Driving management method, driving management device, and computer program

Abstract

A travel management method according to this disclosure comprises: a step in which a processing device acquires travel plan data of a vehicle and actual travel data including actual travel of the vehicle that travelled the travel route included in the travel plan data; and a step for generating, on the basis of the travel plan data and the actual travel data, scheduled / actual arrival difference data indicating a first scheduled / actual difference, which is the difference between the scheduled time at which the vehicle is to arrive at one or more via-points on the travel route and the time at which the vehicle arrived at the one or more via-points, or the difference between the scheduled time at which the vehicle is to arrive at a destination point on the travel route and the time at which the vehicle arrived at the destination point.

Description

[Technical field]

[0001] The present disclosure relates to a driving management method, a driving management device, and a computer program. This application claims priority to Japanese Application No. 2020-081815, filed on May 7, 2020, and incorporates by reference all of the contents of said Japanese application. [Background technology]

[0002] Patent Document 1 discloses a technology related to delivery support that enables delivery work to be performed within an allowable time. In Patent Document 1, a management terminal device is used for delivery support. The management terminal displays the delivery delay time (see FIG. 23 of Patent Document 1). The delivery delay time is calculated as the time difference between the scheduled delivery time and the actual delivery time. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] JP 2018-73032 A [Patent Document 2] Japanese Patent Application Publication No. 10-232991 Summary of the Invention

[0004] One aspect of the present disclosure is a vehicle driving management method. The method of the present disclosure includes a step of a processing device acquiring driving plan data of the vehicle and driving performance data including driving performance of the vehicle that has traveled a driving route included in the driving plan data, a step of the processing device generating arrival prediction-actual difference data indicating a first prediction-actual difference that is a difference between a time when the vehicle is scheduled to arrive at one or more waypoints on the driving route and a time when the vehicle has arrived at the one or more waypoints, or a difference between a time when the vehicle is scheduled to arrive at a destination point on the driving route and a time when the vehicle has arrived at the destination, based on the driving plan data and the driving performance data, and a step of the processing device generating arrival prediction-actual difference data indicating a first prediction-actual difference that is a difference between a time when the vehicle is scheduled to depart from a departure point on the driving route and a time when the vehicle has arrived at the destination, based on the driving plan data and the driving performance data. the travel plan data includes the times when the vehicle is scheduled to depart from the starting point and the one or more waypoints, and the times when the vehicle is scheduled to arrive at the one or more waypoints and the destination point, and the travel performance data includes the times when the vehicle departs from the starting point and the one or more waypoints, and the times when the vehicle arrives at the one or more waypoints and the destination point.

[0005] Another aspect of the present disclosure is a vehicle running management device. The device of the present disclosure includes a memory and a processor that reads out a computer program stored in the memory to execute a vehicle running management method, and the vehicle running management method includes acquiring driving plan data for the vehicle and driving record data including driving records of the vehicle that has traveled a driving route included in the driving plan data, and calculating, based on the driving plan data and the driving record data, a difference between a scheduled time when the vehicle is to arrive at one or more waypoints on the driving route and a time when the vehicle has arrived at the one or more waypoints, or a time when the vehicle is to arrive at a destination point on the driving route. generating arrival-predicted-actual difference data indicating a first predicted-actual difference which is a difference between a scheduled time and a time when the vehicle arrives at the destination point, generating departure-predicted-actual difference data indicating a second predicted-actual difference which is a difference between a scheduled time when the vehicle departs a departure point on the travel route and a time when the vehicle departs from the departure point, or a difference between a scheduled time when the vehicle departs from the one or more waypoints and a time when the vehicle departs from the one or more waypoints, based on the travel plan data and the travel record data, and generating display data including the arrival-predicted-actual difference data and the departure-predicted-actual difference data. The travel plan data includes the scheduled times when the vehicle departs from the departure point and the one or more waypoints, and the scheduled times when the vehicle arrives at the one or more waypoints and the destination point, and the travel record data includes the times when the vehicle departs from the departure point and the one or more waypoints, and the times when the vehicle arrives at the one or more waypoints and the destination point.

[0006] Another aspect of the present disclosure is a computer program. The computer program of the present disclosure causes a computer to execute an analysis process, and the analysis process includes acquiring driving plan data for a vehicle and driving performance data including a driving performance of the vehicle that has traveled a driving route included in the driving plan data, generating arrival prediction-actual difference data indicating a first prediction-actual difference that is a difference between a time when the vehicle is scheduled to arrive at one or more waypoints on the driving route and a time when the vehicle has arrived at the one or more waypoints, or a difference between a time when the vehicle is scheduled to arrive at a destination point on the driving route and a time when the vehicle has arrived at the destination, based on the driving plan data and the driving performance data, generating arrival prediction-actual difference data indicating a first prediction-actual difference that is a difference between a time when the vehicle is scheduled to depart from a departure point on the driving route and a time when the vehicle has arrived at the destination, based on the driving plan data and the driving performance data. generating departure predicted / actual difference data indicating a second predicted / actual difference which is a difference between a time when the vehicle is scheduled to depart from the departure point and a time when the vehicle departs from the departure point, or a difference between a time when the vehicle is scheduled to depart from the one or more waypoints and a time when the vehicle departs from the one or more waypoints; and generating display data including the arrival predicted / actual difference data and the departure predicted / actual difference data, wherein the travel plan data includes the times when the vehicle is scheduled to depart from the departure point and the one or more waypoints, and the times when the vehicle is scheduled to arrive at the one or more waypoints and the destination point, and the travel performance data includes the times when the vehicle departs from the departure point and the one or more waypoints, and the times when the vehicle arrives at the one or more waypoints and the destination point. [Brief description of the drawings]

[0007] [Figure 1] FIG. 1 is a configuration diagram of a driving management system including a driving management device. [Diagram 2] FIG. 2 is a data structure diagram showing the driving plan data. [Diagram 3] FIG. 3 is a data structure diagram showing the driving performance data. [Figure 4] FIG. 4 is a flowchart of the process of analyzing the difference between forecast and actual results. [Diagram 5] FIG. 5 is a data structure diagram of the arrival forecast / actual difference data. [Figure 6] FIG. 6 is a structural diagram of the evaluation table. [Figure 7] FIG. 7 is a data structure diagram of the departure forecast / actual difference data. [Figure 8] FIG. 8 is a data structure diagram of the movement plan / actual difference data. [Figure 9] FIG. 9 is a schematic diagram showing an example of a screen. [Figure 10] FIG. 10 is a schematic diagram showing an example of a screen. [Figure 11] FIG. 11 is a schematic diagram showing an example of a screen. [Figure 12] FIG. 12 is a schematic diagram showing an example of a screen. [Figure 13] FIG. 13 is a schematic diagram showing an example of a screen. [Figure 14] FIG. 14 is a schematic diagram showing a modified example of the link. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0008] [Problem that this disclosure aims to solve]

[0009] When planning new vehicle trips, the causes of delays that have actually occurred in the past should be taken into account. If the causes of delays can be easily identified, it will be helpful to analyze the delays.

[0010] However, in Patent Document 1, the time set as a schedule is merely a single time called the "scheduled delivery time." Displaying the delay time as in Patent Document 1 is useful for determining whether delivery was made as scheduled, but is not necessarily effective for identifying the cause of the delay. For example, it is difficult to determine from the display of the delay time as in Patent Document 1 whether the cause of the delay is during travel between delivery destinations or during work at the delivery destination.

[0011] A delay occurring during transportation between delivery destinations is, for example, a delay due to traffic congestion, and a delay occurring during work at a delivery destination is, for example, a delay due to prolonged work such as unloading after arrival at a delivery destination.

[0012] It would be desirable to make such delays easier to analyze.

[0013] [Effects of this disclosure]

[0014] The present disclosure facilitates analysis of delays.

[0015] [Description of the embodiments of the present disclosure]

[0016] (1) A vehicle driving management method according to an embodiment includes a step of a processing device acquiring driving plan data for the vehicle and driving performance data including driving performance of the vehicle that has traveled a driving route included in the driving plan data, and a step of the processing device calculating, based on the driving plan data and the driving performance data, a difference between a time when the vehicle is scheduled to arrive at one or more waypoints on the driving route and a time when the vehicle has arrived at the one or more waypoints, or a difference between a time when the vehicle is scheduled to arrive at a destination point on the driving route and a time when the vehicle has arrived at the destination point. The method includes a step of generating arrival-planned-actual difference data indicating a first predicted-actual difference, which is a difference between a time when the vehicle is scheduled to depart a departure point on the travel route and a time when the vehicle departs from the departure point, or a difference between a time when the vehicle is scheduled to depart from the one or more waypoints and a time when the vehicle departs from the one or more waypoints, based on the travel plan data and the travel record data, by the processing device, and a step of generating display data including the arrival-planned-actual difference data and the departure-planned-actual difference data. The travel plan data includes the time when the vehicle is scheduled to depart from the departure point and the one or more waypoints, and the time when the vehicle is scheduled to arrive at the one or more waypoints and the destination point, and the travel record data includes the time when the vehicle departs from the departure point and the one or more waypoints, and the time when the vehicle arrives at the one or more waypoints and the destination point. In this case, the arrival-planned-actual difference data and the departure-planned-actual difference data are displayed, making it easy to analyze delays.

[0017] (2) The method may further include a step in which the forecast-actual difference data includes a first graphical image showing the first forecast-actual difference without using letters and numbers, and the first graphical image is displayed on a screen of a display device. In this case, the forecast-actual difference can be visually grasped.

[0018] (3) The departure forecast / actual data may include a second graphical image showing the second forecast / actual difference without using letters and numbers, and a step of displaying the second graphical image on a screen of a display device may be included. In this case, the departure forecast / actual difference can be visually grasped.

[0019] (4) When the first difference between prediction and actual results is a difference between a time when the vehicle is scheduled to arrive at the one or more waypoints and a time when the vehicle arrives at the one or more waypoints, the first graphical image may be displayed in an area of ​​the screen that shows the waypoints, and when the first difference between prediction and actual results is a difference between a time when the vehicle is scheduled to arrive at the destination point and a time when the vehicle arrives at the destination point, the first graphical image may be displayed in an area of ​​the screen that shows the destination point. In this case, the correspondence of the first difference between prediction and actual results at the waypoints and the destination point becomes clear, making it easier to analyze delays.

[0020] (5) When the second predicted / actual difference is a difference between a time when the vehicle is scheduled to depart from the departure point and a time when the vehicle departs from the departure point, the second graphical image may be displayed in an area of ​​the screen that indicates the departure point, and when the second predicted / actual difference is a difference between a time when the vehicle is scheduled to depart from the one or more waypoints and a time when the vehicle departs from the one or more waypoints, the second graphical image may be displayed in an area of ​​the screen that indicates the waypoints. In this case, the correspondence of the second predicted / actual difference at the departure point and the waypoints becomes clear, making it easier to analyze delays.

[0021] (6) The screen may include a display of a map including the route traveled by the vehicle, in which case delay analysis may be performed on the map.

[0022] (7) The display data may further include travel-plan-actual difference data indicating a travel-plan-actual difference that is a difference between a planned time required for the vehicle to travel between two points among the departure point, the one or more waypoints, and the destination point along the travel route, and a time required for the vehicle to travel between the two points along the travel route. In this case, it is possible to analyze delays including the travel-plan-actual difference.

[0023] (8) The section between the two points may be divided into a plurality of small sections, and the display data may further include data indicating, for each small section, a difference between a planned time required for the vehicle to travel through the small section along the travel route and a time required for the vehicle to travel through the small section along the travel route. In this case, a detailed analysis of the difference between the planned and actual travel is possible.

[0024] (9) The driving management method according to the embodiment may further include a step in which the processing device transmits, to the display device, factor data indicating a factor that caused the first predicted / actual difference or the second predicted / actual difference. In this case, the analysis can be performed including the factor.

[0025] (10) The driving management method according to the embodiment may further include a step of receiving, by the processing device, a designation of a time included in a time period during which the vehicle has driven, and a step of transmitting, by the processing device, factor data indicating a factor that caused the difference between the planned and actual movement at the designated time to the display device. In this case, even if the factor varies with time, the factor at the designated time can be displayed.

[0026] (11) A vehicle running management device according to an embodiment includes a memory and a processor that reads out a computer program stored in the memory and executes a vehicle running management method, the vehicle running management method including: acquiring driving plan data for the vehicle and driving record data including driving records of the vehicle that has traveled along a driving route included in the driving plan data; calculating, based on the driving plan data and the driving record data, a difference between a scheduled time when the vehicle is to arrive at one or more waypoints on the driving route and a time when the vehicle has arrived at the one or more waypoints, or a time when the vehicle is to arrive at a destination on the driving route; generating arrival-predicted-actual difference data indicating a first predicted-actual difference which is a difference between a scheduled time for the vehicle to arrive at a point and a time when the vehicle arrives at the destination point, generating departure-predicted-actual difference data indicating a second predicted-actual difference which is a difference between a scheduled time for the vehicle to depart a departure point on the travel route and a time when the vehicle departs from the departure point, or a difference between a scheduled time for the vehicle to depart from the one or more waypoints and a time when the vehicle departs from the one or more waypoints, based on the travel plan data and the travel record data, and generating display data including the arrival-predicted-actual difference data and the departure-predicted-actual difference data. The travel plan data includes the scheduled times for the vehicle to depart from the departure point and the one or more waypoints, and the scheduled times for the vehicle to arrive at the one or more waypoints and the destination point, and the travel record data includes the times when the vehicle departs from the departure point and the one or more waypoints, and the times when the vehicle arrives at the one or more waypoints and the destination point.

[0027] (11) A computer program according to an embodiment causes a computer to execute an analysis process. The analysis process includes acquiring driving plan data for a vehicle and driving performance data including driving performance of the vehicle that has traveled a driving route included in the driving plan data, generating arrival-actual-difference data indicating a first predicted-actual difference that is a difference between a time when the vehicle is scheduled to arrive at one or more waypoints on the driving route and a time when the vehicle has arrived at the one or more waypoints, or a difference between a time when the vehicle is scheduled to arrive at a destination point on the driving route and a time when the vehicle has arrived at the destination, based on the driving plan data and the driving performance data, generating arrival-actual-difference data indicating a first predicted-actual difference that is a difference between a time when the vehicle is scheduled to depart from a starting point on the driving route and a time when the vehicle has departed from the starting point, or a difference between a time when the vehicle is scheduled to depart from the starting point on the driving route and a time when the vehicle has departed from the one or more waypoints, based on the driving plan data and the driving performance data. generating departure planned-actual difference data indicating a second planned-actual difference which is a difference between a scheduled time of departure from a waypoint and a time at which the vehicle departs from the one or more waypoints; and generating display data including the arrival planned-actual difference data and the departure planned-actual difference data, wherein the travel plan data includes the scheduled time of departure of the vehicle from the starting point and the one or more waypoints, and the scheduled time of arrival of the vehicle at the one or more waypoints and the destination point, and the travel performance data includes the time of departure of the vehicle from the starting point and the one or more waypoints, and the time of arrival of the vehicle at the one or more waypoints and the destination point. The computer program is stored in a computer-readable, non-transitory storage medium.

[0028] [Details of the embodiment of the present disclosure]

[0029] Hereinafter, the embodiments of the present disclosure will be described in detail with reference to the drawings. Note that each of the embodiments described below shows a specific example of the present disclosure. The numerical values, shapes, components, the arrangement and connection forms of the components, steps, and the order of steps shown in the following embodiments are merely examples and are not intended to limit the present invention. The present invention is specified by the claims. Note that at least some of the embodiments described below may be combined in any combination.

[0030] FIG. 1 shows a driving management system 1 according to an embodiment. The driving management system 1 includes a driving management device 10 connected to a network 20 such as the Internet. The driving management device 10 is, for example, a server computer on the network 20. That is, in the embodiment, the driving management device 10 is a driving management server. The driving management system 1 includes a client terminal 30 connected to the driving management device 10 via the network 20. The client terminal 30 is used, for example, by a driver of a vehicle 40 or another user. The other user is, for example, a vehicle operations manager.

[0031] The client terminal 30 is configured by a computer including a processing device 310 and a storage device 320. The client terminal 30 may be, for example, a mobile terminal such as a notebook computer, a tablet, or a smartphone. The client terminal 30 is capable of communicating with the running management device 10 via a network.

[0032] The processing device 310 is connected to the storage device 320. The processing device 310 is, for example, a CPU. The storage device 320 has, for example, a primary storage device and a secondary storage device. The primary storage device is, for example, a RAM. The secondary storage device is, for example, a hard disk drive (HDD) or a solid state drive (SSD). In this specification, the CPU may be referred to as a processor, and the storage device 320 may be referred to as a memory.

[0033] The storage device 320 stores a driving management application computer program 321 for operating a computer as the client terminal 30. The driving management application computer program 321 is configured to cause the client terminal 30 to execute, for example, a driving management process 311 in cooperation with the driving management device 10. The computer executing the driving management process 311 operates as the client terminal 30 shown in FIG.

[0034] The processing device 310 reads and executes a driving management application computer program 321 from the storage device 320. The computer program 321 has code for causing a computer to execute the driving management process 311.

[0035] The client terminal 30 includes an input device 330 for user input and a display 340. The input device 330 is, for example, a keyboard, a mouse, or a touch panel.

[0036] The driving management device 10 according to the embodiment is used, for example, for driving management of a vehicle 40 for delivering luggage. The vehicle 40 may be for delivering luggage or for transporting people, such as for picking up and dropping off people. The driving management device 10 is used for analyzing the driving plan and driving performance of the vehicle 40. In the analysis, a difference between the driving plan and the driving performance of the vehicle 40, that is, a difference between the predicted and actual results, is obtained. In response to a request from the client terminal 30, the driving management device 10 provides the analysis results of the driving plan and driving performance of the vehicle to the client terminal 30. The analysis results provided to the client terminal 30 include the predicted and actual differences, that is, the difference between the driving plan and the driving performance. The analysis results including the predicted and actual differences are displayed on the display 340 of the client terminal 30. The client terminal 30 equipped with the display 340 functions as a display device that displays the predicted and actual differences, etc.

[0037] The running management device 10 is configured by a computer including a processing device 110 and a storage device 120. The processing device 110 is connected to the storage device 120. The processing device 110 is, for example, a CPU. The storage device 120 has, for example, a primary storage device and a secondary storage device. The primary storage device is, for example, a RAM. The secondary storage device is, for example, a hard disk drive (HDD) or a solid state drive (SSD). Note that in this specification, the storage device 120 may also be referred to as a memory.

[0038] The storage device 120 stores a computer program 140 for causing a computer to operate as the driving management device 10. The computer program 140 is configured to cause the processing device 110 to execute, for example, a driving plan creation process 111 and an analysis process 113 of the difference between the predicted and actual results. The computer executing the driving plan creation process 111 and the analysis process 113 of the difference between the predicted and actual results operates as the driving management device 10 shown in FIG.

[0039] The processing device 110 reads and executes the computer program 140 from the storage device 120. The computer program 140 has code for causing the computer to execute a driving plan creation process 111 and code for causing the computer to execute a process 113 for analyzing the difference between the actual and predicted values.

[0040] The computer operating as the driving management device 10 includes a communication interface 130. The communication interface 130 is used for the driving management device 10 to communicate with other computers such as the client terminal 30 via the network 20. The driving management device 10 can acquire data from the vehicle 40 via the communication interface 130. The data acquired from the vehicle 40 is, for example, probe data. The probe data includes, for example, the position and speed of the vehicle 40 at each time. The probe data is used to generate driving performance data 122 according to the embodiment.

[0041] The storage device 120 can store driving plan data 121 and driving performance data 122. The driving plan data 121 indicates, for example, a delivery plan of a package delivered by the vehicle 40. The driving performance data 122 indicates, for example, the delivery performance of a package delivered by the vehicle 40.

[0042] The delivery plan is, for example, a driving plan for the vehicle 40 to travel from a vehicle base (starting point S) that is a delivery base, via waypoints P1, P2, and P3 that are one or more delivery destinations, to return to the vehicle base (destination point D). The driving plan data 121 is data that indicates such a driving plan. Note that in the driving plan, the starting point S may be different from the destination point D.

[0043] As shown in FIG. 2, the travel plan data 121 includes a starting point S, a first point P1, a second point P2, a third point P3, and a destination point D included in the travel plan, a scheduled arrival time at each point, and a scheduled departure time to each point. As an example, in the travel plan data 121 of FIG. 2, the vehicle 40 is scheduled to depart from the starting point S, which is a vehicle base, at 10:00 on May 15, 2020. The vehicle 40 is scheduled to arrive at the first point P1, which is the first delivery destination, at 10:30 on the same day and depart at 10:40. The vehicle 40 is scheduled to arrive at the second point P2, which is the second delivery destination, at 11:20 on the same day and depart at 11:25. The vehicle 40 is scheduled to arrive at the third point P3, which is the third delivery destination, at 11:55 on the same day and depart at 12:20. The vehicle 40 is scheduled to arrive at the destination point D, which is the vehicle base, at 12:55 on the same day.

[0044] The driving plan data 121 is generated, for example, by executing the vehicle operation plan creation method described in Patent Document 2 in the driving management device 10. The driving plan data 121 may also be generated by another computer for generating a driving plan. In this case, the driving management device 10 acquires the driving plan data 121 from the other computer and stores it in the storage device 120. The driving plan data 121 may also be generated by a user such as a driver or a vehicle operation manager inputting a driving plan in the client terminal 30. In this case, the driving management device 10 acquires the driving plan data 121 from the client terminal 30 and stores it in the storage device 120.

[0045] The delivery record indicates the driving results of the vehicle 40 when the vehicle 40 performs delivery according to the driving plan. The delivery record is, for example, the driving record of the vehicle 40 from the vehicle base (starting point S) which is the base for delivery, via the first point P1, the second point P2, and the third point P3 which are the delivery destinations, to the return to the vehicle base (destination point D). The driving record data 122 is data indicating such driving record. The driving record is usually different from the driving plan and has a difference from the driving plan.

[0046] As shown in FIG. 3, the travel history data 122 includes a starting point S, a first point P1, a second point P2, a third point P3, and a destination point D included in an actual travel route, and actual arrival times at each point and actual departure times to each point. As an example, in the travel history data 122 of FIG. 3, the vehicle 40 departed from the starting point S, which is a vehicle base, at 9:50 on May 15, 2020. The vehicle 40 arrived at the first point P1, which is the first delivery destination, at 10:20 on the same day and departed at 10:35. The vehicle 40 arrived at the second point P2, which is the second delivery destination, at 11:20 on the same day and departed at 11:30. The vehicle 40 arrived at the third point P3, which is the third delivery destination, at 12:04 on the same day and departed at 12:35. The vehicle 40 arrived at the destination point D, which is the vehicle base, at 13:10 on the same day.

[0047] The driving history data 122 is generated by the driving management device 10 based on, for example, probe data transmitted from the vehicle 40. The driving history data 122 may be generated by a user such as a driver inputting driving history into the client terminal 30. In this case, the driving management device 10 acquires the driving history data 122 from the client terminal 30 and stores it in the storage device 120.

[0048] In addition, the driving management device 10 may acquire the driving plan data 121 and the driving performance data 122 in advance prior to analysis, or may acquire them from the client terminal 30 when a request for analysis is received from the client terminal 30.

[0049] 1, the storage device 120 can store factor data 128. The factor data is information indicating factors that affect the driving record of the vehicle 40. The factors that affect the driving record of the vehicle 40 are, for example, traffic information such as congestion information, weather information, disaster information such as floods and earthquakes, and information on the delivery method of the package at the intermediate point that is the delivery destination.

[0050] Factors that affect driving records include factors that affect travel time between points and factors that affect sojourn time at a point. Factors that affect travel time between points are, for example, traffic congestion or weather. Factors that affect sojourn time at a point are, for example, the method of delivery of luggage. Methods of delivery of luggage include, for example, delivery to a vehicle and delivery to a porch. In the case of delivery to a vehicle, the sojourn time at the delivery destination is relatively short, while in the case of delivery to a porch, the sojourn time at the delivery destination can be very long in some cases.

[0051] The factor data 128 may be generated by the driving management device 10, or may be generated by another computer other than the driving management device 10. When the factor data 128 is generated by another computer, the driving management device 10 acquires the factor data 128 from the other computer and stores it in the storage device 120. The factor data 128 may be generated by a user such as a driver or a vehicle operations manager inputting factor data in the client terminal 30. In this case, the driving management device 10 acquires the factor data 128 from the client terminal 30 and stores it in the storage device 120.

[0052] 4 shows an example of the procedure of the forecast / actual difference analysis process 113 executed by the processing device 110 of the driving management device 10. In step S11, the processing device 110 receives an analysis request from the client terminal 30. In step S12, the processing device 110 that has received the analysis request acquires driving plan data 121 and driving performance data 122 from another computer or the client terminal 30, and stores them in the storage device 120. Note that in step S12, the processing device 110 may acquire from the storage device 120 the driving plan data 121 and driving performance data 122 that have been stored in advance in the storage device 120.

[0053] In step S13, the processing device 110 calculates a first predicted / actual difference which is a predicted / actual difference at the first point P1, the second point P2, the third point P3, and the destination point D included in the driving plan of the vehicle 40. In step S14, the processing device 110 generates predicted / actual arrival difference data 123 indicating the calculated first predicted / actual difference.

[0054] The arrival prediction / actual difference data 123 shown in Fig. 5 indicates a first prediction / actual difference which is a difference between the scheduled arrival time included in the driving plan data 121 shown in Fig. 2 and the actual arrival time included in the driving performance data 122 shown in Fig. 3. The first prediction / actual difference is calculated for each of the first point P1, the second point P2, the third point P3, and the destination point D.

[0055] As shown in FIG. 5, the difference between the expected and actual arrival times at the first point P1 is +10 minutes. A difference between the expected and actual arrival times of +10 minutes indicates that the vehicle 40 arrived 10 minutes earlier than the scheduled arrival time. The difference between the expected and actual arrival times at the second point P2 is 0 minutes. A difference between the expected and actual arrival times of 0 minutes indicates that the vehicle 40 arrived at the scheduled arrival time. The difference between the expected and actual arrival times at the third point P3 is -9 minutes. A difference between the expected and actual arrival times of -9 minutes indicates that the vehicle 40 arrived 9 minutes later than the scheduled arrival time. The difference between the expected and actual arrival times at the destination point D (vehicle base) is -15 minutes. A difference between the expected and actual arrival times of -15 minutes indicates that the vehicle 40 arrived 15 minutes later than the scheduled arrival time.

[0056] In an embodiment, the predicted / actual arrival difference and other predicted / actual differences are evaluated by the processing device 110 according to the evaluation table 126 shown in FIG. 6. In an embodiment, the predicted / actual difference is evaluated in a plurality of stages. Here, the predicted / actual difference is evaluated in four stages. When the predicted / actual difference is 0 minutes or more, that is, when there is no delay, the predicted / actual difference is evaluated as A. When the predicted / actual difference is -5 minutes or more and less than 0 minutes, that is, when the delay is 5 minutes or less, the predicted / actual difference is evaluated as B. When the predicted / actual difference is -10 minutes or more and less than -5 minutes, that is, when the delay is 10 minutes to less than 5 minutes, the predicted / actual difference is evaluated as C. When the predicted / actual difference is less than -10 minutes, that is, when the delay is greater than 10 minutes, the predicted / actual difference is evaluated as D. The evaluation table 126 is stored in the storage device 12.

[0057] As shown in FIG. 6, in the client terminal 30, the predicted / actual difference of evaluation A is displayed as a blue graphical image. The predicted / actual difference of evaluation B is displayed as a light red graphical image. The predicted / actual difference of evaluation C is displayed as a red graphical image. The predicted / actual difference of evaluation D is displayed as a dark red graphical image. The graphical images are images for visually presenting information not in text but in differences in color, shape, etc. Details of the graphical images will be described later.

[0058] In FIG. 5, the estimated / actual arrival difference at the first point P1 is evaluated as A. Therefore, a blue graphical image is used to display the estimated / actual arrival difference at the first point P1. The estimated / actual arrival difference at the second point P2 is evaluated as A. Therefore, a blue graphical image is used to display the estimated / actual arrival difference at the second point P2. The estimated / actual arrival difference at the third point P3 is evaluated as C. Therefore, a red graphical image is used to display the estimated / actual arrival difference at the third point P3. The estimated / actual arrival difference at the destination point D is evaluated as D. Therefore, a dark red graphical image is used to display the estimated / actual arrival difference at the destination point D. In this way, the estimated / actual arrival difference data 123 is configured to display a graphical image showing four evaluation indexes (A, B, C, D) indicating the degree of the magnitude of the estimated / actual arrival difference in different colors on the client terminal 30, which is a display device.

[0059] 4, the processing device 110 calculates second predicted / actual differences which are departure predicted / actual differences at the starting point S, the first point P1, the second point P2, and the third point P3 included in the travel plan of the vehicle 40. In step S16, the processing device 110 generates departure predicted / actual difference data 124 indicating the calculated second predicted / actual difference.

[0060] Departure predicted / actual difference data 124 shown in Fig. 7 indicates a second predicted / actual difference which is a difference between the scheduled departure time included in the driving plan data 121 shown in Fig. 2 and the actual departure time included in the driving performance data 122 shown in Fig. 3. The second predicted / actual difference is calculated for each of the departure point S, the first point P1, the second point P2, and the third point P3.

[0061] As shown in FIG. 7, the departure planned / actual difference at the departure point S is +10 minutes. The departure planned / actual difference of +10 minutes indicates that the vehicle 40 departed 10 minutes earlier than the scheduled departure time. The departure planned / actual difference at the first point P1 is +5 minutes. The departure planned / actual difference of +5 minutes indicates that the vehicle 40 departed 5 minutes earlier than the scheduled departure time. The departure planned / actual difference at the second point P2 is -5 minutes. The departure planned / actual difference of -5 minutes indicates that the vehicle 40 departed 5 minutes later than the scheduled departure time. The departure planned / actual difference at the third point P3 is -15 minutes. The departure planned / actual difference of -15 minutes indicates that the vehicle 40 departed 15 minutes later than the scheduled departure time.

[0062] In FIG. 7, the estimated departure difference of the departure point S is evaluated as A. Therefore, a blue graphical image is used to display the estimated departure difference of the departure point S. The estimated departure difference of the first point P1 is evaluated as A. Therefore, a blue graphical image is used to display the estimated departure difference of the first point P1. The estimated departure difference of the second point P2 is evaluated as B. Therefore, a light red graphical image is used to display the estimated departure difference of the second point P2. The estimated departure difference of the third point P3 is evaluated as C. Therefore, a red graphical image is used to display the estimated departure difference of the third point P3. In this way, the estimated departure difference data 124 is configured to display a graphical image showing four evaluation indexes (A, B, C, D) indicating the degree of the magnitude of the estimated departure difference in different colors on the client terminal 30, which is a display device.

[0063] 4, the processor 110 calculates a third difference between the estimated and actual travel time between the two points. In step S18, the processor 110 generates travel difference data 125 indicating the calculated third difference between the estimated and actual travel time.

[0064] The travel plan / actual difference data 125 shown in Fig. 8 indicates the planned required time obtained from the travel plan data 121 shown in Fig. 2, the actual required time obtained from the travel record data 122 shown in Fig. 3, the planned / actual difference (travel plan / actual difference) which is the difference between the planned required time and the actual required time, and an evaluation of the travel plan / actual difference. A third planned / actual difference and its evaluation are obtained for each route. The routes here include a first route from the departure point S to the first point P1, a second route from the first point P1 to the second point P2, a third route from the second point P2 to the third point P3, and a fourth route from the third point P3 to the destination point D.

[0065] As shown in FIG. 8, the difference between the planned and actual movement (third planned and actual difference) in the first route (route from S to P1) is 0 minutes, and the evaluation is A. Therefore, a blue graphical image is used to display the difference between the planned and actual movement of the first route. The difference between the planned and actual movement of the second route (route from P1 to P2) is -5 minutes, and the evaluation is B. Therefore, a light red graphical image is used to display the difference between the planned and actual movement of the second route. The difference between the planned and actual movement of the third route (route from P2 to P3) is -4 minutes, and the evaluation is B. Therefore, a light red graphical image is used to display the difference between the planned and actual movement of the third route. The difference between the planned and actual movement of the fourth route (route from P3 to D) is 0 minutes, and the evaluation is A. Therefore, a blue graphical image is used to display the difference between the planned and actual movement of the fourth route. In this way, the movement plan-actual difference data 125 is configured to display, on the client terminal 30, which is a display device, a graphical image showing four evaluation indexes (A, B, C, D) indicating the degree of the magnitude of the movement plan-actual difference in different colors.

[0066] 4, the processing device 110 generates display data including the arrival plan / actual difference data 123, the departure plan / actual difference data 124, and the travel plan / actual difference data 125, and transmits the display data to the client terminal 30 functioning as a display device. In step S20, the processing device 110 transmits the factor data 128 to the client terminal 30. The factor data 128 may be transmitted together with the transmission of the display data, or may be transmitted in response to a request from the client terminal 30 after the transmission of the display data.

[0067] 9 shows an example of a screen 350 that is displayed on the display 340 of the client terminal 30 that has received the display data. The screen 350 is generated in the client terminal 30 in accordance with the display data.

[0068] 9 shows the driving performance together with the difference between the forecast and the actual performance in a Gantt chart 380. That is, the display data is configured to show the driving performance and the difference between the forecast and the actual performance in a Gantt chart 380.

[0069] The screen 350 includes a Gantt chart 380 and a legend 352 for the Gantt chart 380. The Gantt chart 380 includes point markers 400, 400S, 400A, 400B, 400C, and 400D that indicate the travel history of the vehicle 40 indicated by V1 in Fig. 9, the stay times at a starting point S, a first point P1, a second point P2, a third point P3, and a destination point D, and links 410A, 410B, 410C, and 410D that indicate the time required for travel between two points.

[0070] The legend 352 includes an explanation of the point marker 400 and a predicted / actual difference-color correspondence table 353 showing the relationship between the magnitude of the predicted / actual difference and the color. The point marker 400 in the Gantt chart 380 is a screen area showing the starting point S, the first point P1, the second point P2, the third point P3, and the destination point D. As explained about the point marker 400, the point marker 400 in the Gantt chart 380 is a rectangular image (graphical image). The rectangular point marker 400 is divided by a line segment connecting the upper left corner and the lower right corner. The lower left area of ​​the rectangular point marker 400 is a first graphical image 401 showing the predicted / actual arrival difference (first predicted / actual arrival difference). The first graphical image 401 has a color according to the evaluation A, B, C, or D of the predicted / actual arrival difference (first predicted / actual arrival difference). The upper right region of the rectangular point marker 400 is a second graphical image 402 indicating the departure difference (second difference). The second graphical image 402 has a color according to the evaluation A, B, C, or D of the departure difference (second difference).

[0071] The arrival forecast / actual difference (first forecast / actual difference) and departure forecast / actual difference (second forecast / actual difference) are displayed within point markers 400S, 400A, 400B, 400C, and 400D, which are screen areas indicating the departure point S, the first point P1, the second point P2, the third point P3, and the destination point D, allowing the user to distinguish and understand arrival delays and departure delays at each point.

[0072] Each of the point markers 400S, 400A, 400B, 400C, and 400D has a width on the Gantt chart time axis (horizontal axis) according to the length of the actual stay time at each point. By having the point marker 400 have a width according to the length of the actual stay time, the user can visually grasp the stay time at each point. Note that the width of the point marker may be switched from a width according to the actual stay time to a width according to the planned stay time by a user operation.

[0073] 9, point marker 400S indicates the difference between the expected and actual departure time at departure point S. Point marker 400A indicates the difference between the expected and actual arrival time, the expected and actual departure time, and the stay time at a first point P1. Point marker 400B indicates the difference between the expected and actual arrival time, the expected and actual departure time, and the stay time at a second point P2. Point marker 400C indicates the difference between the expected and actual arrival time, the expected and actual departure time, and the stay time at a third point P3. Point marker 400D indicates the difference between the expected and actual arrival time at destination point D.

[0074] The links 410A, 410B, 410C, and 410D are third graphical images showing the difference between the planned and actual movement (third planned and actual difference). The third graphical image has a color corresponding to the evaluation A, B, C, or D of the difference between the planned and actual movement (third planned and actual difference). The links 410A, 410B, 410C, and 410D have a width on the Gantt chart time axis (horizontal axis) corresponding to the length of the actual required time of the movement of each of the first route to the fourth route. Since the links 410A, 410B, 410C, and 410D, which are the third graphical images, have a width corresponding to the length of the actual required time, the user can visually grasp the required time of each route. In addition, since the difference between the planned and actual required time is shown by a difference in color, the difference between the planned and actual required time can be visually grasped. The width of the link may be switched from the width corresponding to the actual required time to the width corresponding to the scheduled required time by a user operation.

[0075] In Fig. 9, link 410A shows the difference between planned and actual travel and the required time for the first route (route from S to P1). Link 410B shows the difference between planned and actual travel and the required time for the second route (route from P1 to P2). Link 410C shows the difference between planned and actual travel and the required time for the third route (route from P2 to P3). Link 410D shows the difference between planned and actual travel and the required time for the fourth route (route from P3 to D).

[0076] According to the Gantt chart 380 of the embodiment, the user can easily distinguish and grasp delays during travel and delays during stay at a location. Therefore, the user can easily determine whether the cause of the delay is during travel between delivery destinations (locations) or during work at the delivery destination. In addition, even if there are multiple delivery destinations in succession, the user can easily grasp the trend of the delay (increase, maintenance, or decrease).

[0077] Fig. 10 shows another example of the screen 350. The screen 350 shown in Fig. 10 is displayed on the display 340 of the client terminal 30 together with the screen 350 shown in Fig. 9 or in place of the screen 350 shown in Fig. 9.

[0078] The screen 350 shown in Fig. 10 includes a map display 390 including a driving route of the vehicle 40, and a legend 352. The map display 390 shows a map in a geographical range including a starting point S, a first point P1, a second point P2, a third point P3, and a destination point D included in the driving route. In the screen 350 shown in Fig. 10, point markers 400SD, 400A, 400B, and 400C are respectively placed at the positions of the starting point S, the first point P1, the second point P2, the third point P3, and the destination point D on the map display 390. On the map, the point markers 400SD, 400A, 400B, and 400C are connected by linear links 410A, 410B, 410C, and 410D. In the example of FIG. 10, the display data is configured to show the location markers 400SD, 400A, 400B, 400C and the links 410A, 410B, 410C, 410D on the map. The display data may include at least one of the arrival plan-actual difference data 123, the departure plan-actual difference data 124, and the travel plan-actual difference data 126, and may include various data other than these data. For example, the display data may be data for screen display including image data of a Gantt chart or a map. The device that generates the data for screen display may be the processing device 110 provided in the driving management device 10, or the processing device 310 provided in the client terminal 310.

[0079] The legend 352 includes an explanation of the point marker 400 and a predicted / actual difference-color correspondence table 353 showing the relationship between the magnitude of the predicted / actual difference and the color. The point marker 400 in the map display 390 is a screen area showing the starting point S, the first point P1, the second point P2, the third point P3, and the destination point D.

[0080] As explained in the explanation of the point marker 400 in FIG. 10, the point marker 400 in the map display 390 is a circular image (graphical image). The circular point marker 400 is divided into an inner region and an outer region. The inner region of the point marker 400 is a first graphical image 401 indicating the difference between the expected and actual arrival time (first expected and actual difference). The first graphical image 401 has a color corresponding to the evaluation A, B, C, or D of the difference between the expected and actual arrival time (first expected and actual difference). The outer region of the circular point marker 400 is a second graphical image 402 indicating the difference between the expected and actual departure time. The second graphical image 402 has a color corresponding to the evaluation A, B, C, or D of the difference between the expected and actual departure time (second expected and actual difference).

[0081] The arrival forecast / actual difference (first forecast / actual difference) and departure forecast / actual difference (second forecast / actual difference) are displayed within point markers 400SD, 400A, 400B, 400C, which are screen areas indicating the departure point S, the first point P1, the second point P2, the third point P3, and the destination point D, allowing the user to distinguish and understand the arrival delays and departure delays at each point.

[0082] In Fig. 10, point marker 400SD indicates the difference between the expected and actual departure time at a vehicle base point. Point marker 400A indicates the difference between the expected and actual arrival time and the difference between the expected and actual departure time at a first point P1. Point marker 400B indicates the difference between the expected and actual arrival time and the difference between the expected and actual departure time at a second point P2. Point marker 400C indicates the difference between the expected and actual arrival time and the difference between the expected and actual departure time at a third point P3. Point marker 400SD indicates the difference between the expected and actual arrival time at a destination point D. The length of stay at each point may be indicated by the diameter of the circular point marker.

[0083] Links 410A, 410B, 410C, and 410D are third graphical images showing the difference between the planned and actual movement (third planned and actual difference). The third graphical images have colors corresponding to the evaluations A, B, C, and D of the difference between the planned and actual movement (third planned and actual difference). Links 410A, 410B, 410C, and 410D, which are third graphical images, show the difference between the planned and actual required time by different colors, so that the user can visually grasp the difference between the planned and actual required time.

[0084] According to the map display 390 of the embodiment, the user can easily distinguish and grasp delays during travel from delays during stays at points. Therefore, the user can easily determine whether the cause of the delay is during travel between delivery destinations (points) or during work at the delivery destination. In addition, even if there are multiple delivery destinations in succession, the user can easily grasp the trend of the delay (increase, maintenance, or decrease).

[0085] In FIG. 10, link 410A indicates the difference between planned and actual travel for the first route (route from S to P1). Link 410B indicates the difference between planned and actual travel for the second route (route from P1 to P2). Link 410C indicates the difference between planned and actual travel for the third route (route from P2 to P3). Link 410D indicates the difference between planned and actual travel for the fourth route (route from P3 to D). The length of time required for each route may be indicated by the link width.

[0086] 10 also displays driver information 354, traffic congestion information 355, and weather information 356. The driver information 354, traffic congestion information 355, and weather information 356 are displayed according to the factor data 128 transmitted from the driving management device 10. Since the driver information 354, traffic congestion information 355, and weather information 356 are factors that affect the driving performance of the vehicle 40, the user can perform a more detailed analysis of the points by referring to the point markers and links while referring to the driver information 354, traffic congestion information 355, and weather information 356.

[0087] Here, assume that the user places the mouse pointer 360A on the point marker 400SD or clicks or taps on the point marker 400SD as shown in FIG. 11 by user operation on the client terminal 30. Then, a balloon display 370A showing information on the point marker 400SD appears on the screen 350. The balloon display 370A shows, for example, the scheduled departure time, the actual departure time, the scheduled arrival time, and the actual arrival time. The same is true for the other point markers. For example, when the user places the mouse pointer 360B on the point marker 400A, a balloon display 370B showing the scheduled arrival time, the actual arrival time, the scheduled departure time, and the actual departure time at the first point P1 appears on the screen 350. In this way, by displaying each time as a number, the user can grasp the exact time.

[0088] Next, assume that the user places the mouse pointer 360C on any link, for example, the link 410B, or clicks or taps the link 410B, as shown in FIG. 12, by user operation on the client terminal 30. Then, a balloon display 370C showing information at that position appears on the screen 350. The balloon display 370C shows, for example, an actual time included in the time period when the vehicle 40 traveled the second route (route from P1 to P2) corresponding to the link 410B. In other words, the user operation using the mouse pointer 360 or the like is an operation for obtaining a time (specified time) included in the time period when the vehicle 40 moved from the first point P1 to the second point P2. Such a user operation is accepted by the processing device 110 of the driving management device 10 as a designation of a time (specified time). The processing device 110 displays the specified time (actual time 10:42) as the balloon display 370C on the screen 350, and generates factor data such as traffic congestion information at the specified time. When the generated cause data includes congestion information, a congestion display 357A showing congestion locations is displayed on a map display 390 on a screen 350 of the client terminal 30. This congestion display 357A is congestion information at time 10:42. In other words, the congestion display 357 shows congestion information during travel along the second route.

[0089] 13, when the user places mouse pointer 360D on another link 410C, balloon display 370C indicating the actual time (11:46) at that position appears on screen 350. Balloon display 370D indicates the actual time included in the time period when vehicle 40 traveled the third route (route from P2 to P3) corresponding to link 410C. In this case, congestion display 357B indicating congestion information at time 11:46 is displayed on screen 350.

[0090] Factor data such as traffic congestion information may change depending on the time, but according to the embodiment, factor data according to a time specified by the user is displayed, making it easier for the user to analyze the relationship between delays and their factors.

[0091] Fig. 14 shows another display example of links 410A, 410B, 410C, and 420D connecting two points. In Fig. 14, a link 410B connecting a first point P1 and a second point P2 is shown as an example. This link 410B is divided into a plurality of small sections 411B, 412B, 413B, and 414B. Then, a difference between the planned and actual movement is calculated for each small section, and a color according to the difference between the planned and actual movement is displayed for each small section. By displaying in this way, a change in the difference between the planned and actual movement (third difference between the planned and actual movement) occurring during the movement from the first point P1 to the second point P2 can be shown by color.

[0092] [Note]

[0093] It should be noted that the embodiments disclosed herein are illustrative and not restrictive in all respects. The scope of the present invention is defined by the claims, not by the above meaning, and is intended to include the equivalent meaning of the claims and all modifications within the scope. [Explanation of symbols]

[0094] 1 Driving management system, 10 Driving management device, 12 Storage device, 20 Network, 30 Client terminal, 40 Vehicle, 110 Processing device, 111 Driving plan creation processing, 113 Analysis processing, 120 Storage device, 121 Driving plan data, 122 Driving performance data, 123 Arrival forecast / actual difference data, 124 Departure forecast / actual difference data, 125 Travel forecast / actual difference data, 126 Evaluation table, 128 Factor data, 130 Communication interface, 140 Computer program, 310 Processing device, 311 Driving management processing, 320 Storage device, 321 Driving management application computer program, 330 Input device, 340 Display, 350 Screen, 352 Legend, 353 Color correspondence table, 354 Driver information, 355 Traffic jam information, 356 Weather information, 357 Traffic jam display, 357A Traffic jam display, 357B Traffic jam display, 360 Mouse pointer, 360A Mouse pointer, 360B Mouse pointer, 360C Mouse pointer, 360D Mouse pointer, 370A Balloon display, 370B Balloon display, 370C Balloon display, 370D Balloon display, 380 Gantt chart, 390 Map display, 400 Point marker, 400A Point marker, 400B Point marker, 400C Point marker, 400D Point marker, 400S Point marker, 400SD Point marker, 401 First graphical image, 402 Second graphical image, 410A Link, 410B Link, 410C Link, 410D Link, 411B Section, 412B Section, 413B Section, 414B Section, 420D Link, D Destination point, P1 First point, P2 Point 2, P3 Point 3, S Starting point

Claims

1. A vehicle running management method, comprising: A processing device acquires travel plan data for the vehicle and travel record data including a travel record of the vehicle that has traveled a travel route included in the travel plan data; a step of generating arrival prediction / actual difference data indicating a first prediction / actual difference which is a difference between a time when the vehicle is scheduled to arrive at one or more waypoints on the travel route and a time when the vehicle has arrived at the one or more waypoints, or a difference between a time when the vehicle is scheduled to arrive at a destination point on the travel route and a time when the vehicle has arrived at the destination point, based on the travel plan data and the travel record data; a step of generating departure predicted / actual difference data indicating a second predicted / actual difference, which is a difference between a time when the vehicle is scheduled to depart from a departure point on the travel route and a time when the vehicle departs from the departure point, or a difference between a time when the vehicle is scheduled to depart from the one or more waypoints and a time when the vehicle departs from the one or more waypoints, based on the travel plan data and the travel record data; generating display data including the arrival forecast / actual difference data and the departure forecast / actual difference data; Equipped with The travel plan data includes a time when the vehicle is scheduled to depart from the starting point and the one or more waypoints, and a time when the vehicle is scheduled to arrive at the one or more waypoints and the destination point, The travel history data includes a time when the vehicle departs from the starting point and the one or more waypoints, and a time when the vehicle arrives at the one or more waypoints and the destination point. Travel management method.

2. The arrival forecast-actual difference data includes a first graphical image showing the first forecast-actual difference without using letters and numbers, and the first graphical image is displayed on a screen of a display device. The travel management method according to claim 1.

3. the starting predicted / actual difference data includes a second graphical image showing the second predicted / actual difference without using letters and numbers, and the second graphical image is displayed on a screen of a display device. The travel management method according to claim 1 or 2.

4. if the first difference is a difference between a time that the vehicle is scheduled to arrive at the one or more waypoints and a time that the vehicle arrives at the one or more waypoints, the first graphical image is displayed on the screen within an area that represents the waypoints; If the first difference is the difference between a time that the vehicle is scheduled to arrive at the destination point and a time that the vehicle arrives at the destination point, the first graphical image is displayed on the screen within an area that indicates the destination point. The travel management method according to claim 2.

5. if the second difference is a difference between a time when the vehicle is scheduled to depart the departure point and a time when the vehicle departs the departure point, the second graphical image is displayed on the screen within an area indicating the departure point; If the second difference is a difference between a time when the vehicle is scheduled to depart the one or more waypoints and a time when the vehicle departs the one or more waypoints, the second graphical image is displayed on the screen in an area showing the waypoints. The travel management method according to claim 3.

6. The screen has a display of a map including the driving route. The travel management method according to claim 4 or 5.

7. The display data further includes travel-planned-actual difference data indicating a travel-planned-actual difference that is a difference between a planned time required for the vehicle to travel along the travel route between two points among the starting point, the one or more waypoints, and the destination point, and a time required for the vehicle to travel along the travel route between the two points. The travel management method according to any one of claims 1 to 6.

8. The section between the two points is divided into a plurality of small sections, The display data further includes data indicating, for each of the small sections, a difference between a planned time required for the vehicle to travel through the small section along the travel route and a time required for the vehicle to travel through the small section along the travel route. The travel management method according to claim 7.

9. The method further includes a step of transmitting, by the processing device, cause data indicating a cause that caused the first predicted / actual difference or the second predicted / actual difference to a display device on which the first predicted / actual difference or the second predicted / actual difference is displayed. The travel management method according to any one of claims 1 to 8.

10. a step of receiving, by the processing device, a designation of a time included in a time period during which the vehicle has traveled; a step of transmitting, by the processing device, factor data indicating a factor that caused the movement plan-actual difference at the designated time to a display device on which the first plan-actual difference or the second plan-actual difference is displayed; The travel management method according to claim 7 or 8, further comprising:

11. A vehicle running management device Memory, A processor that reads the computer program stored in the memory and executes a vehicle running management method; Equipped with The vehicle running management method includes: acquiring driving plan data for the vehicle and driving record data including a driving record of the vehicle that has traveled along a driving route included in the driving plan data; generating arrival prediction / actual difference data indicating a first prediction / actual difference that is a difference between a time when the vehicle is scheduled to arrive at one or more waypoints on the travel route and a time when the vehicle has arrived at the one or more waypoints, or a difference between a time when the vehicle is scheduled to arrive at a destination point on the travel route and a time when the vehicle has arrived at the destination point, based on the travel plan data and the travel record data; generating departure predicted / actual difference data indicating a second predicted / actual difference, which is a difference between a time when the vehicle is scheduled to depart from a departure point on the travel route and a time when the vehicle departs from the departure point, or a difference between a time when the vehicle is scheduled to depart from the one or more waypoints and a time when the vehicle departs from the one or more waypoints, based on the travel plan data and the travel record data; generating display data including the arrival forecast / actual difference data and the departure forecast / actual difference data; Including, The travel plan data includes a time when the vehicle is scheduled to depart from the starting point and the one or more waypoints, and a time when the vehicle is scheduled to arrive at the one or more waypoints and the destination point, The travel history data includes a time when the vehicle departs from the starting point and the one or more waypoints, and a time when the vehicle arrives at the one or more waypoints and the destination point. Driving management device.

12. A computer program for causing a computer to execute an analysis process, The analysis process includes: Acquiring travel plan data for a vehicle and travel record data including a travel record of the vehicle that has traveled along a travel route included in the travel plan data; generating arrival prediction / actual difference data indicating a first prediction / actual difference that is a difference between a time when the vehicle is scheduled to arrive at one or more waypoints on the travel route and a time when the vehicle has arrived at the one or more waypoints, or a difference between a time when the vehicle is scheduled to arrive at a destination point on the travel route and a time when the vehicle has arrived at the destination point, based on the travel plan data and the travel record data; Transmitting departure predicted / actual difference data indicating a second predicted / actual difference, which is a difference between a time when the vehicle is scheduled to depart from a departure point on the travel route and a time when the vehicle departs from the departure point, or a difference between a time when the vehicle is scheduled to depart from the one or more waypoints and a time when the vehicle departs from the one or more waypoints, based on the travel plan data and the travel record data; generating display data including the arrival forecast / actual difference data and the departure forecast / actual difference data; Equipped with The travel plan data includes a time when the vehicle is scheduled to depart from the starting point and the one or more waypoints, and a time when the vehicle is scheduled to arrive at the one or more waypoints and the destination point, The travel history data includes a time when the vehicle departs from the starting point and the one or more waypoints, and a time when the vehicle arrives at the one or more waypoints and the destination point. Computer program.

Images