as a stopping order determination device that determines the stopping order of a plurality of vehicles that arrive at a stopping point in the same time period. In other words, the traffic management device 100 includes the stopping order determination device as one application. FIG. 12 is a block diagram showing a first example of the configuration of the traffic management device 100 as the stopping order determination device. In the first example, the traffic management device 100 as the stopping order determination device includes a traffic schedule database 150, a stopping point / time acquisition unit 131, a scheduled stopping overlap confirmation unit 132, and a stopping order determination unit 133.

[0124] The information stored in the operation schedule database 150 is as described above. Information on stop points and stop times is stored in association with vehicle information. The vehicle information is information that can identify an individual vehicle. However, in implementing the method for determining stop positions according to this embodiment, information on the service type of each vehicle is not necessarily required.

[0125] The stop point / time acquisition unit 131 is configured to acquire a scheduled stop point and a stop time when a stop is scheduled for a certain vehicle (target vehicle). The function of the stop point / time acquisition unit 131 is common to the function of the stop point / time acquisition unit 121 included in the traffic management device 100 as a stop position determination device.

[0126] The stop schedule overlap confirmation unit 132 is configured to search the operation schedule database 150 for database information that overlaps with the stop schedule information, based on the stop schedule information acquired by the stop point / time acquisition unit 131. The function of the stop schedule overlap confirmation unit 132 is common to the function of the stop schedule overlap confirmation unit 122 included in the operation management device 100 as a stop position determination device.

[0127] The stop order determination unit 133 is configured to determine the stop order of each vehicle at a stop point between vehicles whose stop plans overlap as confirmed by the stop plan overlap confirmation unit 132. The stop order is determined using the stop plan information of each vehicle registered in the operation schedule database 150. Based on the departure time included in the stop plan information, the stop order is determined such that a vehicle with an earlier departure time is stopped before a vehicle with a later departure time.

[0128] 6-1-2. Second example In the first example described above, the vehicles are stopped according to the stopping order regardless of the order in which they arrived at the stopping point. This results in a situation where the vehicle that arrives first stops behind the stopping point, and the vehicle that arrives later stops in front of the vehicle that arrived earlier (see FIG. 11B). In this case, the vehicle that arrives later (vehicle 42 in FIG. 11B) must adjust its stopping position by repeatedly moving forward and backward so as not to interfere with the vehicle that arrived earlier (vehicle 41 in FIG. 11B).

[0129] The arrival order of the vehicles is the same as the stopping order in If there is a stop position, the vehicles can be stopped from the front in the order of arrival. When the vehicles are stopped from the front, it is not necessary to adjust the stopping positions by repeatedly moving forward and backward. In the second example, the arrival order of the vehicles is matched with the stopping order. FIG. 13 is a block diagram showing a second example of the configuration of the traffic management device 100 as a stopping order determination device. In the second example, the traffic management device 100 as a stopping order determination device includes an operation schedule database 150, a stopping point / time acquisition unit 131, a scheduled stopping overlap confirmation unit 132, a stopping order determination unit 133, and an arrival order adjustment unit 134.

[0130] The arrival order adjustment unit 134 is configured to adjust the order in which the vehicles arrive at the stop points so that the order in which the vehicles arrive at the stop points matches the stop order. The order in which the vehicles arrive at the stop points can be determined from the arrival time of each vehicle included in the operation schedule information. The arrival order adjustment unit 134 adjusts the arrival order by, for example, adjusting the vehicle speed, adjusting the stop time at stops along the way, adjusting the travel time by changing the route, or the like.

[0131] 6-2. Processing by the train stop order determination device Next, the process executed by the stop order determination device configured as above will be described with reference to Fig. 14. Fig. 14 is a flowchart showing an example of the process executed by the stop position determination device configured as the first example.

[0132] In step S301, stop schedule information of a target vehicle that is a target for stop position determination is acquired by the stop point / time acquisition unit 131. The stop schedule information includes a stop point and a stop time scheduled for the target vehicle.

[0133] In step S302, the stop schedule overlap checking unit 132 searches the operation schedule database 150. Through the search, operation schedules of other vehicles that overlap with the stop schedule of the target vehicle are extracted.

[0134] Next, in step S303, the stop schedule overlap checking unit 132 checks whether there is an overlapping vehicle, i.e., a vehicle having an operation schedule that overlaps with the stop schedule of the target vehicle. The check result by the stop schedule overlap checking unit 132 is input to the stop order determination unit 133.

[0135] If it is determined in step S303 that there is an overlapping vehicle, the process proceeds to step S304. In step S304, the stopping order of the target vehicle and the overlapping vehicle is calculated by the stopping order determination unit 133. If it is determined in step S303 that there is no overlapping vehicle, step S304 is skipped.

[0136] 7. Hardware configuration of traffic management device The functions of the traffic management device 100 as the reservation approval / rejection determination device, the stop position determination device, and the stop order determination device can be realized by the hardware configuration shown in Fig. 15. Fig. 15 is a block diagram showing an example of the hardware configuration of the traffic management device 100.

[0137] The traffic management device 100 is, for example, a server connected to the automatic driving system 40a of the vehicle 40 and the mobile terminal 4 of the user via a communication network 200 including a mobile communication system. The traffic management device 100 includes at least one processor 102 (hereinafter simply referred to as the processor 102), a program memory 104, and a data storage 108. The processor 102 is coupled to the program memory 104 and the data storage 108. The program memory 104 is a non-transient memory that stores a plurality of executable instructions 106. The data storage 108 is, for example, a flash memory, an SSD, or an HDD, and the above-mentioned traffic schedule database 150 is constructed therein. The plurality of instructions 106 include instructions for making the traffic management device 100 function as a reservation approval / rejection determination device, instructions for making the traffic management device 100 function as a stop position determination device, and instructions for making the traffic management device 100 function as a stop order determination device.

[0138] 8. Modifications of the embodiment In the above-mentioned method for determining the stopping order, the stopping order between the vehicles is determined such that, among the first arriving vehicle and the second arriving vehicle, the vehicle with the earlier departure time is positioned at the front. Alternatively, the stopping order between the vehicles may be determined such that, among the first arriving vehicle and the second arriving vehicle, the vehicle with the shorter stopping time is positioned at the front. The stopping time can be obtained from the operation schedule information. By giving priority to stopping the vehicle with the shorter stopping time at the front, smooth departure of the vehicles from the stopping point is realized. [Explanation of symbols]

[0139] 2 User 4. Mobile devices 6 Bus Stop 8 Stopping points 10. Taxis (transport service vehicles) 20 Regular route buses (transportation service vehicles) 30 Stopping points 40 Vehicles (Transportation Service Vehicles) 100 Traffic control device 102 processors 104 Program Memory 106 Instructions 108 Data Storage 150 train schedule database 200 Communication Network

Claims

1. 1. A method for managing the operation of an automated transportation service vehicle by a computer, comprising: Acquiring from a user a reservation application for a first transportation service vehicle, which allows the user to specify any stop point and stop time, the reservation application including at least a designation of a drop-off point and a drop-off time; Detecting an overlap between an operation schedule relating to stop points and stop times of a second transportation service vehicle, which operates in an area where the first transportation service vehicle operates and has predetermined stop points and stop times, and the drop-off point and drop-off time specified in the boarding reservation; When the drop-off point and drop-off time specified in the boarding reservation overlap with the operation schedule of the second transportation service vehicle, the computer is caused to execute a proposal to change the drop-off point or drop-off time from the first transportation service vehicle to the user, or to suggest the use of another transportation service vehicle heading to the drop-off point. A method comprising:

2. A device for managing the operation of an autonomously driven transportation service vehicle, At least one processor; a program memory having a plurality of executable instructions stored therein; The instructions may include instructions for causing the at least one processor to: Acquiring from a user a reservation application for a first transportation service vehicle, which allows the user to specify any stop point and stop time, the reservation application including at least a designation of a drop-off point and a drop-off time; Detecting an overlap between an operation schedule relating to stop points and stop times of a second transportation service vehicle, which operates in an area where the first transportation service vehicle operates and has predetermined stop points and stop times, and the drop-off point and drop-off time specified in the boarding reservation; When the drop-off point and drop-off time specified in the boarding reservation overlap with the operation schedule of the second transportation service vehicle, the system is configured to execute the following: suggest to the user a change in the drop-off point or drop-off time from the first transportation service vehicle, or suggest the use of another transportation service vehicle heading to the drop-off point. An apparatus comprising:

3. A program for managing the operation of an autonomous transportation service vehicle, Acquiring from a user a reservation application for a first transportation service vehicle, which allows the user to specify any stop point and stop time, the reservation application including at least a designation of a drop-off point and a drop-off time; Detecting an overlap between an operation schedule relating to stop points and stop times of a second transportation service vehicle, which operates in an area where the first transportation service vehicle operates and has predetermined stop points and stop times, and the drop-off point and drop-off time specified in the boarding reservation; When the drop-off point and drop-off time specified in the boarding reservation overlap with the operation schedule of the second transportation service vehicle, the system is configured to cause the computer to execute the following: suggest to the user a change in the drop-off point or drop-off time from the first transportation service vehicle, or suggest the use of another transportation service vehicle heading to the drop-off point. A program characterized by:

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