Traffic management system

Abstract

To provide an operation management system that can calculate departure times for a plurality of mobilities with a same destination in order to reduce a difference between arrival times while considering maneuverability.SOLUTION: The present invention comprises: a group storage unit 13 that stores a designated mobility group composed of a plurality of mobilities all having a same destination; a speed calculation unit 16 that calculates a travel speed of each mobility on the basis of, the maneuverability stored in a performance storage unit 12; a travel time calculation unit 17 that calculates a travel time required from a departure place to the destination on the basis of, a travel route, a travel distance, and a travel speed; and an operation time calculation unit 19 that calculates a departure time on the basis of, the travel route, the travel time, and predetermined conditions so that a maximum arrival time difference becomes equal to or less than a predetermined arrival threshold time, the maximum arrival time difference being a difference between the arrival time of the mobility arriving at the destination first, of the mobilities in the designated mobility group, and the arrival time of the mobility arriving at the destination last.SELECTED DRAWING: Figure 1

Description

[Technical Field]

[0001] The present invention relates to a traffic control system. [Background technology]

[0002] As a technology related to the scheduled operation of a self-propelled control device, for example, Patent Publication No. 2014-99687 discloses a technology that calculates the travel time of a self-propelled control device by referring to map information and determines the departure time to reach a controllable position by the control time. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Laid-Open No. 2014-99687 Summary of the Invention [Problem to be solved by the invention]

[0004] For example, when multiple mobilities are used to transport the necessary luggage and workers from different locations to a work site that requires multiple luggage and workers, it is preferable from the perspective of work efficiency that the arrival times of these mobilities at the work site be approximately the same. For example, if work cannot begin until all the necessary luggage and workers are present, the luggage and workers of the mobility that arrives first will wait until all the luggage and workers of all the mobility have arrived. By aligning the arrival times of all the mobility, work can be started efficiently after arrival. However, in reality, mobility often differs in terms of individual maneuverability and weight.

[0005] An object of the present invention is to provide an operation management system that can calculate the departure times of multiple mobility vehicles with the same destination so that the difference in arrival times is small, taking into account at least the vehicle's mobility performance. [Means for solving the problem]

[0006] The operation management system of the present invention includes a route calculation unit that calculates a travel route and travel distance of a mobility vehicle based on map data, a departure point, and a destination, and a plurality of types of mobility vehicles. However, different types of mobility The system comprises a performance memory unit that stores driving performance, a group memory unit that stores designated mobility groups consisting of multiple mobility vehicles that all have the same destination but at least some of whose departure points differ, a speed calculation unit that calculates the travel speed of each mobility vehicle in the designated mobility group based on the driving performance of the mobility vehicles stored in the performance memory unit, a travel time calculation unit that calculates the travel time required for each mobility vehicle in the designated mobility group from the departure point to the destination based on the travel route, the travel distance, and the travel speed, a condition memory unit that stores specified conditions related to the calculation of the departure time of the mobility vehicles, and an operation time calculation unit that calculates the departure time of each mobility vehicle in the designated mobility group based on the travel route, the travel time, and the specified conditions so that the maximum arrival time difference, which is the difference between the arrival time of the mobility vehicle that arrives at the destination first and the arrival time of the mobility vehicle that arrives at the destination last, among the mobility vehicles in the designated mobility group, is less than a specified arrival threshold time. [Effects of the Invention]

[0007] According to the present invention, for each mobility having the same destination, a departure time is calculated taking into account driving performance so that the maximum arrival time difference is equal to or less than the arrival threshold time. By setting the arrival threshold time to a small value, a departure time is calculated that reduces the maximum arrival time difference. In other words, the waiting time for work at the destination is reduced. Thus, according to the present invention, for multiple mobility having the same destination, each departure time can be calculated taking into account at least driving performance so that the difference in arrival time is small. [Brief explanation of the drawings]

[0008] [Figure 1] 1 is a configuration diagram of an operation management system according to an embodiment of the present invention; [Figure 2] 10 is an example of a registered vehicle model in specific example 1 of the present embodiment. [Figure 3] 10 is a diagram illustrating an example of a calculation result in specific example 1 of the present embodiment. [Figure 4] 10 is a diagram illustrating an example of a calculation result in specific example 2 of the present embodiment. [Figure 5] 10 is a diagram illustrating an example of a calculation result in a specific example 3 of the present embodiment. [Figure 6] 10 is a diagram illustrating an example of a calculation result in a fourth specific example of the present embodiment. [Figure 7] 10 is another example of the calculation result in Concrete Example 4 of the present embodiment. DETAILED DESCRIPTION OF THE INVENTION

[0009] Hereinafter, as a mode for carrying out the present invention, a traffic control system 1, which is one embodiment of the present invention, will be described in detail with reference to the drawings. In addition to the following example, the present invention can be carried out in various forms with various modifications and improvements based on the knowledge of those skilled in the art. In addition, in the description, various settings are made according to appropriate user operations.

[0010] The traffic control system 1 of this embodiment is configured by a computer including a CPU, memory, etc. The traffic control system 1 is configured to be able to communicate with other user terminals 9 via a communication network. The traffic control system 1 transmits the calculation results of a running time calculation unit 19 (described later) to the user terminal 9 via the communication network (e.g., the Internet).

[0011] As shown in FIG. 1, the operation management system 1 has, as its functions, a route calculation unit 11, a performance memory unit 12, a group memory unit 13, a target transport volume memory unit 14, a load capacity memory unit 15, a speed calculation unit 16, a running time calculation unit 17, a condition memory unit 18, and an operation time calculation unit 19.

[0012] The route calculation unit 11 calculates the travel route and travel distance of a vehicle serving as mobility based on map data, a departure point, and a destination. The map data is stored in a memory or the like. The departure point is set in advance by the user for each vehicle. The departure point may be set based on GPS data (vehicle position data) corresponding to each vehicle, for example. The destination is set in advance by the user for each vehicle or collectively.

[0013] The route calculation unit 11 calculates a travel route and travel distance according to initial calculation settings or user calculation settings (for example, calculation of the shortest route, calculation of a route with a road width equal to or greater than a predetermined value, priority on expressways, priority on ordinary roads, etc.). Note that various settings can be displayed and edited on the display by operating the user's input means (for example, a keyboard, a mouse, a touch panel display, etc.).

[0014] The performance storage unit 12 stores the driving performance, maximum load capacity, and maximum number of occupants of a plurality of types of vehicles. The performance storage unit 12 stores in advance, for each vehicle type, driving performance (for example, average traveling speed, acceleration performance, etc.), maximum load capacity (upper limit), and maximum number of occupants (upper limit). For example, the driving performance and maximum load capacity differ between passenger cars, large trucks, and large dump trucks with tire diameters of 2 meters or more. In the various calculations below, the cargo load capacity is calculated within a range that does not exceed the maximum load capacity, and the number of occupants is calculated within a range that does not exceed the maximum number of occupants.

[0015] The group storage unit 13 stores a designated mobility group consisting of multiple vehicles that all have the same destination and at least some of their departure points are different. The designated mobility group is set in advance by the user. The destinations of the multiple vehicles belonging to the designated mobility group are all the same. The departure points of the multiple vehicles belonging to the designated mobility group may be different from one another, or may only be partially different. For example, in the designated mobility group, the destination of the first vehicle is point Z and the departure point is point A, and the destination of the second vehicle is point Z and the departure point is point B.

[0016] The target transfer amount storage unit 14 stores a target transfer amount, which is a target value for the total amount of luggage to be transferred when all vehicles in the specified mobility group travel from the departure point to the destination. The target transfer amount can be set to any value by the user, and is set to, for example, the amount of luggage that can be loaded at a work site so that work can begin. The target transfer amount storage unit 14 may also store the total number of occupants required.

[0017] The load capacity storage unit 15 stores, for each vehicle in the designated mobility group, a luggage load capacity set within a range not exceeding the maximum load capacity and a number of occupants set within a range not exceeding the maximum number of occupants so as to achieve the target transfer amount. That is, the luggage load capacity and number of occupants to be carried in each vehicle are set in the load capacity storage unit 15, for example, by initial setting values or user input. The load capacity storage unit 15 can be said to be a part that stores various numerical values (load capacity, etc.) used in calculations. As will be described later, the luggage load capacity, etc. of each vehicle stored in the load capacity storage unit 15 are updated based on the calculation results of the operation time calculation unit 19.

[0018] The speed calculation unit 16 calculates the travel speed of each vehicle in the designated mobility group based on the vehicle dynamics performance stored in the performance storage unit 12 and the information on the load capacity and number of occupants stored in the load capacity storage unit 15. The speed calculation unit 16 calculates the average travel speed (average vehicle speed) for an expected vehicle weight, for example, based on the average travel speed (average vehicle speed) for the average load capacity and average number of occupants as vehicle dynamics performance, and information on the load capacity and number of occupants of the luggage to be carried. In this way, the speed calculation unit 16 calculates the average vehicle speed (travel speed) of a vehicle that can travel stably at that total weight, for example, based on the expected total weight of the vehicle (for example, the total weight including the weight of the vehicle body, the weight of the luggage, and the weight of the occupants) and the initially set vehicle dynamics performance (which may be, for example, acceleration performance).

[0019] The travel time calculation unit 17 calculates the travel time required for each vehicle in the designated mobility group to travel from the departure point to the destination based on the travel route, travel distance, and travel speed. The travel time calculation unit 17 can calculate the time required for travel based on the travel distance and travel speed. In addition, the travel time calculation unit 17 can acquire at least one piece of information (road condition information) from the calculated travel route and map data (which may be, for example, accumulated data), such as road width, whether or not overtaking is possible, road type (e.g., ordinary road, expressway), whether or not there is traffic congestion, and road surface conditions (e.g., whether or not the road is rough). Based on this road condition information, the travel time calculation unit 17 adjusts the time required for travel and calculates it as the travel time.

[0020] The condition storage unit 18 stores predetermined conditions related to the calculation of the departure times of the vehicles. The predetermined conditions (which can also be called calculation conditions) are, for example, "calculation of a pattern in which all vehicles (all mobility) arrive at the destination earliest," "calculation of a pattern in which one vehicle (or multiple vehicles) departs from the departure point first after a predetermined time from the present," or "calculation of a pattern in which one vehicle departs from the departure point first after a predetermined time from the present and all vehicles arrive at the destination earliest," etc. The predetermined time may be set, for example, in minutes, to 0 minutes or more. The predetermined conditions are set, for example, by the user.

[0021] The predetermined condition may also be a condition corresponding to the user's input time. For example, the predetermined condition may be, based on the user's input time, "calculating a pattern in which the arrival time of the nth (n = natural number) vehicle to arrive at the destination is the user's input time," "calculating a pattern in which the departure time of the nth (n = natural number) vehicle departing from the departure point is the user's input time," or "calculating a pattern in which the user's input time is after the arrival time of the first vehicle to arrive at the destination and before the arrival time of the last vehicle to arrive at the destination." n = 1 means "first," and n = maximum value (number of groups) means "last."

[0022] Under a predetermined condition, the nth arriving or departing vehicle may be selected (specified) by the user. The predetermined condition may also be, for example, "calculating a pattern in which the user's input time is the arrival time at the destination (or departure time from the departure point) of a vehicle selected by the user from the specified mobility group." The predetermined condition can be set arbitrarily.

[0023] The travel time calculation unit 19 calculates the departure time of each vehicle in the designated mobility group based on the travel route, travel time, and predetermined conditions so that the maximum arrival time difference, which is the difference between the arrival time of the first vehicle to arrive at the destination and the arrival time of the last vehicle to arrive at the destination, among the vehicles in the designated mobility group, is equal to or less than a predetermined arrival threshold time. Note that the travel route may be the same or different for each vehicle, and the travel route is taken into consideration in the calculation along with whether or not overtaking is possible.

[0024] According to this embodiment, for each vehicle with the same destination, the departure time is calculated so that the maximum arrival time difference is equal to or less than the arrival threshold time, taking into consideration at least the maneuverability, in this embodiment, the maneuverability and the load capacity. As a result, by setting the arrival threshold time to a small value, a departure time is calculated that reduces the maximum arrival time difference. In other words, the waiting time for work at the destination is reduced. In this way, according to this embodiment, for multiple mobilities with the same destination, the departure times can be calculated so that the difference in arrival time is small, taking into consideration the maneuverability and the like.

[0025] (Example 1) As shown in FIG. 2, four vehicles 21, 22, 23, and 24 are registered in the group storage unit 13 as a designated mobility group with point Z as a common destination. Each of the vehicles 21 to 23 is a small freight vehicle (hereinafter referred to as a "pickup truck") capable of off-road driving and equipped with a deck space for carrying luggage. The vehicle 24 is a medium-sized truck that is larger than a pickup truck but smaller than a large dump truck. The performance storage unit 12 stores the driving performance of each vehicle type (here, pickup truck, medium-sized truck, and large dump truck). Each of the vehicles 21 to 24 is an autonomously driven vehicle, and travels either autonomously or manually.

[0026] In the following explanation of the specific examples, the cargo load is represented as large, medium, or small, and the average vehicle speed is represented as high, medium, or low. Regarding the maneuverability performance of each vehicle type, when the average vehicle speed is represented when there is one occupant and the load is small, pickup trucks have a high speed, medium trucks have a high speed, and large dump trucks have a low speed. When the vehicle types are arranged in descending order of maximum load capacity, they are large dump trucks, medium trucks, and pickup trucks. In addition, the travel time calculation unit 19 prioritizes changes in the cargo load over changes in the number of occupants in its calculations. In the following specific examples, the number of occupants is treated as fixed, except for the modified example of specific example 4.

[0027] As shown in FIG. 3, the settings for vehicle 21 are that the departure point is point A, the luggage load is large, and the number of occupants is one. The settings for vehicle 22 are that the departure point is point B, the luggage load is medium, and the number of occupants is one. The settings for vehicle 23 are that the departure point is point C, the luggage load is small, and the number of occupants is one. The settings for vehicle 24 are that the departure point is point D, the luggage load is large, and the number of occupants is one.

[0028] Since vehicles 21 to 23 have the same driving performance and each has a fixed number of occupants of one, the average vehicle speed decreases as the load of luggage increases. That is, according to the calculation by speed calculation unit 16, the average vehicle speed of vehicle 21 is low, the average vehicle speed of vehicle 22 is medium, and the average vehicle speed of vehicle 23 is high. Furthermore, the average vehicle speed of vehicle 24 is medium. Travel time calculation unit 17 calculates the travel time of each vehicle 21 to 24 based on the travel route, travel distance, and average vehicle speed. Condition storage unit 18 stores, as a predetermined condition, "calculation of a pattern in which the arrival time of the last vehicle to arrive at the destination is the time input by the user (X hours, Y minutes)." Furthermore, in operation time calculation unit 19, the arrival threshold time is set to 0.

[0029] In specific example 1, the travel time calculation unit 19 calculates the departure time of each vehicle based on the travel time of each vehicle 21-24 and predetermined conditions so that the maximum arrival time difference is 0 (arrival threshold time = 0). More specifically, in specific example 1, for each vehicle, an average vehicle speed is calculated according to the maneuverability and total weight, and the travel time is calculated based on the average vehicle speed, travel route, and travel distance. Then, the departure time of each vehicle is calculated so as to satisfy the predetermined conditions and the condition of being equal to or less than the arrival threshold time.

[0030] Information on the calculation results is sent to, for example, a user terminal 9 (e.g., a tablet terminal, a mobile terminal, a display device in the vehicle, or a computer) located at the departure point of each vehicle 21-24 or carried by a person in charge of each vehicle 21-24. This reduces the waiting time from arrival at the destination until work begins at the destination, and by determining the departure time, it is also possible to effectively utilize the time until the departure time at each departure point. Although multiple patterns (combinations) can be calculated for calculating the departure time, one pattern may be determined based on other narrowing rules or user selection.

[0031] (Example 2) The designated mobility group in Specific Example 2 is composed of the same four vehicles 21 to 24 as in Specific Example 1. The predetermined conditions are also the same as in Specific Example 1. The travel time calculation unit 19 in Specific Example 2 calculates the load capacity (and number of occupants) for each vehicle in the designated mobility group so that the maximum departure time difference, which is the difference between the departure time of the first vehicle to depart from the departure point and the departure time of the last vehicle to depart from the departure point, is equal to or less than a predetermined departure threshold time and so that the target transfer amount is achieved, and stores the calculation result in the load capacity storage unit 15 and reflects it in the calculation of the departure time. Furthermore, the travel time calculation unit 19 in Specific Example 2 calculates the load capacity (and number of occupants) for each mobility in the designated mobility group so that the target transfer amount is achieved and the maximum arrival time difference is minimized (0), and stores the calculation result in the load capacity storage unit 15 and reflects it in the calculation of the departure time.

[0032] As described above, the operation time calculation unit 19 of the second specific example calculates the luggage load (and number of occupants) of each vehicle so that the maximum arrival time difference is zero and the maximum departure time difference is equal to or less than the departure threshold time. According to this calculation, as shown in FIG. 4, the luggage load of vehicle 21 is changed from heavy to medium, and the luggage load of vehicle 23 is changed from light to medium. As a result, the average vehicle speed of vehicle 21 changes from low to medium, and the average vehicle speed of vehicle 23 changes from high to medium. By changing the average vehicle speed, the travel time and departure time are changed, and the maximum departure time difference becomes smaller than in the first specific example and is equal to or less than the departure threshold time. The calculation result is transmitted to the user terminal 9. According to the second specific example, it is possible to equalize the work time at each departure point. In the calculation, multiple patterns (combinations) of luggage load and departure time can be calculated, but one pattern may be determined from the multiple calculated patterns based on other filtering conditions, user selection, etc.

[0033] (Example 3) The specified mobility group in Example 3 is composed of the same four vehicles 21 to 24 as in Example 1. The predetermined condition in Example 3 is "calculation of a pattern in which the user's input time (X hours, Y minutes) is after the arrival time of the first vehicle to arrive at the destination and before the arrival time of the last vehicle to arrive at the destination."

[0034] The operation time calculation unit 19 of specific example 3 calculates the load capacity of luggage (and the number of occupants) for each vehicle of the designated mobility group so that the maximum departure time difference is equal to or less than the departure threshold time and so that the target transfer amount is achieved, stores the calculation result in the load capacity memory unit 15, and reflects it in the calculation of the departure time. In addition, the operation time calculation unit 19 calculates the load capacity of luggage (and the number of occupants) for each vehicle of the designated mobility group so that the maximum arrival time difference is smaller than the maximum departure time difference, stores the calculation result in the load capacity memory unit 15, and reflects it in the calculation of the departure time.

[0035] In specific example 3, as shown in FIG. 5, the maximum arrival time difference does not necessarily have to be 0, and the luggage load and departure time of each vehicle are calculated so that the maximum arrival time difference is smaller than the maximum departure time difference (maximum arrival time difference<maximum departure time difference). In other words, in this calculation, some difference in arrival time is allowed, and priority is given to relatively shorter arrival times. In the calculation, multiple patterns (combinations) of luggage load and departure time can be calculated, but one pattern can be determined from the multiple calculated patterns based on other narrowing conditions, user selection, etc.

[0036] (Example 4) The designated mobility group in Specific Example 4 is made up of the same four vehicles 21 to 24 as in Specific Example 1. In Specific Example 4, the driving route is common (for example, a single road), and overtaking (passing) is not permitted. The order of distance from point Z (destination) is point A, point B, point C, and point D. The predetermined condition in Specific Example 4 is "calculation of the pattern in which all vehicles arrive at the destination earliest."

[0037] In specific example 4, for two or more vehicles in the designated mobility group that have the same travel route and that include a section of the travel route where overtaking is not possible, the travel time calculation unit 19 calculates the load capacity (and number of occupants) of each vehicle 21-24 so that one vehicle does not overtake the other vehicles, stores the calculation result in the load capacity storage unit 15, and reflects it in the calculation of the departure time. In addition to calculating the load capacity (and number of occupants), the travel time calculation unit 19 calculates the departure time of each vehicle 21-24 so that the maximum arrival time difference is equal to or less than the arrival threshold time.

[0038] As shown in Figure 6, according to the calculation of specific example 4, vehicle 21 has a small load, one occupant, and an average vehicle speed of "high," vehicle 22 has a small load, one occupant, and an average vehicle speed of "high," vehicle 23 has a medium load, one occupant, and an average vehicle speed of "medium," and vehicle 24 has a large load, two occupants, and an average vehicle speed of "low." The maximum departure time difference is less than the departure threshold time, and the maximum arrival time difference is less than the arrival threshold time. This eliminates time wasted by high-speed vehicles catching up with slower-speed vehicles.

[0039] (Modification of Specific Example 4) Furthermore, the calculation result of the average vehicle speed in Specific Example 4 may be set to "High," which is higher than "High." In this modified example, the number of occupants is also included in the calculation. In this case, as shown in FIG. 7, the calculation result may be that vehicle 21 has a small load and zero occupants (automated driving), and the average vehicle speed is "High," vehicle 22 has a small load and one occupant, and the average vehicle speed is "High," vehicle 23 has a medium load and one occupant, and the average vehicle speed is "Medium," and vehicle 24 has a large load and two occupants, and the average vehicle speed is "Low." This makes it possible to further reduce the maximum departure time difference and the maximum arrival time difference.

[0040] (others) The present invention is not limited to the above disclosure. For example, in each of the above specific examples, information (such as the number of vehicles and vehicle types) on vehicles deployed at each point (here, points A to D) may be registered in the traffic management system 1. In this case, the traffic management system 1 may select a vehicle suitable for achieving a predetermined condition. For example, in specific example 4, if all types of vehicles are deployed at point D, which is the departure point closest to point Z, the traffic management system 1 can select a large dump truck as the vehicle (mobility) traveling at point D so that the average vehicle speed is low but the load capacity is "extra large."

[0041] Furthermore, the common route (for example, a single road) as in Example 4 may be a part of the entire travel route (for example, a route from point D to point Z). In this case, the possibility of overtaking on that part of the common route is reflected in the calculation. Examples of roads on which overtaking is not possible include narrow paved roads and narrow rough roads (for example, unpaved roads in mines, etc.).

[0042] In addition, as in some specific examples, when consideration of the number of occupants can be omitted, for example, when the number of occupants is fixed (unchangeable) or when the impact of changes in occupant weight on speed is small compared to the impact of changes in luggage weight on speed, occupant number information (maximum number of occupants, set number of occupants, etc.) may be eliminated from various calculations, memories, and settings in the operation management system 1.

[0043] Furthermore, the traffic management system 1 may change the calculation conditions for the vehicle's travel speed depending on whether the vehicle is driving automatically or manually. The type of luggage may be taken into consideration when setting the target transport amount and calculating the luggage load, in which case the traffic management system 1 may store the type and amount of luggage that can be loaded at the departure point. Furthermore, functions such as calculation and storage may be realized in any part of the computer. Furthermore, the target transport amount memory unit 14 and the load amount memory unit 15 may not be required, and the speed calculation unit 16 may calculate the mobility's travel speed based on the mobility's driving performance stored in the performance memory unit 12. The traffic management system 1 may also be said to be a traffic schedule calculation system. [Explanation of symbols]

[0044] 1...operation management system, 11...route calculation unit, 12...performance memory unit, 13...group memory unit, 14...target transfer amount memory unit, 15...load capacity memory unit, 16...speed calculation unit, 17...travel time calculation unit, 18...condition memory unit, 19...operation time calculation unit, 21, 22, 23, 24...vehicle (mobility), 9...user terminal.

Claims

1. a route calculation unit that calculates a travel route and travel distance of the mobility vehicle based on map data, a departure point, and a destination; a performance storage unit that stores different motion performances for each type of mobility for a plurality of types of mobility; a group storage unit that stores a designated mobility group that is configured of a plurality of mobility modes that all have the same destination and at least some of which have different starting points; a speed calculation unit that calculates the movement speed of each mobility in the designated mobility group based on the movement performance of the mobility stored in the performance storage unit; a travel time calculation unit that calculates a travel time required for each mobility in the designated mobility group from a departure point to a destination based on the travel route, the travel distance, and the travel speed; a condition storage unit that stores predetermined conditions related to calculation of the departure time of the mobility; a travel time calculation unit that calculates the departure time of each mobility in the designated mobility group based on the travel route, the travel time, and the predetermined conditions so that a maximum arrival time difference, which is the difference between the arrival time of the mobility that arrives at the destination first and the arrival time of the mobility that arrives at the destination last, among the mobility in the designated mobility group, is equal to or less than a predetermined arrival threshold time; An operation management system equipped with:

2. a target transportation amount storage unit that stores a target transportation amount, which is a target value of the total amount of luggage to be transported when all mobility of the specified mobility group moves from a departure point to a destination; a load capacity storage unit that stores a load capacity set for each mobility of the designated mobility group within a range not exceeding a maximum load capacity so as to achieve the target transfer amount; Furthermore, the speed calculation unit calculates the travel speed of each mobility of the designated mobility group based on the movement performance of the mobility stored in the performance storage unit and the load amount of the luggage stored in the load amount storage unit; The traffic management system according to claim 1 .

3. the operation time calculation unit calculates the load capacity of each mobility of the designated mobility group within a range not exceeding the maximum load capacity so that the maximum departure time difference, which is the difference between the departure time of the mobility that departs the departure point first and the departure time of the mobility that departs the departure point last, among the mobility of the designated mobility group, is equal to or less than a predetermined departure threshold time and so that the target transfer amount is achieved, stores the calculation result in the load capacity memory unit, and reflects it in the calculation of the travel speed and departure time; The traffic control system according to claim 2.

4. the operation time calculation unit calculates the load capacity of each mobility of the specified mobility group within a range not exceeding the maximum load capacity so that the maximum arrival time difference is smaller than the maximum departure time difference, stores the calculation result in the load capacity storage unit, and reflects the calculation result in the calculation of the travel speed and departure time; The traffic control system according to claim 3.

5. the operation time calculation unit calculates the load capacity of each mobility of the specified mobility group within a range not exceeding the maximum load capacity so as to achieve the target transfer amount while minimizing the maximum arrival time difference, stores the calculation result in the load capacity storage unit, and reflects the calculation result in the calculation of the travel speed and departure time; The traffic control system according to any one of claims 2 to 4.

6. the travel time calculation unit calculates the cargo load for each mobility in the designated mobility group within a range not exceeding the maximum load capacity for two or more mobility in the designated mobility group that have the same travel route and that include a portion of the travel route where overtaking is not possible, so that one mobility does not overtake the other mobility, stores the calculation result in the load storage unit, and reflects the calculation of the travel speed and departure time; The traffic control system according to any one of claims 2 to 5.

7. the payload storage unit stores the number of occupants set for each mobility of the designated mobility group; The speed calculation unit calculates the travel speed based on the number of occupants stored in the load storage unit. The traffic control system according to any one of claims 2 to 6.

8. The performance storage unit also stores the maximum number of occupants of the mobility, the load capacity storage unit stores a number of occupants set for each mobility of the designated mobility group within a range not exceeding the maximum number of occupants; the speed calculation unit calculates the travel speed based on the number of occupants stored in the load storage unit; the operation time calculation unit calculates the number of passengers for each mobility of the designated mobility group in addition to the load capacity within a range not exceeding the maximum number of passengers, stores the calculation result in the load capacity storage unit, and reflects the calculation result in the calculation of the travel speed and departure time; The traffic control system according to any one of claims 3 to 6.

9. In calculations, changes in luggage load are prioritized over changes in the number of passengers. The traffic control system according to claim 8.

10. The calculation result of the operation time calculation unit is transmitted to a user terminal via a communication network. The traffic control system according to any one of claims 1 to 9.

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