Load management device, load management method, and program

Abstract

To efficiently manage a loading article of a vehicle.SOLUTION: A vehicle allocation device comprises: a storage unit that stores loading status data indicating a loading status of a vehicle; and a control unit. In response to reception of a vehicle allocation request (loading request) that can specify a loading article of the vehicle and a priority order p for the loading article, the control unit determines whether or not a loading article in a predetermined order (e.g., first order) of the priority order p can be loaded onto the vehicle among the loading articles specified from the loading request (step S607) based on the loading status of the vehicle indicated in the loading status data; if the control unit determines that the loading article of the predetermined order can be loaded (step S608; Yes), the control unit updates the loading status of the vehicle indicated by the loading status data to a status in which the loading articles in the predetermined order have been increased (step S609), and determines whether or not a loading article of a next order (e.g., second order) of the predetermined order can be loaded (step S607).SELECTED DRAWING: Figure 6

Description

Technical Field

[0004] , ,

[0005] , ,

[0001] The present invention relates to a load management device, a load management method, and a program, and more particularly to a load management device, a load management method, and a program capable of efficiently managing the loads of a vehicle.

Background Art

[0002] Among users who have specified a desired boarding position, for example, when there is a user who has attribute information (for example, being pregnant or suffering from some illness) that may be more burdensome to move, even if it is somewhat unequal from the perspective of the moving distance for the remaining users, an information processing device that installs a virtual bus stop at a position where the burden on such a user who may be burdensome to move can be reduced is disclosed (see, for example, Patent Document 1).

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] However, since the information processing device disclosed in Patent Document 1 installs a virtual bus stop based on the attribute information of the user, there is a problem that the route becomes inefficient for the vehicle. Further, since the information processing device disclosed in Patent Document 1 emphasizes the attribute information of the user, there is also a problem that users who are hardly dispatched to the designated vehicle allocation position may occur depending on the attribute, and it becomes almost useless for some users. Furthermore, there is also a problem that the information processing device disclosed in Patent Document 1 cannot efficiently manage the loads of the vehicle.

[0005] The present invention has been made to solve the above problems and aims to provide a cargo management device, a cargo management method, and a program that can efficiently manage the cargo of a vehicle. [Means for solving the problem]

[0006] To achieve the above objectives, a cargo management device according to a first aspect of the present invention includes: a storage unit that stores cargo status data indicating the loading status of a vehicle; and a control unit that, in response to receiving a loading request that can identify the cargo of a vehicle and the priority order of said cargo, determines whether it is possible to load cargo of a predetermined priority order from among the cargo identified from the loading request onto the vehicle, based on the loading status data indicating the loading status of the vehicle, and if it is determined that it is possible to load said cargo of the predetermined priority order, updates the loading status of the vehicle indicated by the loading status data to a state in which the cargo of the predetermined priority order has been increased, and determines whether it is possible to load said cargo of the next priority order.

[0007] In the above-described cargo management device, the storage unit stores a first cargo increase / decrease pattern table that associates a cargo increase / decrease pattern indicating an increase or decrease in cargo with identification information that can identify the cargo state after the increase or decrease in cargo for each loading state of the vehicle, and the control unit determines whether the cargo of the predetermined order can be loaded onto the vehicle by determining whether the identification information corresponding to the cargo increase / decrease pattern indicating an increase or decrease in cargo of the predetermined order caused by the loading request is registered in the first cargo increase / decrease pattern table corresponding to the loading state of the vehicle indicated by the loading state data.

[0008] Furthermore, in the above-described cargo management device, the storage unit may store standard values ​​for the characteristics of the cargo in advance, and the control unit may calculate the degree of discrepancy between the characteristics of the cargo in the predetermined order and the standard values, and if it determines that the cargo in the predetermined order can be loaded based on the calculated degree of discrepancy, it may detect the identification information from the first cargo increase / decrease pattern table, and update the loading state of the vehicle indicated by the loading state data to the loading state after the increase or decrease of the cargo as indicated by the detected identification information.

[0009] Furthermore, in the above-described cargo management device, if multiple standard values ​​are stored in the storage unit, the first cargo increase / decrease pattern table may register the cargo increase / decrease pattern and the identification information in association with each standard value. The control unit may then detect the identification information corresponding to the standard value with the lowest degree of mismatch (which exceeds a threshold defined as necessary) among the identification information corresponding to the cargo increase / decrease pattern that indicates the increase or decrease of cargo in a predetermined order caused by the loading request, from the first cargo increase / decrease pattern table, and update the loading state of the vehicle indicated by the loading state data to the loading state after the increase or decrease of cargo indicated by the detected identification information.

[0010] Furthermore, in the above-described cargo management device, the loading status data may be stored in a way that allows for the identification of the loading status of the vehicle for each interval between the vehicle's stopping positions (including not only the fixed passing points described below but also the free passing points described below, with the point where cargo (people or luggage) is transferred to the vehicle being defined as a "stopping position." "Between stopping positions" means between adjacent stopping positions. The same applies hereinafter). The control unit may then determine, based on the loading status at each stopping position of the vehicle indicated by the loading status data, whether or not the cargo of the predetermined rank can be loaded onto the vehicle for each interval between stopping positions. If the cargo of the predetermined rank can be loaded at all of the intervals between stopping positions, the control unit determines that the cargo of the predetermined rank can be loaded. If the cargo of the predetermined rank cannot be loaded at any of the intervals between stopping positions, the control unit determines that the cargo of the predetermined rank cannot be loaded.

[0011] Furthermore, in the above-described cargo management device, the control unit may include: receiving means for receiving dispatch requests from a user terminal via a network, which include the loading request and request dispatch to a dispatch location specified by the user within a predetermined range between predetermined stopping positions; candidate generation means for generating a plurality of candidate routes that travel between the stopping positions via at least one of the dispatch locations identified from each of the dispatch requests received from a plurality of user terminals; exclusion means for excluding routes from the candidate routes generated by the candidate generation means in which the increase in the vehicle's travel time due to loading the cargo and passing through the dispatch locations exceeds a predetermined allowable range; numerical calculation means for calculating a numerical value indicating the inconvenience of each of the candidate routes generated by the candidate generation means; and route determination means for determining the candidate route with the smallest numerical value calculated by the numerical calculation means as the route the vehicle will travel.

[0012] Furthermore, in the above-described cargo management device, the numerical calculation means may calculate a numerical value representing the labor required of the vehicle driver due to the loading of the cargo, as the numerical value indicating the inconvenience.

[0013] Furthermore, the above-described cargo management device may further include a transmission means that, when the number of dispatch locations specified in the route determined by the route determination means is included in the user terminal of the user, a notification is sent via the network informing the user that a dispatch location can be dispatched, while when the route is not included in the user terminal of the user, a notification is sent via the network informing the user that a dispatch location cannot be dispatched and recommending to the user a dispatch request for the next vehicle. The transmission means may also be configured to, if the number of dispatch requests received within a predetermined period exceeds a predetermined upper limit, send a notification via the network to the user terminal that sent the dispatch request exceeding the predetermined upper limit informing the user that a dispatch location cannot be dispatched and recommending to the user a dispatch request for the next vehicle.

[0014] Furthermore, a method for managing cargo according to a second aspect of the present invention is a method for managing cargo using a cargo management device equipped with a storage unit that stores cargo status data indicating the loading status of a vehicle, comprising the steps of: a control unit, in response to receiving a loading request that can identify the cargo of a vehicle and the priority order of said cargo, determines whether it is possible to load cargo of a predetermined priority order from among the cargo identified from the loading request, based on the loading status data indicating the loading status of the vehicle; and, if the control unit determines that it is possible to load cargo of the predetermined priority order, updates the loading status of the vehicle indicated by the loading status data to a state in which the cargo of the predetermined priority order has been increased, and determines whether it is possible to load cargo of the next priority order.

[0015] Furthermore, a program according to a third aspect of the present invention causes a computer of a cargo management device, which has a storage unit that stores cargo status data indicating the loading status of a vehicle, to perform the following steps in response to receiving a loading request that can identify the cargo of a vehicle and the priority order of said cargo: a procedure to determine whether it is possible to load cargo of a predetermined priority order from among the cargo identified from the loading request, based on the loading status data indicating the loading status of the vehicle; and, if it is determined that it is possible to load cargo of the predetermined priority order, to update the loading status of the vehicle indicated by the loading status data to a state in which the cargo of the predetermined priority order has been increased, and to determine whether it is possible to load cargo of the next priority order.

[0016] Furthermore, a dispatch device according to a fourth aspect of the present invention includes: receiving means for receiving dispatch requests from a user terminal via a network for requesting dispatch to a dispatch location specified by the user within a predetermined range between predetermined stopping locations; candidate generation means for generating a plurality of candidate routes that travel between the stopping locations via at least one of the dispatch locations identified from each of the dispatch requests received from a plurality of user terminals; numerical calculation means for calculating a numerical value indicating the inconvenience of each of the candidate routes generated by the candidate generation means; and route determination means for determining a route for the vehicle to travel from among the candidate routes based on the numerical value calculated by the numerical calculation means.

[0017] The dispatching device described above may further include a transmission means that transmits a notification via the network to the user terminal of a user whose designated dispatch location is included in the route determined by the route determination means, informing them that a vehicle can be dispatched, while transmitting a notification via the network to the user terminal of a user whose designated dispatch location is not included in the route, informing them that a vehicle cannot be dispatched and recommending to the user to request the next vehicle dispatch.

[0018] Furthermore, in the dispatching device described above, if the number of dispatch requests received within a predetermined period exceeds a predetermined upper limit, the transmitting means may notify the user terminal that sent the dispatch request exceeding the predetermined upper limit that a vehicle cannot be dispatched, and also send a notification via the network to the user recommending the next vehicle for the dispatch request.

[0019] Furthermore, the dispatching device described above may further include exclusion means for excluding routes from the candidate routes generated by the candidate generation means in which the increase in the vehicle's travel time due to passing through the dispatching location exceeds a predetermined allowable range.

[0020] Furthermore, in the above-described vehicle dispatching device, the route determination means may determine the route candidate for which the numerical value calculated by the numerical value calculation means is smallest as the route on which the vehicle will travel.

[0021] Furthermore, in the dispatching device described above, the numerical calculation means may calculate the sum of multiple types of numerical values ​​that indicate the inconvenience of each of the candidate routes.

[0022] Furthermore, a dispatch method according to a fifth aspect of the present invention includes: a receiving step of receiving a dispatch request from a user terminal via a network, requesting dispatch to a dispatch location specified by the user within a predetermined range between predetermined stopping locations; a candidate generation step of generating a plurality of candidate routes that travel between the stopping locations via at least one of the dispatch locations specified from each of the dispatch requests received from a plurality of user terminals; a numerical calculation step of calculating a numerical value indicating the inconvenience of each of the candidate routes generated by the candidate generation step; and a route determination step of determining a route for the vehicle to travel from among the candidate routes based on the numerical value calculated by the numerical calculation step.

[0023] Furthermore, a program according to a sixth aspect of the present invention causes a computer to execute: a receiving procedure that receives a dispatch request from a user terminal via a network requesting dispatch to a dispatch location specified by the user within a predetermined range between predetermined stopping locations; a candidate generation procedure that generates a plurality of candidate routes that travel between the stopping locations via at least one of the dispatch locations identified from each of the dispatch requests received from a plurality of user terminals; a numerical calculation procedure that calculates a numerical value indicating the inconvenience of each of the candidate routes generated by the candidate generation procedure; and a route determination procedure that determines a route for the vehicle to travel from among the candidate routes based on the numerical value calculated by the numerical calculation procedure. [Effects of the Invention]

[0024] According to the present invention, it is possible to provide a load management device, a load management method, and a program that can efficiently manage the loads of a vehicle.

Brief Description of the Drawings

[0025] [Figure 1] It is a diagram for explaining the outline of the vehicle allocation system according to the present embodiment. [Figure 2] It is a diagram showing a configuration example of the vehicle allocation system according to the present embodiment. [Figure 3] It is a block diagram showing a configuration example of the user terminal. [Figure 4] It is a block diagram showing a configuration example of the vehicle allocation device. [Figure 5] It is a block diagram showing a configuration example of the vehicle terminal. [Figure 6] It is a flowchart showing details of the loading state update process. [Figure 7] It is a flowchart showing details of the pattern matching process. [Figure 8] It is a flowchart showing details of the vehicle allocation process.

Embodiments of the Invention

[0026] Hereinafter, the best mode for carrying out the present invention will be described.

[0027] First, the configuration of the vehicle allocation system according to the embodiment of the present invention will be described with reference to the drawings.

[0028] The vehicle allocation system according to the present embodiment is for realizing a new vehicle transportation system such as a bus that is positioned between existing community buses and demand taxis on the premise of being deeply linked with the town planning of the region.

[0029] FIG. 1 is a diagram for explaining the outline of the vehicle allocation system according to the present embodiment. <了[

[0030] As shown in Figure 1, in the dispatch system according to this embodiment, one vehicle travels in a loop along a fixed route (driving path) at predetermined intervals (for example, 30 minutes to 1 hour). The route has predetermined stopping points (fixed passing points) such as fixed stops near commercial facilities and large hospitals, but users can specify free passing points other than the fixed passing points as dispatch locations such as boarding and alighting locations, provided certain conditions are met. The route changes moment by moment according to the user's reservation status. A unique algorithm is used to formulate this route. According to this algorithm, the user's past dispatch reservation status is scored, and the priority of other users can be taken into consideration. Therefore, a user's dispatch reservation may not be reflected. In this case, the dispatch reservation is given priority for the next loop. The departure time from each fixed passing point is fixed like a bus, but the time required between fixed passing points is set with a certain amount of buffer time to account for the route changes mentioned above. The number of dispatch locations between fixed passing points is limited to 2 to 3. Furthermore, this dispatch system is intended to be used not only for transporting passengers, but also for transporting goods such as luggage and animals.

[0031] The dispatch system according to this embodiment primarily targets elderly people who have lost their means of transportation, such as those who have surrendered their driver's licenses or those who never had a license in the first place, rather than young or middle-aged people. It provides a new transportation solution for such elderly people.

[0032] Furthermore, the vehicles expected to be used in the dispatch system according to this embodiment include not only buses but also general light vehicles and regular (medium-sized) automobiles, making it possible to enter narrow alleys and pick up passengers.

[0033] Figure 2 shows an example of the configuration of the dispatch system according to this embodiment.

[0034] As shown in Figure 2, the dispatch system 1 comprises multiple user terminals 2-L (where L is a natural number), a dispatch device (load management device) 3, and a vehicle terminal 4, which are connected to each other via a network N such as the Internet.

[0035] User terminal 2-L consists of, for example, a general-purpose smartphone or tablet computer. Alternatively, user terminal 2-L may consist of, for example, a general-purpose personal computer.

[0036] Figure 3 is a block diagram showing an example configuration of a user terminal.

[0037] As shown in Figure 3, the user terminal 2-L comprises a storage unit 21, a touch panel 22, a communication unit 23, and a control unit 24, which are connected via a bus or the like.

[0038] The storage unit 21 is composed of, for example, non-volatile memory such as general-purpose flash memory. Various application programs are installed in the storage unit 21. In this embodiment, an application program for realizing ride-hailing reservations (hereinafter referred to as the "ride-hailing reservation app") is installed in the storage unit 21. Note that the ride-hailing reservation app is not limited to being installed in the storage unit 21 as an independent application program, but may also be in a form where, for example, it accesses a specific website and performs user operations and processing on that site each time.

[0039] The touch panel 22 is composed of, for example, a general-purpose touch panel that combines a liquid crystal display device and a pointing device. The touch panel 22 displays various screens and accepts various operations from the user. In this embodiment, the user launches the ride-hailing reservation application by tapping the icon of the ride-hailing reservation application displayed on the touch panel 22.

[0040] Furthermore, on the dispatch location specification screen of the dispatch reservation app displayed on the touch panel 22, users can specify free passing points within a predetermined range between predetermined stopping locations (fixed passing points). Users may also specify free passing points when registering as a new user. Here, the predetermined range is the range that can be traveled within a time that is the sum of the time it normally takes for a vehicle to travel between fixed passing points and a predetermined time. Users can specify free passing points in more detail than with conventional on-demand bus services, for example, they can specify a destination as close as the eaves of their house. As a result, users can travel very comfortably even on rainy days, and the physical burden on them can be reduced. Users can also specify fixed passing points.

[0041] Furthermore, on the ride-hailing reservation screen of the ride-hailing reservation app displayed on the touch panel 22, the user specifies the pick-up and drop-off locations from among the pre-registered free passing points. The user also selects the type of cargo to be loaded onto the vehicle from the cargo type list displayed on the ride-hailing reservation screen, requests that the cargo be loaded onto the vehicle, specifies the priority p (p is a natural number) of the cargo, inputs measured values ​​of its characteristics, and then instructs the vehicle to reserve a seat (ride-hailing reservation).

[0042] In this embodiment, the cargo includes not only luggage but also passengers, animals, etc. That is, for example, when passengers and luggage are loaded together in a vehicle, passengers are considered a type of cargo, and both passengers and luggage are included in the cargo. The types of cargo are broadly classified into passengers, luggage, and animals. The types of cargo are further classified according to the characteristics of each type of cargo: passengers, luggage, and animals.

[0043] The characteristics of the cargo include user characteristics such as whether it can be shared, whether the user is unwell, whether they are elderly (e.g., 65 years or older), whether they are large (e.g., 180cm or taller or weigh 100kg or heavier), and whether they are prone to motion sickness, as well as cargo characteristics such as dimensions (size), weight, whether it can be placed on its side, whether it must be placed upright, whether it is an important item, its fragility, softness, and susceptibility to damage. For example, even if the dimensions of the cargo are within the same range, if their susceptibility to damage differs, the cargo may be classified into different categories due to its different characteristics. Conversely, even if the dimensions of the cargo are not within the same range (even if the cargo characteristics differ), the cargo may be classified as the same category.

[0044] Furthermore, in this embodiment, there is a maximum number of items that can be loaded into the vehicle at one time per user. If the number of items does not exceed the maximum number, the priority p of all items selected by the user from the list of items will be set to "1". On the other hand, if the number of items to be loaded into the vehicle exceeds the maximum number, the user must specify a priority for each item selected from the list of items. Specifically, the user will specify a priority p of "1" for the items they wish to load into the vehicle together (for example, one user and one shopping bag from a supermarket), and a priority of "2" for the items they wish to load into the vehicle together if possible (for example, one cardboard box).

[0045] Furthermore, on the vehicle reservation screen, if there is a discrepancy between the dimensions and weight of the cargo, etc., indicated in the cargo type section, and the actual measured dimensions and weight of the cargo to be loaded, and if it is necessary to understand this discrepancy, the user can input the measured values.

[0046] Furthermore, if the user is an elderly person who has difficulty using the internet, a caregiver or relative may make the ride reservation on their behalf. Also, if the ride reservation application is not installed on the memory unit 21, or if the user terminal 2-L is composed of a personal computer, the user can make a ride reservation on the website operated by the ride reservation system 1. In addition, the user may make a ride reservation by telephone.

[0047] The touch panel 22 displays whether a vehicle can be dispatched, and if a vehicle cannot be dispatched, it displays the next dispatch timing (for example, the time when the next vehicle will pass the previous fixed checkpoint) and recommends that the user reserve a vehicle for the next dispatch. The touch panel 22 also displays the items that the user has requested to be loaded onto the vehicle and that can be loaded onto the vehicle.

[0048] The communication unit 23 is composed of, for example, a general-purpose wireless communication device. In this embodiment, the communication unit 23 transmits registration requests to the dispatch device 3 via the network N, which are requests for registration of free passing points designated by the user, and dispatch requests to dispatch locations designated by the user within a predetermined range between predetermined stopping positions (fixed passing points). In this embodiment, the dispatch request includes a loading request that can specify the load of the vehicle and the priority p of the load. The communication unit 23 also receives dispatch availability notifications transmitted from the dispatch device 3 via the network N, which notify the user whether or not a dispatch is possible.

[0049] The control unit 24 is composed of, for example, a CPU (Central Processing Unit), ROM (Read Only Memory), and RAM (Random Access Memory). The CPU uses RAM as work memory and controls various operations of the user terminal 2-L by appropriately executing various programs stored in the ROM and storage unit 21.

[0050] In this embodiment, the control unit 24 responds to the user tapping the ride-hailing reservation app icon displayed on the touch panel 22 by launching the ride-hailing reservation app stored in the storage unit 21.

[0051] Then, in response to the user specifying a free passage point in the ride-hailing app, the control unit 24 transmits a registration request that allows the user to identify the free passage point to the ride-hailing device 3 via the network N from the communication unit 23.

[0052] Furthermore, the control unit 24 specifies the dispatch location from among the free passage points that the user has registered in advance in the dispatch reservation app, selects the type of cargo to be loaded onto the vehicle from the cargo type list, requests that the cargo be loaded onto the vehicle, and after specifying the priority p of the cargo and inputting the measured values ​​of its characteristics, in response to the instruction to make a dispatch reservation, the control unit 24 transmits a dispatch request from the communication unit 23 via the network N to the dispatch device 3, which can identify the dispatch location such as the pick-up and drop-off locations specified by the user, as well as the type code indicating the type of cargo, priority p, and measured values ​​of its characteristics.

[0053] Subsequently, the control unit 24, in response to receiving a dispatch availability notification transmitted from the dispatch device 3 via the network N, displays the availability of dispatch on the touch panel 22. If dispatch is not possible, it displays the next dispatch timing on the touch panel 22 and recommends that the user reserve a vehicle for the next time. The control unit 24 also displays on the touch panel 22 the items that can be loaded onto the vehicle from among the items requested by the user to be loaded onto the vehicle.

[0054] The dispatch system 3 shown in Figure 2 consists of, for example, a general-purpose server computer and a general-purpose database (DB).

[0055] Figure 4 is a block diagram showing an example of the configuration of a vehicle dispatch system.

[0056] As shown in Figure 4, the dispatching system 3 comprises a communication unit 31, a storage unit 32, and a control unit 33, which are connected via a bus or the like.

[0057] The communication unit 31 is composed of, for example, a NIC (Network Interface Card). The communication unit 31 communicates wirelessly with the user terminal 2-L and the vehicle terminal 4 via the network N. In this embodiment, the communication unit 31 receives registration applications and dispatch requests transmitted from the user terminal 2-L via the network N, and transmits dispatch availability notifications to the user terminal 2-L via the network N. The communication unit 31 also transmits route notifications to the vehicle terminal 4 via the network N, notifying them of the planned vehicle route.

[0058] The storage unit 32 is composed of, for example, a general-purpose hard disk drive. Various application programs are installed on the storage unit 32. In this embodiment, the storage unit 32 has a route planning program installed that plans the vehicle route using a proprietary algorithm. If the dispatch location specified by the user is reflected on the route planned by this proprietary algorithm, the vehicle will be dispatched successfully. However, if the dispatch location specified by the user is not reflected, for example, if a dispatch location specified by another user takes priority, the vehicle will not be dispatched.

[0059] Furthermore, the storage unit 32 includes a root DB, an attribute value table, a standard value table, a matching type code table, a basic DB, a first load increase / decrease pattern table, and a second load increase / decrease pattern table.

[0060] The route database pre-registers data as route patterns, which associate combinations of freely passable points (unit routes) that can be used as transit points (stops) for each fixed transit point i (where i is a natural number) and for each bus service, as well as the time loss caused by these transits (how many minutes of delay the transit will cause).

[0061] The attribute value table stores attribute values ​​that represent the characteristics of the cargo numerically, associated with each type code. For example, the attribute value may represent the dimensions and weight of the cargo, as well as whether or not it is an important item, indicated by a value of "0" or "1". The attribute value may also represent the importance of the cargo as a numerical value from "0" to "100".

[0062] The standard value table registers standard values ​​for the characteristics of cargo represented by attribute values ​​(for example, the basic size of the cargo dimensions). Even if the type of cargo is the same, the standard value table may register multiple different standard values ​​depending on the characteristics of the cargo, such as its dimensions and weight.

[0063] The matching type code table registers multiple matching type codes, each associated with a unique serial number p (where p is a natural number), and defines a characteristic function Fp(x) for specifying the matching conditions with a standard value.

[0064] The matching type code may specify that the matching condition is met only if the characteristics of the cargo perfectly match the standard value, or it may specify that the matching condition is met if the difference between the characteristics of the cargo and the standard value is within a predetermined range. More specifically, there may be a matching type code that specifies that the matching condition is met if the characteristics of the cargo are below the standard value by a predetermined range, but not if they are even slightly above the standard value.

[0065] The characteristic function Fp(x) is a function used in pattern matching, which will be described later. It is constructed by dividing and connecting multiple straight lines and curves (such as quadratic or cubic functions) at arbitrary points on the x-axis as needed. For example, when the characteristic function Fp(x) is composed of multiple straight lines, it becomes a piecewise linear graph (generally with some discontinuities in between). Note that when the characteristic function Fp(x) is divided at arbitrary points on the x-axis, the graph does not need to be continuous and smooth before and after the dividing points. Specifically, the characteristic function Fp(x) is expressed by defining a mathematical formula (e.g., y = a0x + b) for each arbitrary dividing point on the x-axis to which the variable x for which a value is substituted is applied, and then listing these formulas.

[0066] The basic database registers a large number of loading state patterns (basically, as many as the hard disk capacity of the computer handling the memory unit 32 allows) that represent the loading state inside the vehicle (for example, 2 users, 3 cardboard boxes capable of holding A4-sized documents, and 5 envelopes the size of Letter Packs, etc.), associating them with a unique serial number r (where r is a natural number), which is identification information. The basic database registers a loading state pattern that represents the completely empty state inside the vehicle as associated with serial number "0". The basic database also registers a loading state pattern that represents a hypothetical state where the vehicle is full and overflowing as associated with the maximum value rMax of serial number r. A loading state pattern represents the loading state inside the vehicle by combining the vehicle's cargo type code and attribute values. Note that for serial number "0" (empty state) and rMax (hypothetical full state), the cargo type code and attribute values ​​representing the loading state inside the vehicle are not necessary and do not need to be registered.

[0067] Furthermore, if the dimensions and other sizes of the cargo are not within the same range (i.e., the characteristics of the cargo differ), but the type of cargo is intentionally made the same, then multiple loading state patterns should be registered in the basic database, associated with the type code. Also, if different standard values ​​are registered in the standard value table according to the cargo characteristics such as dimensions and weight, even though the type of cargo is the same, then multiple loading state patterns should be registered in the basic database, associated with the multiple standard values.

[0068] Here, as a rule of dispatch system 1, small items will not be accepted for loading onto the vehicle unless they are placed in cardboard boxes or similar containers of a specified size or larger. This limits the minimum size of items that can be loaded onto the vehicle, thus preventing an increase in the number of loading patterns.

[0069] Furthermore, it is not necessary to pre-register all loading state patterns in the basic database; each time a new loading state occurs, the corresponding loading state pattern can be registered sequentially, either manually or mechanically using a predetermined algorithm.

[0070] The first load increase / decrease pattern table assumes that the load has increased or decreased due to a new dispatch reservation from the current load state (for example, an elderly passenger boarding between a specific stopping point, resulting in the cancellation of one A4-sized cardboard box), and enumerates all possible combinations of increases and decreases, registering them as patterns (listing them).

[0071] Specifically, the first load increase / decrease pattern table is provided for each sequential number r corresponding to the load state pattern that indicates the current load state. Each first load increase / decrease pattern table registers a load increase / decrease pattern that indicates the increase or decrease in load caused by a new dispatch reservation, and a sequential number r (which can identify the load state after the increase or decrease in load) that corresponds to the load state pattern that indicates the load state inside the vehicle after the load has increased or decreased due to the new dispatch reservation. In addition, if multiple standard values ​​are registered in the standard value table for the same type of load, each first load increase / decrease pattern table stores a different first load increase / decrease pattern and sequential number r corresponding to each standard value.

[0072] As described above, by establishing rules such as limiting the number of items that can be loaded into a vehicle at one time per user, the number of patterns of increases and decreases in cargo can be suppressed. When cargo increases or decreases (especially increases) due to a new dispatch reservation, it is assumed that the vehicle driver will verify the user's identity and the contents of the cargo at the time of loading. If the amount of cargo increases or decreases frequently, the driver will have to spend more time and effort on verification, resulting in greater time loss. For this reason, in practice, it is extremely practical to introduce rules that limit the number of items that can be loaded into a vehicle at one time per user.

[0073] By introducing such a first load increase / decrease pattern table, even when the number of load state patterns registered in the basic database becomes extremely large, it becomes unnecessary to search and match from the vast number of load state patterns registered in the basic database to extract the load state pattern that is closest to the load state between the stopping positions after the increase / decrease, even when there is an increase or decrease in load during dispatch reservation. This reduces the time required for searching and matching.

[0074] The second load increase / decrease pattern table registers (lists) the difference between the load state pattern between the current stopping positions and the load state pattern between the next stopping positions as a list of possible combinations.

[0075] Specifically, the second load increase / decrease pattern table associates a unique serial number s (where s is a natural number) with a load increase / decrease pattern indicating the increase or decrease in load resulting from a new vehicle dispatch reservation, the time loss caused by the load change (increase in the vehicle's travel time), and a workload value that quantifies the driver's effort (workload).

[0076] By introducing this second loading increase / decrease pattern table, similar to the first loading increase / decrease pattern table, it is possible to suppress the problem of the number of loading state patterns becoming extremely large and the search taking a long time if the basic DB is directly referenced. Furthermore, when loading changes occur, the attribute values ​​associated with each combination pattern of changes can be referenced and extracted, allowing for the rapid calculation of the aforementioned time loss and workload increase.

[0077] Furthermore, while the list of load increase / decrease patterns registered in the second load increase / decrease pattern table is identical to that in the first load increase / decrease pattern table and can be shared, the information associated with these increase / decrease patterns differs from that in the first load increase / decrease pattern table. In addition, the total number of combinations of load increase / decrease patterns registered (listed) in the first and second load increase / decrease pattern tables increases monotonically and exponentially in proportion to the maximum number of loads that can be loaded onto a vehicle at one time per user. Therefore, in order to allow for sufficiently fast referencing and searching of the first and second load increase / decrease pattern tables, it is necessary to appropriately limit the maximum number of loads that can be loaded onto a vehicle at one time per user to a small value (for example, around 2-3), taking into account the computer's processing speed and disk capacity.

[0078] Furthermore, the memory unit 32 stores data representing the loading state (hereinafter referred to as "loading state data") and data representing the boarding / alighting state (hereinafter referred to as "boarding / alighting state data").

[0079] The loading status data stores a sequential number r corresponding to the loading status pattern that indicates the loading status between each stopping position.

[0080] Between stopping positions where no cargo is loaded, the sequential number "0," corresponding to the loading state pattern indicating that the vehicle is completely empty, is stored in the loading state data. However, even when no cargo is loaded, if the cargo needs to be restricted, such as when the passenger seat is broken and passengers or luggage cannot be loaded there, the vehicle should be treated as if cargo is virtually loaded, and the sequential number r, corresponding to the loading state pattern indicating this virtual state, should be stored in the loading state data. Furthermore, if the vehicle is being transported, in order to restrict all cargo, the maximum value rMax of the sequential number r, corresponding to the loading state pattern indicating a virtual state where the vehicle is full and overflowing, should be stored in the loading state data for all stopping positions.

[0081] Furthermore, if the dispatch request includes measured values ​​of the cargo's characteristics, such as dimensions and weight, these measured values ​​may be stored in the loading status data in addition to the serial number r.

[0082] The loading / unloading status data records, for each stopping position, a sequential number s of the loading increase / decrease pattern indicating the increase or decrease in load between stopping positions, the total value of the time loss caused by loading / unloading (increase in vehicle travel time), and the total value of the workload. For stopping positions where there is no increase or decrease in load, a sequential number "0" indicating that there was no increase or decrease in load is stored in the loading / unloading status data. If the dispatch request includes measured values ​​of the load characteristics such as dimensions and weight, these measured values ​​may also be stored in the loading / unloading status data in addition to the sequential number s.

[0083] The control unit 33 is composed of, for example, a CPU, ROM, and RAM. The CPU uses RAM as work memory and controls various operations of the dispatch device 3 by appropriately executing programs stored in the ROM and storage unit 32.

[0084] In this embodiment, the RAM of the control unit 33 is provided with a dispatch location counter that counts the number of dispatch locations specified by the user for each fixed passing point i, and a priority counter that counts the priority p of the cargo. The CPU of the control unit 33 functions as a receiving means, candidate generation means, exclusion means, numerical calculation means, route determination means, and transmission means by executing the route planning program stored in the storage unit 32.

[0085] First, the control unit (receiving means) 33, in response to receiving a registration application transmitted from the user terminal 2-L via the network N at the communication unit 31, determines whether or not to register the free passage point identified from the registration application.

[0086] Then, if the control unit 33 determines that a free passage point identified from the registration application is registrable, it registers the free passage point and generates a route pattern that passes through the newly registered free passage point and registers it in the route DB. Specifically, the control unit 33 first generates a unit route that passes through the newly registered free passage point for each fixed passage point i. Here, the generated unit route includes not only a unit route that passes through only the newly registered free passage point, but also a unit route that passes through multiple free passage points, such as the newly registered free passage point and one or more other free passage points that have already been registered. Next, the control unit 33 calculates the time loss caused by passing through the free passage point for each generated unit route. Then, the control unit 33 associates the generated unit route with the calculated time loss and registers it in the route DB.

[0087] Furthermore, each time the control unit (receiving means) 33 receives a dispatch request transmitted from the user terminal 2-L via the network N via the communication unit 31, it increments the value of the dispatch location counter n(i) (where n is a natural number), which is provided corresponding to the fixed passing point interval i where the boarding and alighting positions specified in the dispatch request exist, by 1. For the sake of simplicity, this is expressed here as a function of the number i between the fixed passing points, but strictly speaking, it is defined as a function of the number i between the fixed passing points and the bus service number j (the same applies to other variables and constants with "(i)" attached, as described later).

[0088] The control unit 33 then determines whether the value n(i) of the dispatch location counter has reached a predetermined upper limit B(i)max for dispatch reservations. If the value n(i) of the dispatch location counter has reached the upper limit B(i)max for dispatch reservations, that is, if the number of dispatch requests received within a predetermined period (for example, 30 minutes to 1 hour) in which dispatch reservations for the current vehicle can be made exceeds a predetermined upper limit B(i)max, the control unit (transmission means) 33 closes the dispatch reservation for the fixed passing point i, notifies the user terminal 2-L that a dispatch is not possible, and sends a dispatch availability notification from the communication unit 31 to the user terminal 2-L via the network N, recommending that the user make a dispatch reservation for the next vehicle.

[0089] Subsequently, if the user terminal 2-L makes a reservation for the next vehicle specifying the same boarding and alighting locations, the control unit 33 will increase the priority of the route including those locations for the next vehicle. If there is no reservation, the control unit 33 can determine that the user has boarded the current vehicle or has canceled the reservation itself. In response, if the value n(i) of the vehicle location counter has not reached the upper limit B(i)max of the reservation, the control unit 33 stores in RAM the vehicle location, such as the boarding and alighting locations specified from the vehicle request, as well as the type code of the cargo, priority p, and measured values ​​of its characteristics, in association with each other.

[0090] Then, the control unit 33 executes the loading status update process.

[0091] In the loading status update process, first, the control unit 33 identifies the stopping positions where the boarding and alighting positions, which are included in the dispatch position stored in RAM, exist, and also identifies the stopping positions that the vehicle passes through from the boarding position to the alighting position. Next, the control unit 33 reads a serial number r corresponding to each of the identified stopping positions from the loading status data. Then, the control unit 33 detects the first loading increase / decrease pattern table corresponding to each of the read serial numbers r. In addition, the control unit 33 sets the value of the priority counter provided in RAM to the initial count value of "1".

[0092] The control unit 33 then determines whether the cargo type code corresponding to the priority p indicated by the priority counter value is stored in RAM. If the cargo type code corresponding to priority p is not stored in RAM, the control unit 33 determines that all cargo requested by the user to be loaded onto the vehicle by the new dispatch request is available for loading and terminates the loading status update process.

[0093] In response, the control unit 33, if a cargo type code corresponding to priority p is stored in RAM, identifies the increase in cargo that would result from loading the cargo with the specified priority p onto the vehicle.

[0094] The control unit 33 then performs pattern matching processing to detect a serial number r corresponding to the load increase / decrease pattern indicating an increase in the specified load from each of the detected first load increase / decrease pattern tables, thereby determining whether the load with priority p can be loaded onto the vehicle. In other words, the control unit 33 performs pattern matching processing to confirm that there is an increase / decrease pattern corresponding to the serial number r corresponding to the load state pattern indicating the load state between the vehicle's stopping positions indicated by the load state data, and confirms that the serial number of the load state pattern after the increase / decrease linked to that increase / decrease pattern is not rMax (full state), thereby determining whether the load with priority p can be loaded onto the vehicle for each stopping position. The control unit 33 then determines that the load with priority p can be loaded if it can be loaded at all stopping positions, and determines that the load with priority p cannot be loaded if it cannot be loaded at any of the stopping positions.

[0095] In the pattern matching process, the control unit 33 first detects attribute values ​​from the attribute value table that correspond to the type code of the cargo for which priority p is specified. Next, the control unit 33 detects standard values ​​of the cargo characteristics represented by the detected attribute values ​​from the standard value table. Subsequently, the control unit 33 detects a matching type code from the matching type code table that defines a characteristic function Fp(x) for defining the matching conditions with the detected standard values.

[0096] The control unit 33 then calculates the degree of mismatch by substituting the corresponding attribute value and standard value into the characteristic function Fp(x) defined in the matching type code.

[0097] For example, when there is one load, and the attribute values ​​corresponding to the type code indicating the type of load are dimensions w×d×h, weight m, and importance fg1, and the standard values ​​for these are dimensions W×D×H, weight M, and importance FG1, and the special functions for each are Fp1(x), Fp2(x), and Fp3(x) (where p1, p2, and p3 are sequential numbers), then the degree of mismatch is defined as follows.

[0098] Discrepancy degree=Fp1(Ww)+Fp1(Dd)+Fp1(Hh)+Fp2(Ww)+Fp3(FG1-fg1)

[0099] Furthermore, when there are two loads and the attribute value, standard value, and special function Fp(x) are the same, the degree of inconsistency is simply the sum of the individual degree of inconsistency, as follows:

[0100] Mismatch score = Fp1(Ww) + Fp1(Dd) + Fp1(Hh) + Fp2(Ww) + Fp3(FG1-fg1) + Fp1'(Ww) + Fp1'(Dd) + Fp1'(Hh) + Fp2'(Ww) + Fp3'(FG1-fg1)

[0101] Then, based on the calculated degree of mismatch, the control unit 33 detects a serial number r from each of the detected first load increase / decrease pattern tables that matches or most closely approximates the increase in the specified load, and then terminates the pattern matching process. For example, if multiple standard values ​​are registered in the standard value table for the same type of load, the control unit 33 calculates the degree of mismatch for each standard value and detects from the first load increase / decrease pattern table the serial number r corresponding to the standard value with the lowest degree of mismatch (highest degree of match) among the multiple serial numbers r corresponding to load increase / decrease patterns that indicate an increase in the specified load. Furthermore, if necessary, a threshold may be set separately to establish a maximum level of mismatch (or minimum level of agreement). Even if a pattern corresponding to the standard value with the lowest level of mismatch (highest level of agreement) is detected from the first load increase / decrease table, including cases where only one standard value is registered, if the level of mismatch (or agreement) exceeds the threshold, it may be determined that no corresponding increase / decrease pattern exists (or, the detected serial number r=rMax, meaning that the load will be full after the increase / decrease (for processing convenience), and therefore no increase / decrease is possible).

[0102] When the control unit 33 detects a serial number r from all of the first load increase / decrease pattern tables, it determines that all loads with priority p can be loaded onto the vehicle, executes a status data update process to update the loading status data and boarding / alighting status data stored in the storage unit 32, and then terminates the loading status update process.

[0103] In the status data update process, the control unit 33 updates the serial number r stored in the loading status data, which is associated with each of the specified stopping positions, to the serial number r detected from each of the first loading increase / decrease pattern tables. As a result, the control unit 33 updates the loading status of the vehicle indicated by the loading status data to a state in which the loading of priority p has been increased.

[0104] Furthermore, the control unit 33 reads from the second load increase / decrease pattern table the serial number s, time loss, and workload value corresponding to each load increase / decrease pattern that indicates the increase and decrease of load resulting from the new vehicle dispatch reservation.

[0105] Then, the control unit 33 updates the boarding / alighting status data based on the read serial number s, time loss, and workload value, and then terminates the status data update process.

[0106] Specifically, the control unit 33 first reads sequential numbers s from the boarding / alighting status data corresponding to each of the stopping positions where the read boarding and alighting positions exist. Next, the control unit 33 reads the load increase / decrease patterns corresponding to each of the read sequential numbers s from the second load increase / decrease pattern table. Subsequently, the control unit 33 updates the load increase / decrease indicated by the load increase / decrease patterns read from the second load increase / decrease pattern table, that is, the load increase / decrease at each of the stopping positions where the boarding and alighting positions exist, based on the increase and decrease in load resulting from the new dispatch reservation. Furthermore, the control unit 33 reads sequential numbers s from the second load increase / decrease pattern table corresponding to the load increase / decrease patterns indicating the load increase / decrease at each of the stopping positions where the boarding and alighting positions exist after the update. Finally, the control unit 33 updates each of the sequential numbers s stored in the boarding / alighting status data in association with the stopping positions where the boarding and alighting positions exist to the read sequential numbers s.

[0107] Furthermore, the control unit 33 updates the total time loss and total workload values ​​stored in the boarding / alighting status data, associated with the stopping positions where "boarding positions" exist, by adding the time loss and workload values ​​corresponding to the load increase / decrease patterns indicating an "increase" in the load. In addition, the control unit 33 updates the total time loss and total workload values ​​stored in the boarding / alighting status data, associated with the stopping positions where "disembarking positions" exist, by adding the time loss and workload values ​​corresponding to the load increase / decrease patterns indicating a "decrease" in the load.

[0108] After the status data update process is executed, the control unit 33 adds 1 to the value of the priority counter in RAM, then determines whether the cargo type code corresponding to the priority p indicated by the value of the priority counter after the addition is stored in RAM. If the cargo type code corresponding to priority p is stored in RAM, the pattern matching process is executed again.

[0109] In response, if the control unit 33 cannot detect a serial number r from all of the first load increase / decrease pattern tables, it determines that loading all the loads with priority p will fill the vehicle and therefore loading is impossible, and terminates the loading status update process. This allows the control unit 33 to decide whether or not to load the loads in order from those with higher priority p assigned by the user.

[0110] Next, the control unit (candidate generation means) 33 responds that the deadline for dispatch requests, which occur at predetermined intervals (e.g., every 30 minutes), has arrived, and generates candidate vehicle routes. More specifically, the control unit (candidate generation means) 33 generates multiple candidate routes that travel between stopping points (fixed waypoints) via at least one of the dispatch locations identified from each of the dispatch requests received from multiple user terminals 2-L.

[0111] Specifically, the control unit (candidate generation means) 33 first starts from the fixed passing point which is the current location of the vehicle, and for each i of the fixed passing points from there to the fixed passing points k (1 ≦ k < i) ahead, it detects and lists up the candidates R(i) of the unit routes that pass through at least one of the pick-up locations specified from each of the ride-hailing requests received from the plurality of user terminals 2-L from the route DB. For example, when the vehicle is a tour bus, if the number of fixed passing points is 10, the fixed passing point which is the current location is the 9th fixed passing point, and k = 3, then for each i of the 9th and 10th fixed passing points, and also for the 1st fixed passing point since it is circular, the candidates R(i) of the unit routes are listed up. Here, even if the upper limit number N(i)max (for example, "3") of the free passing points that can be stopped at between the fixed passing points i is set, if there are already other users (or if there are already loaded goods) in the vehicle before reaching between the fixed passing points i, the number of pick-up locations that can actually be passed through (for example, "1 (= 3 - 2)") will be reduced by the number (for example, "2") of the users (loaded goods) already in the vehicle. Therefore, the control unit (candidate generation means) 33 makes a case-by-case division for each number N(i) of pick-up locations actually passed through between the fixed passing points i (0 ≦ N(i) ≦ N(i)max, and simply defined as the number obtained by subtracting the number of users (loaded goods) already in the vehicle between the fixed passing points i from N(i)max. Note that N(i)max is a constant specified for each day of the week, season, and time zone in consideration of traffic congestion conditions on surrounding roads, travel time, etc.), and lists up n(i)P0 + n(i)P1 + n(i)P2 + … + n(i)PN(i) permutations as the candidates R(i) of the unit routes. For example, when the value n(i) of the pick-up location counter provided corresponding to the fixed passing points i of interest is "5" and the upper limit number N(i)max of the pick-up locations that can be stopped at is "3", the control unit (candidate generation means) 33 lists up 5P0 + 5P1 + 5P2 + 5P3 (= 1 + 5 + 10 + 10 = 26) permutations as the candidates R(i) of the unit routes.

[0112] Here, the upper limit B(i)max for the vehicle reservation may be defined in the same way as N(i) as a value that changes dynamically based on the vehicle's passenger capacity and the number of passengers (or luggage) at any given moment, or it may be set as a constant with a larger value if the company wants to accept a larger number of vehicle reservation requests and then select the ones that are suitable for efficient operation.

[0113] The control unit (candidate generation means) 33 then combines the candidate unit routes R(i) listed for each interval i between fixed passing points to generate (n(1)P0+n(1)P1+n(1)P2+…+n(1)PN(1)) × (n(2)P0+n(2)P1+n(2)P2+…+n(2)PN(2)) ×…×(n(k)P0+n(k)P1+n(k)P2+…+n(k)PN(k)) route candidates, starting from the fixed passing point which is the vehicle's current location and extending to the next k fixed passing point.

[0114] Next, the control unit (exclusion means) 33 calculates for each route candidate the time loss (increase in vehicle travel time) caused by passing through the dispatch location and changing the load.

[0115] Specifically, the control unit (exclusion means) 33 first detects the time loss corresponding to the candidate unit route R(i) from the route DB for each fixed passing point i from the fixed passing point which is the vehicle's current location. Next, the control unit (exclusion means) 33 adds up the time losses of the candidate unit route R(i) detected from the route DB for each candidate route. The control unit (exclusion means) 33 also reads the total value of the time loss between stopping positions indicated by the boarding / alighting status data stored in the storage unit 32. Then, the control unit (exclusion means) 33 calculates the time loss between fixed passing points i for each candidate route by further adding up the calculated time loss between fixed passing points i for each candidate route (time loss caused by passing through free passing points) and the total value of the time loss between stopping positions read from the boarding / alighting status data (time loss caused by changing the load; the sum of the time losses between each stopping position contained within the fixed passing point i).

[0116] The control unit (exclusion means) 33 then performs an exclusion process to exclude routes from the route candidates that have a time loss exceeding a predetermined allowable range, leaving only routes as candidates where the time loss at each fixed checkpoint after the vehicle's current location (fixed checkpoint) is within a predetermined allowable range.

[0117] Furthermore, the control unit (numerical calculation means) 33 calculates a total disutility Fsum for each of the route candidates remaining after the exclusion process, which is the sum of multiple types of numerical values ​​indicating the inconvenience of each route candidate. Alternatively, the control unit (numerical calculation means) 33 may calculate only one type of disutility indicating the inconvenience of each route candidate.

[0118] Here, "disutility" can be described as an inconvenience index, and is represented by a function that can also serve as the objective function of an optimization problem. In this embodiment, the total disutility Fsum is the sum of five types of disutility functions (numerical values): boarding disutility F1, waiting disutility F2, congestion disutility F3, operator disutility F4, and workload disutility. That is, Fsum = F1 + F2 + F3 + F4 + F5. Note that the number of types of disutility functions (numerical values) to be added is not limited to "5" but is arbitrary.

[0119] The ride disutility F1 is some monotonically increasing single-variable function of ride time t. Simply put, it is a proportional function of t multiplied by a coefficient a1.

[0120] Waiting disutility F2 is set to "0" if the reserved vehicle is available, and is some monotonically increasing single-variable function of the waiting time T until the next vehicle is available if the reserved vehicle is unavailable. Simply put, it is a quadratic function of T squared multiplied by the coefficient a2.

[0121] The congestion disuse function F3 is a function that quantifies the degree of congestion inside a vehicle while riding, and whether or not there are combinations that cannot be shared. Simply put, it is a monotonically increasing single-variable function of the number of passengers Nc, a quadratic function of the square of the number of passengers Nc multiplied by the coefficient a3, or a numerical representation of the compatibility of specific combinations of people or specific combinations of luggage. The specific combinations of people or specific combinations of luggage, and their compatibility scores, can be stored in a separate database. Furthermore, if the number of passengers (number of luggage) Nc exceeds the vehicle's passenger capacity (maximum luggage capacity), or if the combination of specific people or specific combinations of luggage is incompatible, the value of this congestion disuse function F3 can be set to infinity or an extremely large value, thereby preventing the route candidate from being selected at the route candidate selection stage described later.

[0122] Operator Disuse F4 is a function that quantifies the degree of inconvenience a vehicle has for the operator. More specifically, it is a function that quantifies the bad behavior of each potential passenger, as well as the degree and presence or absence of a history of last-minute cancellations.

[0123] The workload disutility F5 is a function that quantifies the effort of the vehicle driver. In this embodiment, the boarding and alighting status data stored in the storage unit 32 stores the total workload value, which quantifies the effort of the vehicle driver, for each stopping position. The workload disutility F5 is a numerical value (total workload) that indicates the effort of the vehicle driver caused by the loading of cargo. Although the value of F5 is stored for each stopping position, when calculating the total disutility Fsum described later, the sum of F5 values ​​for each stopping position contained within the fixed passing point interval i is taken, in line with the other disutilities F1 to F4, and the F5 for the fixed passing point interval i is calculated and used.

[0124] Next, the control unit (route determination means) 33 sorts the route candidates based on the total disutility Fsum value, more specifically in order of total disutility Fsum value, and selects (determines) the route with the smallest total disutility Fsum value as the route the vehicle will travel.

[0125] In practice, it is assumed that the total disutility Fsum values ​​will often be very close. Therefore, the control unit (route determination means) 33 may pre-determine a constant range for what is considered a close difference and list all top routes that fall within that range as candidates. Alternatively, the control unit (route determination means) 33 may pre-determine that routes within a certain rank will be listed unconditionally and then list all routes that fall within that rank as candidates. Conversely, if the total disutility Fsum value becomes extremely large (for example, if the congestion disutility F3 exceeds the vehicle's passenger capacity and becomes close to infinity), a threshold value may be set separately as a constant, and candidates that exceed that value may be excluded from the list. Then, the person in charge may select and formulate the route for the vehicle in question from among the listed candidate routes.

[0126] The control unit (transmission means) 33 then transmits a route notification to the vehicle terminal 4 via the network N, informing the vehicle of the planned route. The route notification may include a load increase / decrease pattern indicating the increase or decrease of load between each fixed passing point i (between each stop position contained within it). In this case, the control unit 33 reads a serial number s corresponding to the fixed passing point i (between each stop position contained within it) indicated by the boarding / alighting status data stored in the storage unit 32 from the boarding / alighting status data, and reads a load increase / decrease pattern corresponding to the read serial number s from the second load increase / decrease pattern table. The control unit 33 then generates a route notification that can identify the load increase / decrease pattern between each fixed passing point i (between each stop position contained within it).

[0127] Furthermore, the control unit (transmission means) 33 transmits a dispatch availability notification from the communication unit 31 to the user terminal 2-L that sent the dispatch request, based on the route formulation results and the cargo update process. Specifically, the control unit (transmission means) 33 transmits a dispatch availability notification to the user terminal 2-L of a user whose designated dispatch location is included in the formulated (determined) route, indicating that a dispatch is possible. The dispatch availability notification includes a type code indicating the type of cargo that can be loaded onto the vehicle among the cargo that the user has requested to be loaded onto the vehicle. On the other hand, the control unit (transmission means) 33 transmits a dispatch availability notification from the communication unit 31 to the user terminal 2-L of a user whose designated dispatch location is not included in the formulated (determined) route, informing them that a dispatch is not possible and recommending that the user request a dispatch of a vehicle next time.

[0128] The vehicle terminal 4 shown in Figure 2 is mounted on the vehicle and consists of, for example, a computer with wireless communication capabilities.

[0129] Figure 5 is a block diagram showing an example of the configuration of a vehicle terminal.

[0130] As shown in Figure 5, the vehicle terminal 4 comprises a communication unit 41, a display unit 42, and a control unit 43, which are connected via a bus or the like.

[0131] The communication unit 41 is composed of, for example, a general-purpose wireless communication device. In this embodiment, the communication unit 41 receives route notifications transmitted from the dispatch device 3 via the network N.

[0132] The display unit 42 is composed of, for example, a general-purpose liquid crystal display (LCD). In this embodiment, the display unit 42 displays the vehicle route formulated by the dispatching device 3 on the screen. The display unit 42 may also display the loads that are transferred between each fixed passing point i (between each stopping position contained within it) on the screen.

[0133] The control unit 43 consists of, for example, a CPU, ROM, and RAM. The CPU uses RAM as work memory and controls various operations of the vehicle terminal 4 by appropriately executing programs stored in ROM.

[0134] In this embodiment, the control unit 43, in response to receiving a route notification transmitted from the dispatch device 3 via the network N via the communication unit 41, displays the route notified by the route notification on the screen of the display unit 42, thereby notifying the vehicle driver of the vehicle route formulated by the dispatch device 3. The control unit 43 may also notify the vehicle driver by displaying on the screen of the display unit 42 the load to be changed between each fixed passing point i (between each stopping position contained within it) based on the load increase / decrease patterns between each fixed passing point i (between each stopping position contained within it) included in the route notification. The driver can then dispatch a vehicle to a user by driving the vehicle according to the vehicle route formulated by the dispatch device 3. The driver can also determine whether or not there are actual users boarding the vehicle and ensure that the formulated vehicle routes do not overlap.

[0135] Next, the operations performed by the dispatch system 1 having the above configuration will be described with reference to the drawings.

[0136] The control unit 24 of the user terminal 2-L specifies the dispatch locations, such as the pick-up and drop-off locations, from among the free passage points that the user has registered in advance in the dispatch reservation application, selects the type of cargo to be loaded onto the vehicle from the cargo type list, requests that the cargo be loaded onto the vehicle, specifies the priority p of the cargo and inputs the measured values ​​of its characteristics, and then, in response to the instruction to make a dispatch reservation, transmits a dispatch request from the communication unit 23 to the dispatch device 3 via the network N, which allows the user to identify the dispatch locations, such as the pick-up and drop-off locations, as well as the type code indicating the type of cargo, the priority p, and the measured values ​​of its characteristics.

[0137] Each time the control unit 33 of the dispatch device 3 receives a dispatch request transmitted from the user terminal 2-L via the network N via the communication unit 31, it increments the value n(i) of the dispatch position counter, which is provided corresponding to the fixed passing point i where the boarding position and alighting position specified in the dispatch request exist, by 1.

[0138] The control unit 33 then determines whether the value n(i) of the dispatch location counter has reached the pre-set upper limit B(i)max for dispatch reservations. If the value n(i) of the dispatch location counter has reached the upper limit B(i)max for dispatch reservations, the control unit 33 closes the dispatch reservation for the fixed passing point i and sends a dispatch availability notification from the communication unit 31 to the user terminal 2-L via the network N, informing it that a dispatch is not possible. Conversely, if the value n(i) of the dispatch location counter has not reached the upper limit B(i)max for dispatch reservations, the control unit 33 stores in RAM the dispatch locations, such as the boarding and alighting locations, as well as the cargo type code, priority p, and measured values, which are identified from the dispatch request.

[0139] Then, the control unit 33 executes the loading status update process.

[0140] Figure 6 is a flowchart showing the details of the loading status update process.

[0141] In the loading status update process shown in Figure 6, first, the control unit 33 identifies the stopping positions where the boarding and alighting positions, which are included in the vehicle dispatch positions stored in RAM, exist, and also identifies the stopping positions that the vehicle passes through from the boarding position to the alighting position (step S601).

[0142] Next, the control unit 33 reads out the sequential number r corresponding to each of the stopping positions identified in step S601 from the loading status data (step S602).

[0143] Next, the control unit 33 detects the first load increase / decrease pattern table corresponding to each of the serial numbers r read in step S602 (step S603).

[0144] Furthermore, the control unit 33 sets the value of the priority counter provided in the RAM to the initial count value of "1" (step S604).

[0145] Then, the control unit 33 determines whether or not the type code of the cargo corresponding to the priority p indicated by the value of the priority counter is stored in RAM (step S605).

[0146] If the control unit 33 determines that the type code of the cargo corresponding to priority p is not stored in RAM (step S605; No), it determines that all cargo requested by the user to be loaded onto the vehicle by the new dispatch request is available for loading and terminates the loading status update process.

[0147] In response, if the control unit 33 determines that the type code of the cargo corresponding to the priority p is stored in RAM (step S605; Yes), it identifies the increase in cargo that will result from loading the cargo with the specified priority p onto the vehicle (step S606).

[0148] Then, the control unit 33 performs pattern matching processing (step S607) to detect the existence of a load increase / decrease pattern indicating an increase in load identified in step S606 from each of the first load increase / decrease pattern tables detected in step S603, and also detects that the serial number r corresponding to that load increase / decrease pattern is not rMax (step S608), thereby determining whether or not the load with the specified priority p can be loaded onto the vehicle.

[0149] If the control unit 33 detects a serial number r from all of the first load increase / decrease pattern tables detected in step S603 (step S608; Yes), it performs a status data update process, assuming that all loads with priority p can be loaded onto the vehicle (step S609).

[0150] Subsequently, the control unit 33 adds 1 to the value of the priority counter provided in the RAM (step S610) and then returns to the process in step S605.

[0151] In response to this, if the control unit 33 cannot detect a corresponding load increase / decrease pattern and a serial number r that is not rMax from all of the first load increase / decrease pattern tables detected in step S603 (step S608; No), it determines that loading all of the loads with priority p will fill the vehicle and therefore loading is not possible, and terminates the loading status update process.

[0152] Figure 7 is a flowchart showing the details of the pattern matching process.

[0153] In the pattern matching process shown in Figure 7, the control unit 33 first detects an attribute value from the attribute value table that corresponds to the type code of the cargo for which priority p is specified (step S701).

[0154] Next, the control unit 33 retrieves standard values ​​for the characteristics of the load, represented by the attribute values ​​detected in step S701, from the standard value table (step S702).

[0155] Next, the control unit 33 detects a matching type code from the matching type code table that defines a characteristic function Fp(x) for defining the matching conditions with the detected standard value (step S703).

[0156] Then, the control unit 33 calculates the degree of mismatch by substituting the corresponding attribute value and standard value into the characteristic function Fp(x) defined in the matching type code (step S704).

[0157] Then, based on the degree of mismatch calculated in step S704, the control unit 33 detects from each of the first load increase / decrease pattern tables detected in step S603 whether there is a load increase / decrease pattern that matches or most closely approximates the specified load increase, and a serial number r that is not rMax corresponding to that load increase / decrease pattern (step S705), and then terminates the pattern matching process.

[0158] Subsequently, in response to the deadline for dispatch requests that occur at predetermined intervals, the control unit 33 starts the dispatch process.

[0159] Figure 8 is a flowchart showing the details of the vehicle dispatch process.

[0160] In the vehicle dispatch process shown in Figure 8, the control unit (candidate generation means) 33 lists candidate vehicle routes (step S801).

[0161] Next, in step S801, the control unit (exclusion means) 33 calculates for each candidate route the time loss caused by passing through the dispatch location and changing the load (step S802).

[0162] Next, the control unit (exclusion means) 33 performs an exclusion process to exclude routes from the route candidates in which the time loss calculated in step S802 exceeds a predetermined allowable range, leaving only routes in which the time loss at each fixed checkpoint is within a predetermined allowable range as candidates (step S803).

[0163] Furthermore, the control unit (numerical calculation means) 33 calculates a total disutility Fsum, which is the sum of multiple types of numerical values ​​indicating the inconvenience of each route candidate, for each route candidate that remains after the exclusion process in step S803 (step S804).

[0164] Next, the control unit (route determination means) 33 selects and formulates a route for the vehicle to travel from among the route candidates based on the total disutility Fsum value calculated in step S804 (step S805).

[0165] Then, the control unit (transmission means) 33 transmits a route notification to the vehicle terminal 4 via the network N, informing the driver of the vehicle of the route formulated in step S805, thereby displaying the formulated vehicle route on the screen of the display unit 42 of the vehicle terminal 4 (step S806). Alternatively, the control unit (transmission means) 33 may also display the loads that are changed between each fixed passing point i (between each stopping position contained within it) on the screen of the display unit 42 and notify the driver of the vehicle.

[0166] Furthermore, the control unit 33 transmits a dispatch availability notification from the communication unit 31 to the user terminal 2-L that sent the dispatch request via the network N, based on the route planning results. The control unit 33 then displays the availability of the dispatch and the items that can be loaded into the vehicle among the items requested by the user to be loaded into the vehicle on the touch panel 22 of the user terminal 2-L, notifying the user (step S807), and then terminates the dispatch process. If the user is notified that a dispatch is possible, they can take the items that can be loaded into the vehicle and board from their designated boarding position or alight from their designated alighting position.

[0167] As described above, in the dispatch system 1 according to this embodiment, the dispatch device (load management device) 3 includes a storage unit 32 that stores loading status data indicating the loading status of a vehicle, and a control unit 33. In response to receiving a dispatch request (loading request) that can identify the load of a vehicle and the priority order p of the load, the control unit 33 determines whether it is possible to load a load of a predetermined rank (e.g., rank 1) among the loads identified from the loading request, based on the loading status data of the vehicle (step S607). If it is determined that it is possible to load a load of a predetermined rank (step S608; Yes), it updates the loading status of the vehicle indicated by the loading status data to a state in which the load of the predetermined rank has been increased (step S609), and determines whether it is possible to load a load of the next rank (e.g., rank 2) (step S607).

[0168] As a result, the dispatching device 3 can decide whether or not to load items in order of their assigned priority p, thus enabling efficient management of the vehicle's cargo.

[0169] Furthermore, the storage unit 32 stores a first load increase / decrease pattern table, which registers, for each loading state (loading state pattern) of the vehicle, a load increase / decrease pattern indicating an increase or decrease in the load, and identification information (sequential number) that can identify the loading state after the increase or decrease in the load. The control unit 33 determines whether the load with priority p can be loaded onto the vehicle by determining whether a load increase / decrease pattern indicating an increase or decrease in the load with priority p arising from a loading request exists in the first load increase / decrease pattern table corresponding to the loading state pattern indicating the loading state of the vehicle indicated by the loading state data, and whether a sequential number r that is not rMax corresponding to that load increase / decrease pattern is registered (step S608).

[0170] By using this first load increase / decrease pattern table, the dispatching device 3 can efficiently determine whether or not loads of a predetermined order can be loaded onto the vehicle.

[0171] Furthermore, the storage unit 32 stores standard values ​​for the characteristics of the load in advance. The control unit 33 calculates the degree of discrepancy between the characteristics of the load with priority p and the standard values ​​(step S704), and based on the calculated degree of discrepancy, detects the existence of the corresponding load increase / decrease pattern from the first load increase / decrease pattern table, as well as a serial number r that is not rMax corresponding to that load increase / decrease pattern (step S705). If it is determined that the load with priority p can be loaded (step S608; Yes), it updates the loading state of the vehicle indicated by the loading state data to the loading state after the increase or decrease of the load indicated by the detected serial number r (step S609).

[0172] For example, if multiple standard values ​​are stored in the storage unit 32, the first load increase / decrease pattern table registers a load increase / decrease pattern and a serial number r for each standard value. The control unit 33 detects from the first load increase / decrease pattern table a serial number r that corresponds to a load increase / decrease pattern indicating an increase or decrease in load of priority p caused by a dispatch request, and whose degree of mismatch is (less than a threshold defined as necessary, and) is not rMax corresponding to the lowest standard value (step S705). The control unit 33 then updates the loading state of the vehicle indicated by the loading state data to the loading state after the increase or decrease in load indicated by the detected serial number r (step S609).

[0173] In this way, by detecting load increase / decrease patterns based on the degree of discrepancy between the characteristics of the load and standard values, it is possible to detect load increase / decrease patterns that match or most closely approximate the actual increase / decrease in load. This allows for more accurate updating of the vehicle's load status indicated by the load status data, and enables efficient management of the vehicle's load.

[0174] The loading status data is stored in a way that allows for the identification of the vehicle's loading status for each fixed passing point i (between each stopping position contained within it). Specifically, the loading status data stores a sequential number r corresponding to a loading status pattern indicating the vehicle's loading status for each stopping position of the vehicle. Based on the loading status data for each stopping position of the vehicle (and the sequential number r corresponding to the loading status pattern indicating it), the control unit 33 determines whether or not it is possible to load items of priority p onto the vehicle for each stopping position. If it is possible to load items of priority p at all stopping positions, the control unit 33 determines that it is possible to load items of priority p. If it is not possible to load items of priority p at any of the stopping positions, the control unit 33 determines that it is not possible to load items of priority p.

[0175] In this way, the control unit 33 determines whether it is possible to load cargo of priority p at each fixed passing point i (between each stopping position contained therein) of the vehicle, and if it is not possible to load cargo of priority p at all stopping positions, it will not load cargo of priority p, thereby efficiently managing the cargo on the vehicle so that the vehicle does not become full of cargo.

[0176] Furthermore, the control unit (receiving means) 33 of the dispatch device 3 receives dispatch requests from user terminals 2-L via the network N, which include loading requests and request dispatch to a dispatch location specified by the user within a predetermined range of fixed passing points i. The control unit (candidate generation means) 33 generates a plurality of candidate routes that travel between fixed passing points i via at least one of the dispatch locations specified from each of the dispatch requests received from a plurality of user terminals 2-L (step S801). The control unit (exclusion means) 33 excludes from the candidate routes generated by the candidate generation means any route where the increase in vehicle travel time due to loading cargo and passing through the dispatch locations exceeds a predetermined allowable range (step S803). The control unit (numerical calculation means) 33 calculates a total disutility Fsum, which is the sum of multiple types of numerical values ​​indicating the inconvenience of each of the candidate routes generated by the candidate generation means (step S804). The control unit (route determination means) 33 determines the route candidate with the smallest total disutility Fsum calculated by the numerical calculation means as the route the vehicle will travel (step S805).

[0177] As a result, the dispatch system 1 according to this embodiment can achieve efficient operation.

[0178] Furthermore, the control unit (numerical calculation means) 33 calculates a numerical value (total workload) that indicates the effort required of the vehicle driver due to the loading of cargo, as a numerical value that indicates the inconvenience.

[0179] This allows the dispatching system 3 to properly manage the workload of the vehicle drivers.

[0180] The control unit (transmission means) 33 sends a notification via the network N to user terminals 2-L of users whose route determined by the route determination means includes a designated vehicle dispatch location, informing them that a vehicle can be dispatched. Conversely, it sends a notification via the network N to user terminals 2-L of users whose route does not include a designated vehicle dispatch location, informing them that a vehicle cannot be dispatched and recommending to the user to request a vehicle dispatch for the next time. If the number of vehicle dispatch requests received within a predetermined period exceeds a predetermined upper limit, the control unit (transmission means) 33 sends a notification via the network N to the user terminal 2-L that sent the vehicle dispatch request exceeding the predetermined upper limit, informing them that a vehicle cannot be dispatched and recommending to the user to request a vehicle dispatch for the next time.

[0181] As a result, the dispatch system 1 according to this embodiment can achieve efficient operation.

[0182] Furthermore, in the dispatch system 1 according to this embodiment, the control unit (receiving means) 33 of the dispatch device 3 receives a dispatch request from a user terminal 2-L via the network, requesting dispatch to a dispatch location specified by the user within a predetermined range between predetermined stopping locations. Next, the control unit (candidate generation means) 33 generates a plurality of candidate routes that travel between stopping locations via at least one of the dispatch locations specified from each of the dispatch requests received from a plurality of user terminals 2-L. ​​Subsequently, the control unit (exclusion means) 33 excludes from the candidate routes generated by the candidate generation means any route where the increase in vehicle travel time due to passing through a dispatch location exceeds a predetermined allowable range. Furthermore, the control unit (numerical calculation means) 33 calculates a total disutility Fsum, which is the sum of multiple types of numerical values ​​indicating the inconvenience of each candidate route. Then, the control unit (route determination means) 33 determines the route the vehicle will travel from among the candidate routes based on the numerical values ​​calculated by the numerical calculation means. Subsequently, the control unit (transmission means) 33 sends a dispatch availability notification via the network N to user terminals 2-L of users whose route includes the designated dispatch location determined by the route determination means, informing them that a dispatch vehicle can be dispatched. On the other hand, the control unit (transmission means) 33 sends a dispatch availability notification via the network N to user terminals 2-L of users whose route does not include the designated dispatch location, informing them that a dispatch vehicle cannot be dispatched and recommending that the user request a dispatch for the next vehicle. Furthermore, if the number of dispatch requests received within a predetermined period exceeds a predetermined upper limit, the control unit (transmission means) 33 sends a dispatch availability notification via the network N to user terminals 2-L that sent the dispatch requests exceeding the predetermined upper limit, informing them that a dispatch vehicle cannot be dispatched and recommending that the user request a dispatch for the next vehicle.

[0183] As a result, the dispatch system 1 according to this embodiment can achieve efficient operation.

[0184] It should be noted that the present invention is not limited to the embodiments described above, and various modifications and applications are possible. Below, we will describe some modifications of the above embodiments applicable to the present invention.

[0185] In the above embodiments, the programs executed by the CPUs of the control units 24, 33, and 43 were described as being stored in advance in ROM and storage units 21 and 32, etc. However, the present invention is not limited thereto, and the program for executing the above-described process may be applied to an existing general-purpose computer to function as the user terminal 2-L, dispatch device 3, and vehicle terminal 4 according to the above embodiments.

[0186] The method of providing such programs is optional. For example, they may be distributed by storing them on a computer-readable storage medium (such as a flexible disk, CD-ROM, or DVD-ROM), or they may be stored on network storage such as the Internet and provided for download.

[0187] Furthermore, if the above processing is performed by a division of labor between the OS (Operating System) and the application program, or by collaboration between the OS and the application program, only the application program may be stored on a recording medium or storage. It is also possible to superimpose the program onto the carrier wave and distribute it over a network. For example, the above program may be posted on a bulletin board system (BBS) on a network and distributed over the network. This program may then be launched and executed under the control of the OS, just like other application programs, to perform the above processing. [Explanation of symbols]

[0188] 1. Dispatch System 2-L User Terminal 3. Dispatch system (cargo management system) 4. Vehicle terminal 21,32 Storage part 22 Touch Panel 23, 31, 41 Communications Department 42 Display section 24,33,43 Control Unit

Claims

1. A storage unit that stores loading status data indicating the loading status of a vehicle, a loading status increase / decrease pattern indicating the increase or decrease of the load on the vehicle for each of the loading statuses of the vehicle, identification information that can identify the loading status after the increase or decrease of the load, and a standard value of the characteristics of the load. A control unit, in response to receiving a loading request that allows for the identification of the load and its priority order, determines, based on the loading status of the vehicle as indicated by the loading status data, whether the load of a predetermined priority among the loads identified from the loading request can be loaded onto the vehicle, and if it is determined that the load of the predetermined priority can be loaded, updates the loading status of the vehicle as indicated by the loading status data to a state in which the load of the predetermined priority has been increased, and also determines whether the load of the next priority can be loaded. Equipped with, The control unit, The degree of discrepancy between the characteristics of the predetermined-order items and the standard values ​​is calculated, and based on the calculated degree of discrepancy, the existence of the corresponding item increase / decrease pattern and the identification information that does not mean a full state are detected from the first item increase / decrease pattern table corresponding to the loading state of the vehicle indicated by the loading state data, thereby determining whether the predetermined-order items can be loaded, and if loading is possible, the loading state of the vehicle indicated by the loading state data is updated to the loading state after the increase or decrease of the items as indicated by the detected identification information. A cargo management device characterized by the following features.

2. The first load increase / decrease pattern table, when multiple standard values ​​are stored in the storage unit, registers the load increase / decrease pattern and the identification information in association with each standard value. The control unit detects from the first load increase / decrease pattern table the identification information corresponding to the load increase / decrease pattern, which indicates the increase or decrease of the load in a predetermined order caused by the load request, and the identification information that does not mean a full state corresponding to the standard value with the lowest degree of mismatch, and updates the load state of the vehicle indicated by the load state data to the load state after the increase or decrease of the load indicated by the detected identification information. The cargo management device according to feature 1.

3. The aforementioned loading status data is stored in a way that allows for the identification of the loading status of the vehicle for each stopping position of the vehicle. The control unit determines, based on the loading status between each stopping position of the vehicle as indicated by the loading status data, whether the loads in the predetermined order can be loaded onto the vehicle for each stopping position; if the loads in the predetermined order can be loaded at all stopping positions, it determines that the loads in the predetermined order can be loaded; and if the loads in the predetermined order cannot be loaded at any of the stopping positions, it determines that the loads in the predetermined order cannot be loaded. The cargo management device according to feature 1.

4. The control unit, A receiving means that receives a dispatch request from a user terminal via a network, which includes the aforementioned loading request and requests the dispatch of a vehicle to a dispatch location specified by the user within a predetermined range between predetermined stopping locations, Candidate generation means for generating multiple candidate routes that travel between the stopping positions via at least one of the dispatch locations identified from each of the dispatch requests received from multiple user terminals, An exclusion means for excluding routes from the candidate routes generated by the candidate generation means in which the increase in the vehicle's travel time due to loading the cargo and passing through the dispatch locations exceeds a predetermined allowable range, A numerical calculation means for calculating a numerical value indicating the inconvenience of each of the candidate routes generated by the candidate generation means, A route determination means that determines the route candidate with the smallest numerical value calculated by the numerical calculation means as the route the vehicle will travel, The cargo management device according to claim 1, characterized by comprising the above.

5. A method for managing cargo using a cargo management device comprising a storage unit that stores: cargo status data indicating the loading status of a vehicle; cargo increase / decrease patterns indicating the increase or decrease of cargo in a vehicle for each of the loading statuses of the vehicle; identification information that can identify the loading status after the increase or decrease of cargo; and standard values ​​of the characteristics of the cargo. In response to receiving a loading request that allows the control unit to identify the load and its priority order, the control unit performs a first step of determining, based on the loading status of the vehicle indicated by the loading status data, whether or not the load with a predetermined priority among the loads identified from the loading request can be loaded onto the vehicle. If the control unit determines that the loads in the predetermined order can be loaded, it updates the load status of the vehicle indicated by the load status data to a state in which the loads in the predetermined order have been increased, and also determines whether or not the loads in the next order of the predetermined order can be loaded. Equipped with, The first step is, The degree of discrepancy between the characteristics of the load in the predetermined rank and the standard value is calculated, and based on the calculated degree of discrepancy, the existence of the corresponding load increase / decrease pattern and the identification information that does not mean a full state are detected from the first load increase / decrease pattern table corresponding to the load state of the vehicle indicated by the load state data, thereby determining whether the load in the predetermined rank can be loaded. The second step is, If loading is possible, the loading status of the vehicle indicated by the loading status data is updated to the loading status after the increase or decrease in the load indicated by the detected identification information. A method for managing cargo characterized by the following features.

6. A computer for a cargo management device has a storage unit that stores: cargo status data indicating the loading status of a vehicle; a cargo increase / decrease pattern table that registers, in association with the increase or decrease of cargo in the vehicle for each of the loading statuses of the vehicle; identification information that can identify the loading status after the increase or decrease of cargo; and standard values ​​for the characteristics of the cargo. A first step in which, in response to receiving a loading request that allows for the identification of the load and its priority order, determines whether or not the load of a predetermined priority among the loads identified from the loading request can be loaded onto the vehicle, based on the loading status of the vehicle indicated by the loading status data, If it is determined that the loads of the predetermined rank can be loaded, the loading status of the vehicle indicated by the loading status data is updated to show an increased load of the predetermined rank, and a second step is taken to determine whether or not the loads of the next rank can be loaded. A program to execute, The first step is, The degree of discrepancy between the characteristics of the load in the predetermined rank and the standard value is calculated, and based on the calculated degree of discrepancy, the existence of the corresponding load increase / decrease pattern and the identification information that does not mean a full state are detected from the first load increase / decrease pattern table corresponding to the load state of the vehicle indicated by the load state data, thereby determining whether the load in the predetermined rank can be loaded. The second step is, If loading is possible, the loading status of the vehicle indicated by the loading status data is updated to the loading status after the increase or decrease in the load indicated by the detected identification information. A program characterized by the following features.

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