System and method for operating mobility-on-demand vehicles that guarantee punctual arrival times

Abstract

To provide an MOD system that ensures punctuality in reaching a destination.SOLUTION: An MOD system is provided, comprising: a dispatch computation unit for dispatching a mobility on-demand (MOD) bus according to a boarding request from a user terminal, including a departure point and a destination point; a boarding and alighting point computation unit for specifying a boarding / alighting point at which a user boards or alights the MOD bus; a travel management unit for planning a route linked with transfer means including public transportation means, metropolitan transportation means, and other MOD means other than a MOD vehicle when the departure point and the destination point belong to different areas; and a punctuality ensuring unit for performing an operation to ensure punctuality of the arrival time when the boarding request includes arrival time.SELECTED DRAWING: Figure 1a

Description

[Technical Field]

[0001] The present invention relates to a system and method for operating Mobility On Demand (MOD) vehicles, and more particularly to an MOD system and method that significantly improves operational efficiency by providing a reservation means that enables operation that guarantees punctuality while being linked with MOD vehicles and other means of transportation. [Background technology]

[0002] The dictionary defines the word "mobility" as "something that has concepts such as 'ease of movement,' 'mobility,' 'movement,' 'fluidity,' etc." However, in recent IT-related discourse and startup companies, rather than the concepts of "ease of movement,' 'mobility,' 'mobility,' 'fluidity,' etc.," it has come to be used in a comprehensive sense to refer to various services that provide the convenience of movement, as well as to replace existing transportation or shipping, and even delivery and passenger services.

[0003] These mobility services are not limited to the traditional service areas of industries related to existing automobile manufacturing and personal automobile ownership, such as manufacturing, assembly, sales, finance, insurance, and repair, but are expanding into the concept of vehicle use and sharing, and recently, linked to online-to-offline (O2O) technology for mobile devices, they are expanding into various sharing economy concepts. However, recent mobility services have been limited to taxi services and shared personal transportation, and have had limitations in complementing mass transportation such as buses and subways.

[0004] Therefore, various efforts have been made recently toward bus-based MOD services, but bus-based MOD services do not operate according to a fixed schedule, making it difficult for users to predict arrival times. Moreover, in the case of MOD buses currently provided in some areas, there is a problem in that the estimated arrival time for existing passengers continues to be delayed as additional passengers are called and boarded. This has made it difficult for service users who need to arrive at a specific location at a scheduled time, such as during work hours.

[0005] Therefore, there are many limitations to its use during rush hour, when demand for public transportation such as buses and subways is at its highest, and there have been many obstacles to the expansion of the service. [Prior art documents] [Patent documents]

[0006] [Patent Document 1] Republic of Korea Patent Publication No. 10-2022-0122832 Summary of the Invention [Problem to be solved by the invention]

[0007] Therefore, an object of the present invention is to provide a MOD system that guarantees punctual arrival times at destinations, and in particular, to provide a user interface that allows users to input arrival times and links the user-entered arrival times with the process of reserving and dispatching MOD vehicles.

[0008] Another objective of the MOD system is to provide a system that guarantees the arrival time of passengers already on board, even when a passenger sharing a ride is added to the MOD vehicle, allowing users to more easily predict arrival times. This will enable users who need to arrive on time, such as at work or for appointments after work, to easily use MOD vehicles.

[0009] Another object of the present invention is to provide an MOD system that can guarantee punctuality while being linked to public transportation means.

[0010] On the other hand, the present invention aims to provide a reservation method that can directly reflect the demand for MOD vehicles and also to provide a reservation method that can operate MOD vehicles while maximizing cost efficiency from the operator's perspective.

[0011] However, the various problems that the present invention aims to solve are not limited to the problems described above, but are included in the specific content described in the detailed description of the present invention. [Means for solving the problem]

[0012] In order to solve the above-mentioned problems, an MOD system according to one embodiment of the present invention is characterized by comprising a mobility service unit having a boarding request input unit to which a boarding request including a departure point and a destination is input, and an optimal bus dispatch unit that calculates the optimal bus dispatch and route in response to a user's boarding request and dispatches a MOD bus.

[0013] In this case, the boarding request input unit may further include a departure and arrival time input interface that allows the arrival time or departure time to be input, and the optimal vehicle dispatch and route may include the dispatch and route of an arrival time guaranteed MOD vehicle that can arrive at the destination at the arrival time input by the user, or the dispatch and route of a departure time guaranteed MOD vehicle that can arrive at the boarding location at the departure time input by the user.

[0014] In addition, the optimal vehicle dispatch unit may include a vehicle dispatch calculation unit and a punctuality guarantee unit, and the punctuality guarantee unit may include a departure time or arrival time filter that calculates the probability of punctuality for the arrival time or departure time requested by the user among the vehicles that can be dispatched calculated by the vehicle dispatch calculation unit, and calculates a probability density function to calculate the optimal vehicle to be dispatched.

[0015] Furthermore, the mobility service unit may include a multi-mode link selection interface that allows input of linked transportation means at the boarding or disembarking location of the MOD bus, and the punctuality assurance unit may include a link schedule matching calculation unit that ensures that the MOD bus is dispatched in time for the departure or arrival time of the linked transportation means input by the user.

[0016] Furthermore, the punctuality assurance unit may be equipped with an integrated schedule matching calculation unit that calculates the arrival time and departure time of an integrated transportation means that departs within a certain distance from the disembarkation point within a certain time period including walking time from the arrival time of the MOD vehicle at the disembarkation point, or an integrated transportation means that arrives within a certain distance from the boarding point within a certain time period including walking time from the departure time of the MOD vehicle from the boarding point.

[0017] Furthermore, the optimal vehicle allocation unit may include a vehicle allocation calculation unit and a punctuality guarantee unit, and the vehicle allocation calculation unit may inquire about vehicles that can be allocated to generate a group of vehicle allocation candidates, and may work in conjunction with the punctuality guarantee unit to determine whether the MOD vehicles included in the group of vehicle allocation candidates are capable of strictly adhering to their arrival times.

[0018] Furthermore, the dispatch calculation unit may check whether the probability that the MOD vehicles included in the dispatch candidate group will strictly adhere to the arrival time is above a certain probability, and confirm whether the vehicles are capable of strictly adhering to the arrival time.

[0019] Furthermore, the dispatch calculation unit may check whether the arrival time can be strictly adhered to by detouring the passengers already on board when there are passengers already on board a MOD vehicle included in the dispatch candidate group who boarded before the user who requested the dispatch.

[0020] Furthermore, when it is difficult to strictly adhere to the arrival time due to detouring passengers already on board, the vehicle allocation calculation unit may inquire about other vehicles from the group of candidate vehicles that can strictly adhere to the arrival time.

[0021] Furthermore, the dispatch calculation unit may include a real-time dynamic dispatch calculation unit, and may dispatch a vehicle and generate dispatch information once it is confirmed whether the arrival time of the user requesting dispatch and the passengers already on board can be strictly adhered to.

[0022] Furthermore, the vehicle dispatch calculation unit may include a reservation vehicle dispatch calculation unit, which checks whether there are other reserved passengers in an area within a certain distance during a predetermined reservation time in response to a user's reservation boarding request, and may proceed with the vehicle dispatch reservation if the number of reserved passengers with similar itineraries is equal to or greater than a reference number based on the itinerary similarity with the other reserved passengers.

[0023] Furthermore, the predetermined reservation time may be determined by calculating and updating the probability of receiving other reservation boarding requests.

[0024] Furthermore, the itinerary similarity may be calculated based on the degree of coincidence of links or nodes between the boarding points and the disembarking points between the other reserving passengers and the user who made the reservation boarding request.

[0025] Furthermore, if the degree of coincidence of the link or node is equal to or greater than a reference degree of coincidence, the reservation dispatch calculation unit may change the route of the other reserved passenger or the route of the user who made the reservation boarding request to increase the degree of coincidence of the link or node.

[0026] Furthermore, the reservation dispatch calculation unit may change the routes of the other reserved passengers to increase the degree of match of the links or nodes if the user who made the reservation boarding request has a disability or is accompanied by an infant. [Effects of the Invention]

[0027] Therefore, the present invention can solve the above-mentioned problems by applying an innovative method for guaranteeing punctuality of arrival time at a destination. In particular, the present invention can provide a MOD system that provides a user interface for inputting an arrival time and links the arrival time input by the user with the process of reserving and dispatching a MOD vehicle.

[0028] Furthermore, even when a passenger is added to a MOD vehicle, the MOD system can guarantee the arrival time of the passengers already on board, making it easier for users to predict their arrival time. This is expected to make it easier for users who need to arrive on time, such as for work or after-work appointments, to use MOD vehicles.

[0029] Furthermore, according to the present invention, it is possible to provide a MOD system that can guarantee punctuality while being linked to public transportation means and the like.

[0030] Furthermore, according to the present invention, a reservation method is provided that can directly reflect the demand for MOD vehicles, making it possible to provide a reservation method that allows MOD vehicles to be operated while maximizing cost efficiency from the operator's perspective.

[0031] The effects obtained through the present invention are not limited to the above-mentioned examples, and various other effects are included in this specification. [Brief explanation of the drawings]

[0032] [Figure 1a] FIG. 1 is a schematic diagram of the operation of a MOD vehicle according to one embodiment of the present invention. [Figure 1b] FIG. 1 is a schematic diagram of the operation of a MOD vehicle according to one embodiment of the present invention. [Figure 2] FIG. 1 is a block diagram of a MOD system according to an embodiment of the present invention. [Figure 3] FIG. 4 is a detailed block diagram of an optimal boarding and alighting point calculation unit according to an embodiment of the present invention. [Figure 4] FIG. 2 is a detailed block diagram of a multi-means cooperation unit according to an embodiment of the present invention. [Figure 5] 1 is a flowchart of a method for operating a MOD vehicle according to an embodiment of the present invention. [Figure 6] 1 is a flowchart of a method for inputting / selecting an origin / destination according to an embodiment of the present invention. [Figure 7] 1 is a flowchart of a multi-means cooperation step according to an embodiment of the present invention. [Figure 8a] 1 is a flowchart of a method for selecting and reserving boarding and alighting points according to an embodiment of the present invention. [Figure 8b] 1 is a flowchart of a method for selecting and reserving boarding and alighting points according to an embodiment of the present invention. [Figure 9] 1 is a flowchart of a vehicle dispatch method according to an embodiment of the present invention. [Figure 10] 2 is a flowchart of a method for moving a vehicle and transferring vehicle information according to an embodiment of the present invention. [Figure 11] 2 is a flowchart of a method for moving a vehicle and transferring vehicle information according to an embodiment of the present invention. [Figure 12] 2 is a flowchart of a method for moving a vehicle and transferring vehicle information according to an embodiment of the present invention. [Figure 13] FIG. 10 is a diagram showing optimal boarding and disembarking locations marked according to an embodiment of the present invention. [Figure 14] FIG. 2 is a diagram illustrating an interface of a user terminal according to an embodiment of the present invention. DETAILED DESCRIPTION OF THE INVENTION

[0033] Hereinafter, the embodiments of the present invention will be described in more detail with reference to the accompanying drawings. However, the present invention is not limited to the embodiments disclosed below, and can be embodied in various different forms. The following embodiments are provided merely to complete the disclosure of the present invention and to fully convey the scope of the invention to those skilled in the art. For ease of explanation, the components in the drawings may be exaggerated or reduced in size.

[0034] However, the following embodiments are provided to enable a person having ordinary skill in the art to fully understand the present invention, and the present invention can be modified into various other forms, and the scope of the present invention is not limited to the embodiments described below.

[0035] On the other hand, throughout the specification of this application, when a certain component is said to "comprise" another component, this does not mean that other components are excluded, and that other components may also be included, unless otherwise specified.

[0036] The above-mentioned objects, features, advantages and merits will become more apparent from the following detailed description taken in conjunction with the accompanying drawings, which will enable those skilled in the art to easily implement the technical concept of the present invention.

[0037] The following describes services provided by a MOD system according to an embodiment of the present invention with reference to FIGS. 1a and 1b.

[0038] 1a, a MOD system 1000 according to an embodiment of the present invention is connected to a user terminal 700 and MOD vehicles 300-1 and 300-2, and a boarding request including a departure point and a destination can be input from the user terminal. In this case, the MOD system 1000 can calculate the optimal dispatch and route of a plurality of transportation modes including at least one MOD vehicle 300-1 and 300-2 in response to the user's boarding request, and dispatch the MOD vehicle. Here, the optimal dispatch and route may include the dispatch and route of a MOD vehicle with guaranteed arrival time that can arrive at the destination at the arrival time input by the user, or the dispatch and route of a MOD vehicle with guaranteed departure time that can arrive at the boarding point at the departure time input by the user.

[0039] On the other hand, referring to Figure 1b, if the area including the departure point (departure area) and the area including the arrival point (arrival area) do not overlap, the MOD system 1000 can provide guidance to enable the user 700 to travel by linking with a linked transportation means 800 that has the user's drop-off point (disembarkation point) in the departure area as the departure point and the boarding point in the arrival area as the arrival point.

[0040] In this case, the interlocking transportation means 800 may comprise other MOD vehicles, mass transit means, area transit means, PM (personal mobility) or UAM (urban air mobility).

[0041] Through the MOD system 1000, it is possible to provide a MOD vehicle operation system that minimizes inconvenience for users when using MOD buses by providing multi-modal transfer integration that guarantees punctuality even when outside the designated area. In particular, when integrating MOD vehicle transfers, it is possible to provide a MOD vehicle operation system that minimizes inconvenience for users when transferring by optimizing the arrival time / location of vehicles before and after transfers and selecting the most suitable transfer method. Furthermore, according to the present invention, it is possible to provide a MOD system that can guarantee punctuality even when integrated with public transportation, etc.

[0042] A MOD system according to an embodiment of the present invention will be described below with reference to Fig. 2. Fig. 2 is a block diagram showing a MOD system according to an embodiment of the present invention.

[0043] A MOD system 1000 according to an embodiment of the present invention may include a MOD engine 100, a mobility service unit 2000, a demand forecasting unit 3000, a data analysis unit 4000, an operation management unit 5000, an autonomous driving interlocking gateway 1050, and a mobility vehicle interlocking interface 1070. In this case, the vehicle interlocking interface 1070 may transmit and receive information regarding real-time location sharing, status sharing, etc., with the MOD vehicle 200, 300, 500, or 600 or the user terminal 700 via, for example, a RESTful API, or provide a message transmission interface between each function (e.g., an optimal vehicle dispatch unit, a trip calculation unit, etc.).

[0044] In this specification, each component of the MOD system described above may be software running on a processor, hardware, a software module running on a processor, a hardware module, or a combination of software and hardware. In particular, each component may be implemented by a separate server or a group of servers, or may be a software module implemented entirely within a single server. Those skilled in the art will be able to implement and combine each component of the MOD system described above using the various methods described above.

[0045] In this case, the MOD engine 100 performs the main functions of the MOD system and may include an optimal boarding and alighting point calculation unit 110, a message sending unit 120, a dynamic fare calculation unit 130, a data linkage unit 140, an optimal vehicle dispatch unit 150, an itinerary calculation unit 160, a boarding management unit 170, an estimated time of arrival (ETA) calculation unit 180, a vehicle relocation unit 185, a multi-modal coordination unit 190, and a service database 145.

[0046] The optimal boarding and alighting point calculation unit 110 predicts the user's walking route and can calculate the optimal boarding point where the user should be picked up and the optimal disembarking point where the user should be disembarked based on the possibility of dispatching a vehicle, the user's walking distance, whether or not the user has a disability, whether or not the point is a safe point for boarding and alighting, etc.

[0047] More specifically, referring to FIG. 3, the optimal boarding and alighting point calculation unit 110 may include a boarding and alighting risk data collection unit 111, a boarding and alighting point analysis unit 113, a boarding and alighting point calculation unit 115, and a walking route generation unit 117.

[0048] The boarding and alighting danger data collection unit 111 of the optimal boarding and alighting point calculation unit 110 can periodically collect and store coordinate information on points on roads where parking is legally impossible, construction sites, points where boarding and alighting accidents have occurred, areas within a certain distance from intersections where boarding and alighting is difficult, and railroad crossings, etc., from the service database 145 or an external server (not shown).

[0049] In particular, the optimal boarding and alighting point calculation unit 110 can find adjacent roads based on the specified starting point or the user's current location, can exclude areas where parking is not permitted (intersections, railroad crossings, etc.) from the boarding and alighting points, can select a preferred boarding and alighting point, and can also calculate an integrated optimal boarding and alighting point by querying nearby boarding and alighting users.

[0050] On the other hand, the boarding and alighting possible point analysis unit 113 can generate a group of candidate points on the road where boarding and alighting is possible based on the dangerous point coordinate information collected by the boarding and alighting dangerous data collection unit 111, the actual boarding and alighting history, the presence or absence of areas where vehicles can stop depending on their type or size, whether the area is walkable, whether wheelchair access is possible, and the direction of travel of the MOD vehicle (uphill or downhill on the road, etc.).

[0051] The boarding / alighting point calculation unit 115 may select and provide a boarding / alighting point from a group of possible candidate boarding / alighting points based on the user's preferred boarding / alighting point or points similar to the user's preferred boarding / alighting point and the walking distance or time. Points similar to the user's preferred boarding / alighting point may be determined based on criteria such as the distance to nearby transportation means, for example, a crosswalk, the distance from the user's starting point, the walking distance to a transfer means, whether the point is accessible by foot, whether the point is accessible by wheelchair, or a combination of criteria. In this case, each candidate boarding / alighting point may be ranked according to the selection criteria, and a predetermined number of top-ranked boarding / alighting points may be selected and provided.

[0052] The walking route generation unit 117 can generate a walking route from the departure point to the boarding point or from the disembarking point to the destination. For example, the walking route may be represented as the coordinates of links and nodes on a walkable route. The walking distance and walking time can be calculated based on the walking route generated by the walking route generation unit 117. In this case, the walking time may be determined to vary depending on the weather, temperature, humidity, the user's age, gender, or whether or not the user has a disability. This information can also be received via an external server.

[0053] The message sending unit 120 can transmit dispatch information messages, ETA messages, and general service messages to the terminals in the MOD vehicles 200, 300, or 600 and the user terminal 700 via the mobility vehicle interlocking interface 1070 and the mobility service unit 2000, respectively.

[0054] The dynamic fare calculation unit 130 can calculate a fare based on a fare plan (fare table) for each user, a boarding history, whether or not the user has entered a surcharge zone, detour route information, reservation discount information for travel distance, etc. When a reservation is made for a vehicle dispatch, the dynamic fare calculation unit 130 can discount the fare of the user who has requested the reservation.

[0055] The data interlocking unit 140 can transmit and receive vehicle data, such as real-time position, speed, direction, and passenger boarding information of the autonomous shuttle 200, the MOD passenger transport vehicle 300, the autonomous delivery vehicle 400, the MOD logistics / delivery vehicle 500, the MOD vehicle for supporting vulnerable road users 600, or the user terminal 700, dispatch information, and vehicle control information of the autonomous shuttle 200 or the autonomous delivery vehicle 400, via the MOD engine 100, the mobility vehicle interlocking interface 1070, the autonomous driving interlocking gateway 1050, and the mobility service unit 2000. In addition, the service database 145 can store ride history, MOD vehicle operation data, and the like.

[0056] The service database 145 can store and transmit various information required for the service, such as vehicle location, MOD route, estimated time of arrival (ETA), and dispatch information.

[0057] The optimal vehicle dispatch unit 150 may perform real-time dynamic dispatch or advance reservation dispatch of a MOD vehicle based on the boarding and alighting location for a dispatch request received from the boarding request input unit 2005 of the mobility service unit 2000, and then generate real-time / advance reservation dispatch information. In this case, the dispatch information may include the vehicle ID, route, and ETA information.

[0058] More specifically, the optimum vehicle dispatch unit 150 may include a vehicle dispatch calculation unit 153 and a punctuality guarantee unit 155 .

[0059] The vehicle allocation calculation unit 153 may include a reservation / dispatch calculation unit 153-1 and a real-time dynamic vehicle allocation calculation unit 153-2, and can perform reservation / dynamic vehicle allocation operations. The reservation / dispatch operation of the reservation / dispatch calculation unit 153-1 will be described in detail with reference to Fig. 8b.

[0060] The real-time dynamic vehicle allocation calculation unit 153-2 can perform real-time / dynamic vehicle allocation based on the detour time of passengers already on board among the searched vehicles available for allocation, the likelihood of punctuality of the arrival time of the user requesting a vehicle allocation, and the likelihood of punctuality of the arrival time of passengers already on board when the user requesting a vehicle allocation boards. For example, if a specific event occurs while the user is waiting (e.g., traffic light stop, traffic congestion, etc.) and the ETA to the user's boarding point increases significantly, the real-time dynamic vehicle allocation calculation unit 153-2 can allocate another MOD vehicle in real time.

[0061] Such a real-time dynamic vehicle allocation calculation unit 153-2 may be machine-learned in terms of passenger satisfaction and service operation efficiency.

[0062] For example, the real-time dynamic vehicle dispatch calculation unit 153-2 may generate a preferred route through machine learning based on passenger satisfaction, minimizing travel time from boarding to disembarking, minimizing waiting time from dispatching to boarding, minimizing detour time due to boarding of new passengers requesting a vehicle, increasing the dispatch success rate, and reducing route congestion. Alternatively, the real-time dynamic vehicle dispatch calculation unit 153-2 may generate a preferred route through machine learning based on service operation efficiency, reducing total operating time, increasing the number of passengers per vehicle, reducing the time when vehicles are empty, increasing the number of passengers boarding and disembarking (number of passengers) at one boarding and disembarking point, and increasing the total number of passengers transported. Machine learning may be performed using various methods, such as applying Bayesian probability, a decision tree model, a support vector machine, or a neural network circuit.

[0063] For example, when selecting nodes or links on a route, the nodes or links on the route can be selected based on performance indicators for each link or node (e.g., travel time, waiting time, and detour time when passing through a link, the vehicle occupancy rate for each link, and the total number of passengers transported for each link), and the nodes or links selected in this way can be combined to form a route. Alternatively, the route can be selected based on the performance indicators for each route.

[0064] The punctuality assurance unit 155 may perform operations to strictly maintain the punctuality of arrival / departure times and may include a departure / arrival time filter 155-1 and an integrated schedule matching calculation unit 155-2. The punctuality assurance unit 155 may, in particular, determine whether the arrival time entered by the user can be strictly maintained so as to guarantee the punctuality of the arrival time. The departure / arrival time filter 155-1 may calculate a probability density function to calculate the optimal vehicle to be dispatched by calculating the possibility of punctuality for the arrival time or departure time requested by the user among the vehicles available for dispatch calculated by the dispatch calculation unit 153. In particular, in the case of work hours, since the time by which the user must arrive at the destination (workplace, train, subway, intercity bus, etc.) is specified, it is possible to ensure that a vehicle that can arrive at that time is dispatched.

[0065] More specifically, the departure / arrival time filter 155-1 can determine whether the arrival time can be strictly adhered to by ensuring that the probability of strictly adhered to the arrival time calculated based on the ETA to the drop-off point, the departure time of the linked transportation means 800 that can strictly adhere to the arrival time, and the probability density function for the user's boarding possibility based on the walking time from the user's drop-off point from the MOD vehicle to the boarding point for the other transportation means is equal to or greater than a reference probability.

[0066] For example, the probability density function may be generated based on the history data of punctuality of bus arrival times for each time period and tracking data of final arrival times based on boarding times. For example, after consent is obtained to input the final arrival time, arrival times within a certain range from the set destination can be confirmed by tracking the user terminal, so that the probability density function between boarding times for each time period and whether or not the arrival time is punctual can be calculated.

[0067] When the linked transportation means 800 is a public transportation means or a wide-area transportation means, the linked schedule matching calculation unit 155-2 can search for MOD vehicles 200, 300, or 600 based on the stops and stop times of the linked transportation means 800, and perform the linked matching function. In other words, when the candidate group of the linked transportation means 800 is a public transportation means or a wide-area transportation means, the linked schedule matching calculation unit 155-2 can perform the linked matching function of reserved / waiting MOD vehicles 200, 300, or 600 that are in time for the schedule of the means.

[0068] Meanwhile, the linkage schedule matching calculation unit 155-2 can perform an operation to dispatch the MOD bus so as to arrive in time for the departure or arrival time of the linkage transportation means input by the user.

[0069] In addition, the linked schedule matching calculation unit 155-2 can calculate the arrival time and departure time of linked transportation means that departs within a certain distance from the disembarkation point within a certain time period including walking time from the arrival time of the MOD vehicle at the disembarkation point, or that arrives within a certain distance from the boarding point within a certain time period including walking time from the departure time of the MOD vehicle from the boarding point.

[0070] The operation of guaranteeing punctuality using the punctuality guarantee unit 155 and the linked operation of the optimal vehicle dispatch unit 150 will be explained in detail in the explanation section regarding FIG.

[0071] Meanwhile, the itinerary calculation unit 160, in conjunction with the multi-modal linkage unit 190, determines whether the departure point and destination are within the MOD system coverage area, and then recommends an integrated schedule if the departure point or destination is outside the coverage area. In this case, the itinerary calculation unit 160 can recommend an optimal integrated travel schedule based on whether punctuality can be guaranteed among multiple transfer-compatible vehicles proposed by the multi-modal linkage unit 190, the convenience of transferring to the transfer-compatible means (walking distance or time, wheelchair accessibility, walking accessibility, etc.), and the amount of carbon emission reduction. Similarly, the walking distance or time and walking accessibility may be calculated differently depending on the user's age, whether or not the user has a disability, etc. In this case, the recommendation may be made based on, for example, what is displayed in the means selection menus 1420 and 1430 in FIG. 14, and in this case, the recommendation may be made in order based on at least part of whether punctuality can be guaranteed, the convenience of transferring to the linked means of transfer (walking distance or time, wheelchair accessibility, walking accessibility, etc.), or the amount of carbon emission reduction.

[0072] The boarding management unit 170 can confirm payment for a dispatch request and issue a boarding pass, and can receive and collect boarding and alighting information from the autonomous shuttle 200, the MOD passenger transport vehicle 300, or the MOD vehicle for assisting vulnerable road users 600. In this case, the collected boarding and alighting information can be used for demand forecasting, analysis of boarding and alighting points, analysis of travel patterns, and analysis of users' preferred means of transportation.

[0073] The ETA calculation unit 180 can calculate an ETA in real time based on the route (node ​​and link information) between boarding and disembarking points, and can calculate a demand forecast ETA that reflects the passage of a demand forecast point. Here, a demand forecast point refers to an area where the probability of demand occurrence is above a certain probability. Alternatively, the ETA calculation unit 180 can calculate an ETA predicted under specific circumstances. For example, when there is a new ride request, the ETA calculation unit 180 can calculate the detour time for passengers already on board when a MOD vehicle available at the boarding point of the new ride requesting user passes through the user's boarding point.

[0074] Meanwhile, the vehicle relocation unit 185 can calculate the optimal relocation location of an empty vehicle based on passenger demand and transmit the relocation information to the vehicle. For example, in the case of an empty vehicle with no passengers on board, the vehicle can be relocated to a parking area adjacent to the predicted demand location (a specific time period and location where demand is likely to occur), a vehicle charging or refueling location, a reserved vehicle pick-up location, etc. When relocating in this manner, it is possible to shorten the passenger pickup time, providing a better experience for users, and also taking into consideration areas where vehicle operation costs can be reduced, thereby achieving the effects of improving passenger satisfaction and reducing vehicle operation costs.

[0075] Alternatively, the vehicle relocation unit 185 may perform a function of generating and providing information to allow MOD vehicles 200, 300, or 600 without a user on board to be moved to an appropriate location based on demand and vehicle fuel, charging status, and reservation information. For example, the vehicle relocation unit 185 may allocate MOD vehicles 200, 300, or 600 without a user on board to a high-demand boarding / alighting point (e.g., a stop with the shortest sum of distances to other high-population stops among high-population stops with a flow population equal to or greater than a reference value for the time period at the boarding / alighting point) or a stop with a certain number of reserved passengers or more.

[0076] Meanwhile, when the departure point and destination are in different geographical regions (Geofence), i.e., when the itinerary is outside the geographical region, the multi-mode linking unit 190 can provide information on various MOD vehicles 200, 300, 600 that can be linked, as well as other means of transportation, such as public transportation such as buses and subways, trains / planes, personal mobility (PM), or urban air mobility (UAM), and other wide-area and personal transportation, and can determine whether or not to transfer to each means of transportation.

[0077] Referring to Figure 4, the multi-mode coordination unit 190 may include a multi-mode area determination unit 191, an optimal route point generation unit 193, an optimal transfer mode calculation unit 195, and an optimal arrival time calculation unit 197 based on a transfer mode schedule.

[0078] The multi-mode area determination unit 191 can determine whether the departure point or destination is within the area of ​​the MOD system 1000. For this determination, for example, a geofence within a certain radius from a point where boarding and disembarking is possible can be defined, and an area outside the geofence can be determined to be outside the area.

[0079] The optimal waypoint generation unit 193 can calculate an itinerary by adding a transfer linkage waypoint to the departure point and destination input by the user for transferring (linking) to another means of transportation. A transfer linkage waypoint may be added when an area where transfers are easy to make, such as a transfer center 1460 (see FIG. 14) or a point where transfers occur frequently (e.g., an area where the user or other users have transferred a certain number of times or more), is located adjacent to the predicted route (e.g., when the straight-line distance from the predicted route is within a certain distance, or when the time required to detour to the transfer center 1460 or a point where transfers occur frequently is less than a predetermined certain time).

[0080] The transfer means schedule-based optimal arrival time calculation unit 197 can calculate the arrival time at a transfer route taking into account the departure or arrival time of the other means for a smooth transfer when transferring to another means. More specifically, when determining a transfer linkage route, the transfer means schedule-based optimal arrival time calculation unit 197 can calculate the arrival time when detouring or via a transfer point, including a transfer center, and at this time, can calculate the arrival time at each transfer route and the arrival time at the final destination based on the arrival time and waiting time of the linked transportation means 800, such as a bus, PM, subway, or UAM. Meanwhile, a predetermined number of transfer points corresponding to the highest-ranked arrival times can be recommended based on the ranking of the arrival times when detouring or via a transfer point to the final destination.

[0081] Meanwhile, the optimal transfer mode calculation unit 195 may present (recommend) transfer (connection) modes that meet the travel conditions preferred (input) by the user. In this case, the travel conditions may include at least one of travel time, transfer convenience, travel convenience, interior congestion, and carbon emission reduction. Here, transfer convenience may refer to, for example, the walking distance or time required for transfers. Travel convenience refers to whether a route is accessible to vulnerable road users, such as the elderly or disabled, and may include, for example, the ground slope of the walking route, the presence or absence of unevenness (e.g., stairs) on the route (wheelchair accessibility), the presence or absence of elevators for the elderly and disabled on the route, and the walking distance. Interior congestion may refer to, for example, the number of passengers actually boarding a vehicle compared to the total number of passengers that can be accommodated inside the vehicle.

[0082] On the other hand, the optimum transfer means calculation unit 195 can also search for public transport means or regional transport means, PM or UAM (hereinafter referred to as "linked transport means") to generate linked itinerary routes.

[0083] For example, if you use an interlocking means of transportation after getting off a MOD vehicle, you can search for public transportation and regional transportation based on the walking distance or time from the point where you get off the MOD vehicle to the point where you board the interlocking means of transportation, and the departure time of the interlocking means of transportation.If a final arrival time is specified, the itinerary calculation unit 160 can work in conjunction with the punctuality assurance unit 155 to present the departure time of the MOD vehicle in reverse, taking into account the operating times of the interlocking means of transportation.

[0084] Conversely, when a MOD vehicle is used after disembarking from the linked transportation means, the MOD vehicle can be reserved and dispatched based on the estimated disembarkation time of the linked transportation means and the walking distance or time from the estimated disembarkation point to the boarding point of the MOD vehicle. Also, when a final arrival time is specified, the itinerary calculation unit 160 works in conjunction with the punctuality assurance unit 155 to present the departure time of the linked transportation means in consideration of the operating timetable of the linked transportation means, and the optimal transfer means calculation unit 195 can search for linked transportation means based on the presented departure time.

[0085] In this case, if the linked transportation means is a PM or UAM, the optimal transfer means calculation unit 195 can identify and reserve the PM or UAM means closest to the user's drop-off point (the drop-off point of a MOD vehicle or public / regional transportation means). The PM means can check whether there are adjacent PMs via a communication means such as Bluetooth. Here, "adjacent" means being within the coverage of the communication means. If there are no adjacent PMs or UAM means, or if the number of adjacent PMs or UAM means is less than a certain number, the reserved PM or UAM means cannot be operated by others during the reservation. However, if there is an adjacent PM or UAM means, it can be operated by others, and in that case, the adjacent PM or UAM means can be reserved again.

[0086] Below, we will explain in detail the other components other than the MOD Engine 100.

[0087] The mobility service unit 2000 provides an interface for output from or input to the user terminal 700, and can receive a user request and provide a vehicle dispatch request to the optimal vehicle dispatch unit 150.

[0088] In this case, the mobility service unit 2000 may include a boarding request input unit 2005, a multi-means cooperation selection interface 2030, and a vehicle dispatch interface 2040. The boarding request input unit 2005 may include a departure point and destination input interface 2010 and a departure time or arrival time input interface 2020.

[0089] The origin and destination input interface 2010 may include an input interface that allows for searching and selecting specific points of interest (POIs) on a map, for example, via map input means (e.g., 1450) as shown in FIG. 14 or via text input.

[0090] The departure time or arrival time input interface 2020 may include, for example, a departure time input means 1440 or an arrival time input means 1470 as shown in Fig. 14. In this case, the arrival time input means 1470 may basically calculate and enter the estimated arrival time when departing at the departure time inputted into the departure time input means 1440 and arriving at the destination using a MOD vehicle and an associated transportation means. When the user inputs an arrival time into the arrival time input means 1470, a time at which the arrival time can be strictly adhered to with a probability higher than a reference probability is calculated, and a departure time at which the arrival time can be guaranteed is presented via the departure time input means 1440.

[0091] Even after the arrival time is entered, a time other than the suggested time can be manually entered, but the system may be controlled so that manual entry is not possible before the arrival time can be strictly adhered to.

[0092] The multi-mode combined transportation selection interface 2030 provides a means for inputting a preferred means of combined transportation at the user terminal 700 when traveling outside the operating area of ​​the MOD system 1000. In other words, the user can input the combined transportation means at the boarding or disembarking location of the MOD bus via the multi-mode combined transportation selection interface 2030.

[0093] For example, referring to FIG. 14, the multi-modal collaboration selection interface 2030 may provide a mode selection menu 1420, 1430. In this case, the mode selection menu may provide the collaborative transportation modes available at the location. In this case, in the case of PMs or UAMs, the real-time location of the device may be monitored and reflected in the menu. In this case, a reservation can be made when there are a certain number or fewer PMs or UAMs at the transfer location for use with the device. When making a reservation, the reserved transportation mode may be restricted from being operated by others. However, in this case, an additional reservation fee may be charged.

[0094] The demand forecasting unit 3000 can analyze passenger demand and predict real-time demand. The passenger demand analysis and real-time demand prediction can be performed based on passenger history, information on the mobile population within a certain distance from the relevant boarding and alighting point, weather, demand-inducing event information, day of the week, public transportation information, real-time reservation status, etc. By collecting operation information, the demand occurrence probability for each boarding and alighting point can be calculated by calculating the demand occurrence probability for the above-mentioned history information, for example, Bayesian probability. The demand predicted by the demand forecasting unit 3000 can be used for MOD vehicle redistribution, vehicle reservations, route planning, etc.

[0095] The data analysis unit 4000 can perform data analysis based on boarding history data and operation data to provide static route optimization and dynamic vehicle dispatch simulation. It can also propose custom-made itineraries for individuals. It can analyze the user's travel patterns and preferred means of transportation based on the user's boarding and alighting history and vehicle operation information, and based on this, it can generate information on optimal means of transportation and optimal travel route proposals.

[0096] The operation management unit 5000 is a server that manages the overall operation of the service, and can perform vehicle control (relocation, dispatch, real-time monitoring of vehicle locations, etc.), customer management (management of various customer information such as customer boarding and alighting history, reservation history, boarding and alighting locations, boarding and alighting times, etc.), and autonomous driving control.

[0097] The autonomous driving interlocking gateway 1050 is interlocked with the autonomous driving shuttle 200, the autonomous driving delivery vehicle 400, and the MOD engine 100, and can manage the transmission and reception of vehicle routes and control signals, passenger boarding and alighting information, real-time vehicle locations, speeds, etc. The mobility vehicle interlocking interface 1070 is interlocked with the MOD passenger transport vehicle 300, the MOD logistics / delivery vehicle 500, the MOD mobility support vehicle 600, and the MOD engine 100, and can manage the transmission and reception of vehicle routes and control signals, passenger boarding and alighting information, real-time vehicle locations, speeds, etc.

[0098] The overall dispatch process of the MOD system 1000 according to one embodiment of the present invention will now be described in detail with reference to Figures 5 through 12.

[0099] First, referring to FIG. 5, the overall vehicle dispatch process of the MOD system 1000 according to one embodiment of the present invention may include a step of setting a departure point and a destination (S100), a step of setting boarding and disembarking points (S200), a reservation and dispatch step (S300), a dynamic dispatch step (S400), a step of moving a vehicle to the departure point and sharing the status (S500), a passenger boarding step (S600), a new boarding request monitoring and itinerary change step (S700), and a passenger disembarking step (S800).

[0100] First, referring to FIG. 6, the departure point and destination setting step (S100) may include a simple call selection step (S110), a departure and destination input step (S120), a POI search step (S130), a location selection step (S140), an area determination step (S160), and a multi-modal linkage candidate group generation step (S170).

[0101] In the convenient call selection step (S110), the origin / destination input interface 2010 can receive a selection signal from the user terminal 700 as to whether to receive input of the origin / destination by convenient call.

[0102] If the simple call is selected, the departure / destination input interface 2010 can receive the departure / destination input from the user terminal 700 by selecting the section set by the user as the regularly used section or the previous itinerary history (S150).

[0103] On the other hand, if it is not a simple call, a new starting point / destination may be inputted from the user terminal 700 in the form of text or by receiving a selection of a location on a map (S120).

[0104] When a departure point / destination is input from the user terminal 700, the departure point / destination input interface 2010 performs a POI search (S130) to select the coordinates of the departure point and destination (S140). If there are multiple coordinates corresponding to the departure point or destination keyword, one of the coordinates is selected. If a section set by the user as a frequently used section or a previous itinerary history is selected (S150), the departure point and destination of the frequently used or previous history will be selected as the coordinates.

[0105] Meanwhile, if the coordinates of the departure point and destination are selected, it is determined whether the coordinates of the departure point and destination are within the coverage area of ​​the MOD system 1000. The multi-modal coverage area determination unit 191 can determine whether the departure point or destination is within the coverage area of ​​the MOD system 1000. The coverage area may refer to the geographical area in which the MOD system operates.

[0106] If the departure point or destination is outside the coverage area of ​​the MOD system 1000, the process proceeds to the multi-mode collaboration candidate group generation step (S170), but if it is within the coverage area, the boarding and disembarking point setting step (S200) will then be performed.

[0107] The multi-means collaboration candidate group generating step (S170) will be described in more detail below with reference to FIG.

[0108] The step of generating a group of candidates for multi-modal linkage (S170) may include a step of selecting candidates for linkage points (S171), a step of selecting candidates for linked transportation means (S173), a step of calculating arrival times based on the schedules of the linked transportation means (S174), a step of determining whether transfers are possible (S175), and a step of selecting linked means and generating transfer information (S177).

[0109] In the candidate linkage point selection step (S171), the optimal route point generation unit 193 can select, as candidate linkage points, points where the boarding and alighting points of the linked transportation means are within a second reference distance from the boundary of the service area, among the boarding and alighting points within a first reference distance from the boundary of the service area. Here, linked transportation means encompass wide-area transportation such as railroads and airplanes, public transportation such as buses and subways, PMs, and UAMs. For PMs, the real-time location of available PMs can be considered as the boarding and alighting points. For railroads, the possible boarding and alighting points can be train stations, for buses, bus stops, for subways, subway stations, for airplanes, and takeoff and landing areas for UAMs.

[0110] Once the candidate link points are selected, the optimal transfer mode calculation unit 195 can select candidate linking transportation modes (S173). In this case, the candidate linking transportation modes may be those that can connect to the candidate link points and stop at locations within a third reference distance from the destination. In this case, the third reference distance may differ between inter-regional transportation modes, public transportation modes, PM, and UAM because the coverage of each transportation mode may differ. For example, the third reference distance increases in the order of PM, public transportation modes, UAM, and inter-regional transportation modes.

[0111] Once the candidate transportation means has been selected, the transfer means schedule-based optimum arrival time calculation unit 197 can calculate the arrival time based on the schedule of the transfer means (S174). Then, the itinerary calculation unit 160 determines whether or not a transfer is possible.

[0112] The availability of transfers may be determined based on the walking distance from the point where the user boards or disembarks from the MOD vehicle to the point where the user boards or disembarks from the linked transportation mode. The walking distance may vary depending on the user's gender, age, disability, temperature, weather, the walking distance set by the user, and the elevation difference between the point where the user boards or disembarks from the MOD vehicle and the point where the user boards or disembarks from the linked transportation mode.

[0113] If there are multiple linked transportation means determined to be transferable, the itinerary calculation unit 160 may determine the optimal linked transportation means and recommend a linked travel schedule based on whether punctuality can be guaranteed, the convenience of transferring to the linked transportation means, or the amount of carbon emissions reduction. In this case, the top priority is given to the convenience of transfer, and consideration may be given to minimizing the arrival time of the vehicle before transfer and the departure time of the vehicle after transfer at the transfer location when the destination is outside the area including the departure point, and minimizing the distance between the locations before and after transfer.

[0114] Therefore, the MOD system of the present invention can provide passengers with the convenience of guaranteeing punctuality of departure or arrival times. Furthermore, the MOD system of the present invention can guarantee punctuality even when a passenger's destination is outside the MOD system's operating area, providing the passenger with the experience of traveling at the correct arrival time even through transfers.

[0115] Meanwhile, the itinerary calculation unit 160 can also determine the optimal combined transportation means based on the actual walking distance and the minimum carbon emission amount (maximum carbon reduction amount). For example, if the difference in walking distance between two interchangeable combined transportation means is within a certain distance, the combined transportation means with the largest reduction amount in carbon emission can be selected by calculating the reduction amount in carbon emission.

[0116] The itinerary calculation unit 160 can calculate the emission coefficient according to the following Equation 1, and then calculate the carbon emission amount based on the emission coefficient.

[0117]

number

[0118] For example, if the transfer means to be used is a MOD (Mobility On Demand) bus, the emission coefficient can be calculated as shown in Equation 2 below.

[0119]

number

[0120] Alternatively, in the case of a small passenger vehicle, the emission factor can be calculated as in Equation 3.

[0121]

number

[0122] As shown in Equations 1 to 3, after the emission coefficient is calculated, the carbon emissions emitted by the transit means can be calculated based on the expected travel distance of the vehicle. In this case, the unit of the emission coefficient can be, for example, weight of carbon emissions per unit distance (g / km).

[0123] After calculating the carbon emissions, the carbon emission reduction may be determined as the carbon emission reduction when using a MOD vehicle or public transportation means compared to traveling by passenger car when traveling a certain distance or more. For example, the difference between the carbon emissions for a certain distance of a passenger car and the carbon emissions for each transfer means can be calculated, and the difference can be used to calculate the carbon emission reduction. In this case, for MOD vehicles, buses, subways, etc., the total carbon emissions based on the time of passing through the transfer section can be calculated by dividing the total carbon emissions by the average number of passengers in the transfer section.

[0124] 5, in the boarding and alighting point setting step (S200), the optimal boarding and alighting point calculation unit 110 sets boarding and alighting points for the MOD vehicle. In this specification, the boarding point means the location where the user 700 boards the MOD vehicle 200, 300, 600, the alighting point means the location where the user 700 alights (gets off) from the MOD vehicle 200, 300, 600, and the boarding and alighting point is used to encompass both the boarding point and the alighting point.

[0125] More specifically, the optimal boarding and alighting point calculation unit 110 analyzes the boarding and alighting points, and can match the coordinates of the departure and destination points and adjacent roads among the locations selected as possible boarding and alighting points on the road (S210).

[0126] After matching adjacent roads, the pick-up and alighting point analysis unit 113 can generate pick-up and alighting points based on whether or not the points on the road are pick-up and alighting hazardous, for example, coordinate information of pick-up and alighting points that pose a pick-up and alighting hazard, whether or not there is an actual pick-up and alighting history, whether or not there is an area where a vehicle can stop by vehicle type or size, whether or not the pick-up and alighting point is accessible by foot, whether or not a wheelchair can be accessed, etc., and can select multiple pick-up and alighting points on roads adjacent to the coordinates of the departure and destination from the generated multiple pick-up and alighting points (S220). Furthermore, the coordinate information of pick-up and alighting points that pose a pick-up and alighting hazardous may be updated in real time depending on the presence or absence of construction zones, accidents, or traffic conditions. For example, referring to FIG. 13, possible parking points are predetermined and stored in the service database 145. (The multiple black dots in FIG. 13 (excluding the departure point 1310) indicate candidate pick-up and alighting points.)

[0127] The boarding and alighting point calculation unit 115 receives the boarding and alighting point history from the service database 145 (S235) and can query the user's previous boarding and alighting point history (S230) and query nearby passengers (users who have requested new boarding) in real time (S240).

[0128] The boarding / alighting point calculation unit 115 receives walking network information stored in the service database 145 (S255), generates a walking route from the departure point to the candidate boarding / alighting point, or a walking route from the destination to the candidate boarding / alighting point (S250), and checks whether the walking time is within a reference time. In this case, the walking time may be determined differently depending on the weather, temperature, humidity, the user's age, gender, or whether or not the user has a disability. This information may also be received via an external server.

[0129] Meanwhile, the boarding and alighting point calculation unit 115 can evaluate the traveling direction of the MOD vehicle (S260) and check whether the traveling direction on the road matches the boarding and alighting point. For example, if the traveling direction of the MOD vehicle is the A → B direction (uphill or downhill), it can check that the boarding and alighting point on the lane that matches the A → B direction among the lanes of the road is matched. For example, if the traveling direction from the departure point 1310 is toward "Unseo Station Plugio The Sky Apartment," it can select the boarding and alighting point candidate 1320 from among the boarding and alighting point candidates as the boarding point.

[0130] Next, the boarding and alighting point calculation unit 115 can select a departure point and alighting point from the candidate boarding and alighting points, and then generate information on the boarding and alighting points (S270).

[0131] The information on the boarding and alighting points may include the locations of the boarding and alighting points, transfer points, and walking routes from the departure point and destination. For example, the boarding and alighting point calculation unit 115 can select the boarding and alighting points from among candidate boarding and alighting points based on whether the area is available for boarding and alighting, the user's boarding and alighting history, the walking route, whether passengers who get on and off nearby (whether the walking time or distance is less than a reference value), and the traveling direction of the vehicle on the road.

[0132] Meanwhile, the departure time / arrival time input interface 2020 can proceed with inputting the departure time or arrival time, and can also determine whether or not an arrival time has been selected (S280) and input (S285). If an arrival time has been input, the probability of strict adherence to the arrival time is calculated, and whether or not the reservation can be made may be determined depending on whether or not the arrival time can be strictly adhered to with a certain probability or higher (S290).

[0133] The time and time points dealt with in this specification include departure time, arrival time, reservation reference time, and estimated arrival time. The departure time and arrival time may refer to the time of departure and arrival by the user, or the time entered as the departure time and arrival time. The reservation reference time may refer to a specific time for a reservation to be accepted. Since it is difficult to proceed with a reservation if the departure time or arrival time is entered very close to the departure time, a reservation reference time may be set, and it may be determined that a reservation is only possible if the departure time is entered before the reservation reference time, or if the departure time calculated from the arrival time has a certain probability of adhering to the arrival time that is equal to or greater than the reservation reference time.

[0134] When the arrival time is input in the arrival time input step (S285), it is possible to determine whether or not the arrival time can be reserved. In other words, it is possible to determine whether or not the arrival time is earlier than the departure time for which the probability of strict adherence to the arrival time is equal to or higher than a certain probability by an amount commensurate with the reservation reference time, and depending on the determination, the process proceeds to the reservation and dispatch step (S300) or the real-time dynamic dispatch step (S400).

[0135] On the other hand, if it is difficult to strictly adhere to the arrival time even after proceeding with the real-time dynamic vehicle allocation step (S400), a message to that effect is transmitted to the user terminal 700. Even in the case of inputting a departure time, if a reservation is impossible because the input departure time is after the reservation reference time, a message informing the user that reservation is impossible and that real-time vehicle allocation is being performed can be transmitted to the user terminal 700.

[0136] The input of the departure time or arrival time is carried out, and if a reservation is possible based on the input departure time or arrival time, the reservation dispatch step (S300) is carried out, and if no departure time or arrival time is input, the real-time dynamic dispatch step (S400) is immediately carried out.

[0137] When a reservation-available departure time or arrival time is input, the reservation dispatch calculation unit 153-1 first checks whether there are other reserved passengers departing from neighboring areas (areas within a certain distance) within a predetermined period (S310). If there are other reserved passengers, the reservation dispatch calculation unit 153-1 detects the itinerary similarity with the other reserved passengers (S320). The itinerary similarity is calculated by calculating the degree of coincidence of links and / or nodes between the boarding point and the disembarking point. The degree of coincidence of links and / or nodes may be calculated based on the number of overlapping links and / or nodes. In this case, if the degree of coincidence of links or nodes is high (above a threshold degree of coincidence), the degree of coincidence can be further increased by changing the boarding or disembarking points of the other reserved passengers or the user who input the departure time. In this case, if the user has a disability or is accompanied by an infant, a higher weighting value can be assigned to the degree of coincidence, thereby providing a higher probability of reservation dispatch for customers with disabilities or infants (i.e., increasing the probability of reservation dispatch).

[0138] Meanwhile, the predetermined time period as a reference for the reservation boarding request may be changed by machine learning. For example, the predetermined time period may be determined by calculating and updating the probability of receiving other reservation boarding requests.

[0139] At this time, it is checked whether the number of other reserved passengers with similar itineraries (when the degree of coincidence of nodes or links is equal to or greater than the standard degree of coincidence) is equal to or greater than the standard number of passengers (S330), and if the number of passengers is equal to or greater than the standard number of passengers, the vehicle reservation is proceeded with (S340). In this case, if the vehicle reservation is proceeded with, a discount can be applied according to the difference between the departure times.

[0140] Alternatively, if there are no other passengers with reservations, it is checked whether a predetermined time for reservations has passed (S350), and if so, the vehicle reservation (S340) can proceed even if the number of passengers with similar itineraries is below a certain number. After the vehicle reservation has been made, the real-time dynamic vehicle allocation step (S400) can be carried out.

[0141] Meanwhile, if the departure time is not input along with the setting of the boarding and alighting point, or if the reserved vehicle allocation is completed, or before the vehicle arrives, the real-time dynamic vehicle allocation step (S400) can be subsequently performed.

[0142] A real-time dynamic dispatch step (S400) can be carried out in the optimal dispatch unit 150.

[0143] First, the vehicle allocation calculation unit 153 can receive vehicle information (S415). In this case, the vehicle allocation calculation unit 153 can receive vehicle information including the ID and real-time location information of each vehicle.

[0144] Then, the vehicle dispatch calculation unit 153 can generate a group of vehicle dispatch candidates by searching for vehicles that can be dispatched (S410). In this case, the group of vehicle dispatch candidates may be determined based on whether the departure point and destination pass through the existing planned pick-up point and planned drop-off point of the MOD vehicle or an adjacent area, whether the detour time of passengers who have already been dispatched or boarded the vehicle at the time of boarding of the user requesting the vehicle is within a reference value, and the ETA to the pick-up point of the user who requested the vehicle.

[0145] Meanwhile, once a vehicle candidate for dispatch has been found, it can be checked whether there is an arrival time for which punctuality should be guaranteed. That is, after the user inputs the arrival time, it can be checked whether the user has not received a message from the system indicating that it is difficult to strictly adhere to the arrival time (S420).

[0146] If it is confirmed whether or not the arrival time has been input, the dispatch calculation unit 153 receives the operation information history (S425) and can inquire about vehicles that can strictly adhere to the arrival time among the MOD vehicles corresponding to the dispatch candidate group. Specifically, if the user boards a MOD vehicle corresponding to the dispatch candidate group at the time it arrives at the boarding point, it checks whether the probability of strictly adhering to the arrival time is equal to or greater than a certain probability, and confirms whether the vehicle is capable of strictly adhering to the arrival time (S430). In this case, the punctuality assurance unit 155 can calculate the probability of strictly adhering to the arrival time of the dispatch candidate group and transfer it to the dispatch calculation unit 153 (S460).

[0147] Then, it is confirmed whether there are passengers already on board the vehicle (S440), and it is determined whether the arrival time of the passengers already on board can be strictly adhered to (S450). In this case, the punctuality guarantee unit 155 can calculate the possibility of the arrival time of the passengers already on board being strictly adhered to, taking into account the route changed due to the boarding of the user requesting the vehicle dispatch, and transfer the result to the vehicle dispatch calculation unit 153 (S460).

[0148] If there is a high probability that the arrival time of the passengers already on board will not be strictly adhered to when the user requesting a ride gets on (S470), the process returns to the step of querying the group of ride candidates for a vehicle that can strictly adhere to the arrival time (S430). If there is no vehicle that can strictly adhere to the arrival time among the group of ride candidates, a message indicating that it will be difficult to strictly adhere to the arrival time can be sent to the user terminal 700 again.

[0149] If it is confirmed whether the arrival time of the user requesting the vehicle and the passengers already on board can be strictly adhered to, the real-time dynamic vehicle allocation calculation unit 153-2 can allocate a vehicle that has the shortest ETA and remaining seats.The vehicle allocation calculation unit 153 can then generate and transmit allocation information for the allocated vehicle to the user terminal 700 and the MOD vehicles 200, 300, and 600 (S480).

[0150] Referring to FIG. 10, after the vehicle dispatch is completed, the dispatched vehicle can move to the boarding point. After receiving the dispatch message, the mobility service unit 2000 can generate a travel route and transmit the dispatch information to the vehicle (S510). At this time, if there are passengers already on board the vehicle (S520), the ETA is calculated (S570), and the itinerary changes corresponding to the changed itinerary are notified to the passengers already on board along with the ETA (S530), and the vehicle moves (S540). The ETA for the vehicle's boarding point may be calculated and provided continuously even while the vehicle is moving. In addition, the vehicle information is notified to the user terminal 700 (S550).

[0151] Next, the mobility service unit 2000 checks whether the vehicle has arrived and proceeds with the user boarding step (S600). However, if the vehicle has not yet arrived at the boarding point, the dynamic vehicle allocation step (S400) may be repeated. For example, if the ETA exceeds the reference ETA due to a change in traffic conditions before the vehicle has arrived at the boarding point, the dynamic vehicle allocation step (S400) may be repeated.

[0152] When the user of the user terminal 700 boards the vehicle (S610), passenger authentication (S620) is performed, and the boarding pass is approved and payment is made (S650). However, the payment step can also be performed when the passenger disembarks. Passenger authentication (S620) can be performed by transmitting the ID of the user terminal 700 to the MOD vehicle 200, 300, 600 via a communication connection means, such as a proximity communication means such as Bluetooth (registered trademark), Near Field Communication (NFC), ZigBee (registered trademark), or Ultra-Wide Band (UWB). Alternatively, passenger authentication (S620) can be performed by a biometric recognition method such as facial recognition using a camera or by a method such as recognizing the passenger sitting in a specific seat. For example, passenger authentication (S620) can be performed by facial recognition using a camera installed at the boarding gate of the MOD vehicle, or by authentication by seating in a specific seat via a camera when the user sits in a specific reserved seat.

[0153] The vehicle calculates the fare for the ID of the transferred user terminal 700 through the dynamic fare calculation unit 130 and proceeds with payment and authentication through the mobility service unit 2000 (S650). After the boarding pass is approved / paid, the boarding information and the remaining seat information of the vehicle are updated (S435).

[0154] After the passenger is authenticated, the vehicle moves to the drop-off point (S630), and information about the vehicle is provided to the passenger (S640).

[0155] Meanwhile, while the bus is moving to the drop-off point (S700), it continues to check whether new passengers have arrived (S710). If a new passenger arrives, the ETA is calculated (S740) and updated, and the new ETA and itinerary change are notified (S720). At this time, when the bus arrives at the drop-off point (S730), it checks whether passengers have disembarked (S800). In this case, passenger disembarkation may be confirmed via proximity communication methods such as Bluetooth (registered trademark), near field communication (NFC), ZigBee (registered trademark), or ultra-wide band (UWB). Alternatively, passenger disembarkation may be confirmed by biometric recognition such as facial recognition using a camera, tracking of passenger movements from boarding to disembarking, automatic payment upon arrival at the designated drop-off point, or by detecting passengers leaving their seats and disembarking via a camera.

[0156] Therefore, the present invention can solve the above-mentioned problems by applying an innovative method for guaranteeing punctuality of arrival time at a destination. In particular, the present invention can provide a MOD system that provides a user interface for inputting an arrival time and links the inputted arrival time with the process of reserving and dispatching a MOD vehicle.

[0157] Furthermore, even when a passenger is added to a MOD vehicle, the MOD system can guarantee the arrival time of the passengers already on board, making it easier for users to predict their arrival time. This is expected to make it easier for users who need to arrive on time, such as for work or after-work appointments, to use MOD vehicles.

[0158] Furthermore, according to the present invention, it is possible to provide a MOD system that can guarantee punctuality while being linked to public transportation means and the like.

[0159] Furthermore, according to the present invention, a reservation method is provided that can directly reflect the demand for MOD vehicles, making it possible to provide a reservation method that allows MOD vehicles to be operated while maximizing cost efficiency from the operator's perspective.

[0160] Although the embodiments of the present invention have been described in detail above with reference to the accompanying drawings, the present invention is not necessarily limited to such embodiments and can be variously modified within the scope of the technical concept of the present invention. Therefore, the embodiments disclosed in the present invention are merely for the purpose of explanation and do not limit the scope of the technical concept of the present invention. Therefore, the above-described embodiments should be understood to be merely illustrative in all respects and not limiting. The scope of protection of the present invention should be interpreted by the scope of the following claims, and any technical concept within the scope equivalent thereto should be interpreted as being included in the scope of the present invention. [Explanation of symbols]

[0161] 1000 MOD System 100 MOD engine 110 Optimal boarding and alighting point calculation unit 130 Dynamic charge calculation unit 150 Optimal Vehicle Allocation Department 153 Vehicle Dispatch Calculation Unit 155 Punctuality Assurance Department 160 Itinerary calculation section 170 Boarding Control Department 180 ETA calculation unit 185 Vehicle Relocation Department 190 Multi-modal Cooperation Department

Claims

1. a mobility service unit having a boarding request input unit into which a boarding request including a departure point and a destination point is input; an optimal bus dispatching unit that calculates optimal bus dispatch and route in response to a user's boarding request and dispatches a mobility on demand (MOD) bus; Equipped with The optimal vehicle allocation unit includes a vehicle allocation calculation unit, The vehicle allocation calculation unit includes a vehicle reservation calculation unit, The reservation and dispatch calculation unit checks whether there are other passengers with reservations within a certain distance during a specified reservation time in response to a user's reservation boarding request, and proceeds with the vehicle dispatch reservation if the number of passengers with reservations for similar itineraries is equal to or exceeds a reference number based on the itinerary similarity with other passengers. This is a mobility on-demand (MOD) system.

2. the boarding request input unit further includes a departure and arrival time input interface capable of inputting an arrival time or a departure time; 2. The mobility on demand (MOD) system of claim 1, wherein the optimal vehicle dispatch and route include a vehicle dispatch and route of a mobility on demand (MOD) vehicle with guaranteed arrival time that can arrive at the destination at the arrival time input by the user, or a vehicle dispatch and route of a mobility on demand (MOD) vehicle with guaranteed departure time that can arrive at the boarding point at the departure time input by the user.

3. the optimum vehicle dispatch unit includes a punctuality guarantee unit, 3. The mobility on demand (MOD) system of claim 2, wherein the punctuality guarantee unit includes a departure time or arrival time filter that calculates a probability density function to calculate the optimal vehicle to be dispatched by calculating the possibility of punctuality for the arrival time or departure time requested by the user among the vehicles available for dispatch calculated by the dispatch calculation unit.

4. The mobility service unit includes a multi-mode cooperation selection interface capable of inputting a cooperation mode of transportation at a boarding point or a disembarking point of the mobility on demand (MOD) bus, 4. The mobility on demand (MOD) system according to claim 3, wherein the punctuality guarantee unit includes a linked schedule matching calculation unit that ensures that the mobility on demand (MOD) bus is dispatched in time for the departure or arrival time of the linked transportation means input by the user.

5. 4. The mobility on demand (MOD) system according to claim 3, wherein the punctuality guarantee unit includes an associated schedule matching calculation unit that calculates the arrival time and departure time of an associated transportation means that departs within a certain distance from the disembarkation point within a certain time period including walking time from the arrival time of the mobility on demand (MOD) vehicle at the disembarkation point, or that arrives within a certain distance from the boarding point within a certain time period including walking time from the departure time of the mobility on demand (MOD) vehicle from the boarding point.

6. the optimum vehicle dispatch unit includes a punctuality guarantee unit, 2. The mobility on demand (MOD) system of claim 1, wherein the vehicle allocation calculation unit queries available vehicles to generate a group of vehicle allocation candidates, and determines whether the mobility on demand (MOD) vehicles included in the group of vehicle allocation candidates can strictly adhere to their arrival times in conjunction with the punctuality assurance unit.

7. 7. The mobility on demand (MOD) system according to claim 6, wherein the vehicle dispatch calculation unit checks whether the probability that a mobility on demand (MOD) vehicle included in the group of candidate vehicles for dispatch will strictly adhere to the arrival time is equal to or greater than a certain probability, thereby confirming whether the vehicle is capable of strictly adhering to the arrival time.

8. 7. The mobility on demand (MOD) system according to claim 6, wherein the vehicle dispatch calculation unit checks whether the arrival time can be strictly adhered to by detouring the passengers already on board when there are passengers already on board a mobility on demand (MOD) vehicle included in the group of candidate vehicles who boarded before the user who requested the vehicle dispatch.

9. 9. The mobility on demand (MOD) system according to claim 8, wherein the dispatch calculation unit queries the group of dispatch candidates for other vehicles that can strictly adhere to the arrival time when it is difficult to strictly adhere to the arrival time due to detouring of passengers already on board.

10. 9. The mobility on demand (MOD) system of claim 8, wherein the dispatch calculation unit includes a real-time dynamic dispatch calculation unit, and dispatches a vehicle and generates dispatch information when it is confirmed whether the arrival time of the user requesting the dispatch and the passengers already on board can be strictly adhered to.

11. The mobility-on-demand (MOD) system of claim 1 , wherein the predetermined reservation time is determined by calculating and updating a probability of receiving other reservation boarding requests.

12. The mobility on demand (MOD) system of claim 1, wherein the itinerary similarity is calculated based on the degree of coincidence of links or nodes between the boarding points and disembarking points between the other booking passengers and the user who made the booking boarding request.

13. 13. The mobility on demand (MOD) system of claim 12, wherein the reservation dispatch calculation unit, when the degree of coincidence of the link or node is equal to or greater than a reference degree of coincidence, changes the route of the other reserved passenger or the route of the user who made the reservation boarding request to increase the degree of coincidence of the link or node.

14. The mobility on demand (MOD) system of claim 13, wherein the reservation dispatch calculation unit changes the routes of the other reserved passengers to increase the degree of coincidence of the links or nodes when the user who made the reservation boarding request has a disability or is accompanied by an infant.

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