Vehicle dispatch system

Abstract

To provide a technology capable of suppressing a delay in operation of a share-ride vehicle.SOLUTION: Whether or not to increase the number of buses is determined according to a degree of congestion of a vehicle A, which is a share-ride vehicle, and a degree of congestion of a bus stop b, which is a boarding and alighting place where the vehicle A is scheduled to arrive. When it is determined that it is necessary to increase the number of vehicles, a vehicle B, which is a share-ride vehicle, is dispatched to the bus stop b before the vehicle A or together with the vehicle A.SELECTED DRAWING: Figure 3

Description

Technical Field

[0001] The present disclosure relates to a vehicle dispatching device that dispatches additional buses to eliminate delays in the operation of shared vehicles.

Background Art

[0002] Patent Document 1 discloses a technique for determining the size and number of additional buses based on the number of passengers on a bus where congestion is expected and the number of people waiting at the bus stop where the bus is scheduled to stop. However, when the bus is congested, it also takes time for boarding and alighting at the bus stop. Simply increasing the number of additional buses does not solve the problem of time-consuming boarding and alighting, and there remains a possibility that the operation of regular buses will be delayed.

[0003] In addition to Patent Document 1, Patent Document 2 and Patent Document 3 can be exemplified as documents showing the technical level of the technical field related to the present disclosure.

Prior Art Documents

Patent Documents

[0004]

Patent Document 1

Patent Document 2

Patent Document 3

Summary of the Invention

Problems to be Solved by the Invention

[0005] The present disclosure has been made in view of the above problems. An object of the present disclosure is to provide a technique capable of suppressing delays in the operation of shared vehicles.

Means for Solving the Problems

[0006] This disclosure provides a vehicle dispatching system for achieving the above objectives. The vehicle dispatching system of this disclosure is configured to determine whether additional buses are necessary based on the congestion level of a first bus and the congestion level of the boarding / alighting locations where the first bus is scheduled to arrive. Furthermore, upon determining that additional buses are necessary, the vehicle dispatching system of this disclosure is configured to dispatch a second bus to the boarding / alighting location either before or together with the first bus. [Effects of the Invention]

[0007] According to the vehicle dispatching system of this disclosure, by dispatching the second vehicle to the boarding / alighting location before or together with the first vehicle, the time required for boarding and alighting from the first vehicle can be reduced, thereby suppressing delays in the operation of the first vehicle. [Brief explanation of the drawing]

[0008] [Figure 1] This diagram illustrates the boarding and alighting patterns for public transport vehicles. [Figure 2] This diagram illustrates the relationship between passenger boarding and alighting patterns and congestion levels at boarding and alighting locations, and delays in the scheduled operation of public transport vehicles. [Figure 3] This figure illustrates a method for dispatching additional flights according to the first embodiment of this disclosure. [Figure 4] This figure illustrates a method for dispatching additional flights according to the first embodiment of this disclosure. [Figure 5] This is a block diagram showing an example of the configuration of a vehicle dispatching system according to the first embodiment of this disclosure. [Figure 6] This flowchart shows an example of processing by a vehicle dispatch system according to the first embodiment of this disclosure. [Figure 7] This figure illustrates a method for dispatching additional flights according to the second embodiment of this disclosure. [Figure 8] This figure illustrates a method for dispatching additional flights according to the second embodiment of this disclosure. [Figure 9] This is a block diagram showing an example of the configuration of a vehicle dispatching system according to a second embodiment of this disclosure. [Figure 10] It is a flowchart showing an example of the processing of a vehicle dispatching device according to a second embodiment of the present disclosure. [Figure 11] It is a diagram for explaining a method of dispatching supplementary trips according to a third embodiment of the present disclosure. [Figure 12] It is a block diagram showing an example of the configuration of a vehicle dispatching device according to a third embodiment of the present disclosure. [Figure 13] It is a flowchart showing an example of the processing of a vehicle dispatching device according to a third embodiment of the present disclosure. [Figure 14] It is a diagram for explaining a method of dispatching supplementary trips according to a fourth embodiment of the present disclosure. [Figure 15] It is a block diagram showing an example of the configuration of a vehicle dispatching device according to a fourth embodiment of the present disclosure. [Figure 16] It is a flowchart showing an example of the processing of a vehicle dispatching device according to a fourth embodiment of the present disclosure.

Embodiments for Carrying Out the Invention

[0009] Hereinafter, embodiments of the present disclosure will be described with reference to the drawings. However, when referring to the number of each element, quantity, amount, range, etc. in the following embodiments, unless specifically stated or clearly specified by the principle, the idea related to the present disclosure is not limited to the mentioned number. In addition, the structures described in the following embodiments are not necessarily essential to the idea related to the present disclosure, unless specifically stated or clearly specified by the principle.

[0010] 1. Reasons for delays in the operation schedule of shared vehicles First, the reasons for delays of shared vehicles with respect to the operation schedule will be explained. The reasons for delays of shared vehicles are deeply related to the boarding and alighting patterns of shared vehicles and the congestion level at boarding and alighting locations. This can be explained using FIGS. 1 and 2.

[0011] 1-1. Boarding and alighting patterns The boarding and alighting patterns of a shared vehicle will be described using FIG. 1. In FIG. 1, vehicle A is a shared vehicle carrying a large number of passengers. The shared vehicle in the present disclosure means a vehicle in which a large number of passengers board and there are passenger pick-ups and drop-offs during the journey to the final destination, such as a regular fixed-route bus, an on-demand vehicle that determines the route and pick-up / drop-off locations according to passenger requests, a MaaS vehicle with only the route determined, etc. The shared vehicle in the present disclosure may be a manned vehicle driven by a driver on board the vehicle, an unmanned vehicle remotely driven, or an autonomous vehicle. Here, it is assumed that vehicle A is a regular fixed-route bus that travels along a predetermined route and stops at a predetermined bus stop as the pick-up / drop-off location. Four possible boarding and alighting patterns will be described below.

[0012] <Boarding and Alighting Pattern 1> Vehicle A at bus stop a is crowded. Vehicle A arrives at bus stop b while remaining crowded. Boarding and alighting pattern 1 is a pattern in which there are passengers boarding vehicle A and passengers alighting from vehicle A at bus stop b. In order for a boarding passenger to board vehicle A, first, either a passenger alighting from vehicle A alights or one has to wait until there is space inside the vehicle. Therefore, it takes time until a boarding passenger can board vehicle A. And in order for a passenger alighting from vehicle A to be able to alight, those who do not get off vehicle A need to clear the aisle, so it also takes time for the passenger alighting from vehicle A to alight. From the above, in boarding and alighting pattern 1 of crowded vehicle A, compared with a non-crowded vehicle, it takes time until the alighting of alighting passengers and the boarding of boarding passengers are completed, and a delay occurs with respect to the operation schedule.

[0013] <Boarding and Alighting Pattern 2> Vehicle A at bus stop a is crowded. Vehicle A arrives at bus stop b while remaining crowded. Boarding and alighting pattern 2 is a pattern in which there are only passengers boarding vehicle A at bus stop b. In order for a boarding passenger to board vehicle A, the people inside the vehicle need to be asked to move deeper inside. Therefore, in boarding and alighting pattern 2 of crowded vehicle A, compared with a non-crowded vehicle, it takes time until the boarding of boarding passengers is completed, and a delay occurs with respect to the operation schedule.

[0014] <Boarding / Alighting Pattern 3> Bus stop a is crowded with passengers on vehicle A. Vehicle A arrives at bus stop b still crowded. Boarding / alighting pattern 3 is a pattern where only passengers alighting from vehicle A are present at bus stop b. For passengers alighting from vehicle A, those not alighting from vehicle A must clear the aisle. Therefore, in boarding / alighting pattern 3 with a crowded vehicle A, it takes longer for passengers to alight compared to an uncrowded vehicle, resulting in delays to the schedule.

[0015] <Boarding / Alighting Pattern 4> Vehicle A is crowded at bus stop a. Vehicle A arrives at bus stop b while still crowded. Boarding / alighting pattern 4 is the pattern where there are no passengers boarding or alighting from vehicle A at bus stop b. In this case, since no time is required for passengers to board or alight, there is no delay in the operating schedule.

[0016] 1-2. The impact of congestion at boarding and alighting locations on delays Next, Figure 2 will explain how the level of congestion at boarding and alighting locations affects each of the above boarding and alighting patterns.

[0017] <Boarding / Alighting Pattern 1> Bus stop b, where vehicle A is scheduled to stop, is crowded with waiting passengers. Vehicle A arrives at the crowded bus stop b, where disembarking passengers get off vehicle A and boarding passengers get on. In this case, boarding passengers must push their way through the waiting passengers to board vehicle A, which takes time. Also, disembarking passengers must ask the waiting passengers to move aside to make a path for them to get off vehicle A. Therefore, when bus stop b is crowded, it takes longer for disembarking passengers and boarding passengers to complete compared to when bus stop b is not crowded, resulting in further delays to the schedule.

[0018] <Boarding / Alighting Pattern 2> Bus stop b, where vehicle A is scheduled to stop, is crowded with waiting passengers. Vehicle A arrives at the crowded bus stop b, and passengers board vehicle A at the crowded bus stop b. In this case, passengers must push their way through the waiting passengers to board vehicle A, and it takes time for them to reach vehicle A. Therefore, when bus stop b is crowded, it takes longer for all passengers to board compared to when bus stop b is not crowded, resulting in further delays to the schedule.

[0019] <Boarding / Alighting Pattern 3> Bus stop b, where vehicle A is scheduled to stop, is crowded with waiting passengers. Vehicle A arrives at the crowded bus stop b, and passengers disembark from vehicle A at the crowded bus stop b. In this case, for passengers to disembark from vehicle A, waiting passengers must move aside to make a path for the disembarking passengers to leave vehicle A. Therefore, when bus stop b is crowded, it takes longer for all passengers to disembark compared to when bus stop b is not crowded, resulting in further delays to the schedule.

[0020] <Boarding / Alighting Pattern 4> Bus stop b, where vehicle A is scheduled to stop, is crowded with waiting passengers. Vehicle A arrives at the crowded bus stop b, but there are no passengers boarding or alighting at bus stop b. Therefore, even though bus stop b is crowded, no time is needed for passengers to board or alight, and thus there is no delay in the scheduled operation.

[0021] 2. First Embodiment 2-1. Dispatching method for additional flights according to the first embodiment As described above, delays to the schedule of the crowded vehicle A occur when there are passengers getting on or off, and are more pronounced when bus stop b is crowded. However, delays caused by congestion at bus stop b can be resolved by eliminating passengers waiting at bus stop b. In the first embodiment, an additional bus service is used as an effective means of eliminating passengers waiting at bus stop b.

[0022] Figure 3 illustrates the dispatch method for additional services according to the first embodiment. In the first embodiment, if it is detected that vehicle A (first passenger vehicle) is congested, and it is also detected that bus stop b where vehicle A is scheduled to stop is congested, vehicle B (second passenger vehicle) is dispatched as an additional service. Vehicle B is a passenger vehicle that has no passengers or is less congested than vehicle A. The service type of vehicle B does not necessarily have to be the same as the service type of vehicle A. For example, if vehicle A is a regular, fixed-route bus, vehicle B may be a small, autonomously driven MaaS vehicle. The route of vehicle B is completely or partially the same as the route of vehicle A, and passes through at least bus stop b.

[0023] In the dispatch method for additional buses according to the first embodiment, vehicle B is dispatched to bus stop b before vehicle A. Vehicle B, which arrives at bus stop b before vehicle A, boards waiting passengers at bus stop b. Since vehicle B is either empty or, even if it has passengers, is not as crowded as vehicle A, waiting passengers can board vehicle B without delay. Vehicle B, with the waiting passengers on board, departs from bus stop b before vehicle A arrives at bus stop b.

[0024] Vehicle A arrives at bus stop b, where congestion has eased after vehicle B's arrival. If there are no passengers waiting at bus stop b, there will be no passengers boarding vehicle A at bus stop b. Therefore, delays caused by passengers boarding the crowded vehicle A, i.e., delays caused by boarding / alighting pattern 1 and boarding / alighting pattern 2, are avoided. Also, since bus stop b is not crowded, delays caused by passengers alighting from vehicle A at the crowded bus stop b are avoided.

[0025] On the other hand, delays caused by passengers disembarking from crowded vehicles, that is, delays due to boarding / alighting pattern 3, are not directly resolved even if vehicle B picks up waiting passengers from bus stop b. However, by having vehicle B or other passenger vehicles pick up waiting passengers from crowded bus stops ahead of vehicle A, the density of vehicle A decreases each time a passenger disembarks from vehicle A, and the delays due to boarding / alighting pattern 3 are gradually resolved.

[0026] The conditions for dispatching vehicle B to bus stop b before vehicle A are, as mentioned above, that vehicle A is crowded and bus stop b is also crowded. However, even if bus stop b is not crowded, vehicle B will be dispatched to bus stop b before vehicle A if certain conditions are met. Those conditions are that there are passengers at bus stop b who are likely to board vehicle A. Passengers who are likely to board vehicle A are those who are likely to cause delays due to boarding / alighting pattern 1 or boarding / alighting pattern 2. By dispatching vehicle B to bus stop b before vehicle A and picking up passengers who are likely to board vehicle A with vehicle B, it is possible to avoid delays due to boarding / alighting pattern 1 or boarding / alighting pattern 2 when bus stop b is not crowded.

[0027] The above describes the method for dispatching additional buses according to the first embodiment, specifically the case shown in Figure 3 where bus stop b, adjacent to bus stop a where vehicle A is parked, is congested. If the adjacent bus stop b is congested, then bus stop b is the only bus stop where the additional bus, vehicle B, should be dispatched. However, as shown in the example in Figure 4, if bus stop c, further ahead than the adjacent bus stop b, is congested, then multiple options arise.

[0028] In the example shown in Figure 4, bus stop c, two stops ahead of bus stop a where vehicle A is stopped, is congested. In this case, vehicle B may be dispatched via route 1, which goes directly to bus stop c, or via route 2, which goes to bus stop c via bus stop b. In other words, if the bus stop where vehicle A is scheduled to stop is congested, vehicle B may be dispatched via any route that leads to that congested bus stop. This also applies if vehicle A's route is a loop line.

[0029] 2-2. Vehicle dispatching system according to the first embodiment 2-2-1. Configuration of the Vehicle Dispatch System The method for dispatching additional flights according to the first embodiment is realized by a vehicle dispatching device having the configuration shown in Figure 5. Figure 5 is a block diagram showing an example of the configuration of the vehicle dispatching device according to the first embodiment.

[0030] The vehicle dispatch system 10 according to the first embodiment includes a vehicle congestion detection unit 11, a passenger boarding / alighting location congestion detection unit 12, a service increase necessity determination unit 13, a current location notification unit 14, a dispatch location determination unit 15, and a dispatch location notification unit 16. Although not shown in the figures, the vehicle dispatch system 10 also includes a computer comprising at least one memory storing at least one program and at least one processor coupled to that at least one memory. The components 11, 12, 13, 14, 15, and 16 of the vehicle dispatch system 10 shown in Figure 5 are some of the functions of the vehicle dispatch system 10 that are realized when the at least one program is executed by the at least one processor.

[0031] The in-vehicle congestion detection unit 11 is configured to detect the degree of congestion inside vehicle A. Detection methods include using sensors such as cameras, depth sensors, and LiDAR mounted facing the interior of the vehicle to automatically detect congestion using software. Alternatively, the sensor information can be wirelessly transmitted outside vehicle A, allowing a person to determine the congestion level based on that information. Another method involves observing boarding and alighting records in real time to determine the number of passengers. Furthermore, the number of passengers can be estimated based on changes in vehicle weight estimated from information about vehicle A's air suspension. The congestion level can also be determined from passenger declarations such as "empty," "standing passengers," or "packed" selected via a mobile device app. Additionally, the number of passengers can be estimated based on the user's vehicle A reservation information. Finally, the number of passengers can be estimated based on the number of users in the vehicle's wireless environment. Moreover, the driver or conductor of vehicle A can determine and report the number of passengers.

[0032] The boarding / alighting location congestion detection unit 12 is configured to detect the level of congestion at the boarding / alighting location that vehicle A is heading to. One detection method is to automatically detect the level of congestion using sensors installed at the boarding / alighting location. Specifically, sensors such as cameras, depth sensors, and LiDAR can be used to determine the number of people and whether the congestion is large or small. Alternatively, the sensor information can be transmitted wirelessly or via wired connection to a person located away from the sensor, who can then determine the level of congestion. Another method is to automatically detect the level of congestion using software with external sensors (camera, depth sensor, LiDAR, etc.) mounted on vehicle A. Furthermore, the sensor information can be wirelessly transmitted, allowing software or a person to determine the level of congestion remotely. Additionally, sensor data acquired by external sensors from multiple vehicles, including vehicle A, can be collected on a server, and the server can determine the level of congestion. Finally, a method of estimating the level of congestion based on past data, similar to AI-based demand forecasting, can also be used.

[0033] The additional service necessity determination unit 13 is configured to determine the necessity of additional services based on information from the in-vehicle congestion detection unit 11 and the boarding / alighting location congestion detection unit 12. As mentioned above, additional services are deemed necessary when vehicle A is crowded and the boarding / alighting location to which vehicle A is heading is also crowded. Furthermore, if vehicle A is crowded, even if the boarding / alighting location to which vehicle A is heading is not crowded, additional services are deemed necessary if there are passengers expected to board vehicle A at that location. Whether vehicle A is crowded is determined by whether the passenger density inside the vehicle is above a predetermined density. Whether a boarding / alighting location is crowded is determined by whether the number of people waiting at the boarding / alighting location is above a predetermined number, or whether a parameter indicating the degree of congestion is above a predetermined value.

[0034] Whether a boarding / alighting location has passengers likely to board vehicle A can be determined, for example, from reservation information if vehicle A is an on-demand vehicle. If vehicle A is a regularly scheduled, fixed-route bus, it can be determined from the number of routes and the destination of vehicle A. For example, if only one route passes through a particular boarding / alighting location, it can be strongly expected that passengers waiting at that location will board vehicle A. Also, if a route heading to a station and a route heading to a residential area pass through the same boarding / alighting location during commuting hours, it can be expected that a large number of passengers will use the route heading to the station. If multiple routes pass through the same section and the same boarding / alighting location, it can be determined based on past statistical data.

[0035] The current location notification unit 14 is configured to acquire the current location of vehicle A. It is also configured to acquire information about the travel route of vehicle A along with the current location of vehicle A. The current location and travel route of vehicle A are necessary information for dispatching vehicle B. The current location of vehicle A can be determined from map information and GPS information. The travel route of vehicle A may be predetermined, like that of a regularly scheduled bus, or it may be determined by vehicle A itself, like that of an on-demand vehicle. If the travel route is known in advance, the location where vehicle B should be dispatched can be determined if the location and time of vehicle A are known.

[0036] The dispatch position determination unit 15 is configured to determine the dispatch position when dispatching vehicle B ahead of vehicle A. The dispatch position of vehicle B is determined using route information regarding the route taken by vehicle A, arrival time information regarding the time vehicle A will arrive at the boarding / alighting locations where vehicle A is scheduled to stop, and congestion information regarding the congestion level of candidate boarding / alighting locations where vehicle B will be dispatched. Vehicle B is required to arrive at the most congested boarding / alighting locations before vehicle A. The dispatch position determination unit 15 compares the arrival times of vehicle A at each boarding / alighting location if vehicle A continues to travel as long as no additional vehicle B is dispatched, with the arrival times of vehicle B at each boarding / alighting location. It then determines candidate boarding / alighting locations that vehicle B can arrive at earlier than vehicle A as the dispatch position. Candidate boarding / alighting locations are congested locations and locations where there are likely to be passengers.

[0037] The dispatch location notification unit 16 notifies vehicle B of the dispatch location determined by the dispatch location determination unit 15, that is, the pick-up / drop-off location to be reached. Along with the dispatch location notification, the target arrival time or deadline time may also be notified to vehicle B.

[0038] 2-2-2. Processing by the Vehicle Dispatch System Next, the processing of the vehicle dispatch device 10 according to the first embodiment, configured as described above, will be explained with reference to Figure 6. Figure 6 is a flowchart showing an example of the processing of the vehicle dispatch device 10 according to the first embodiment.

[0039] In step S101, the congestion level of vehicle A is detected based on sensor information. In step S102, a decision is made based on the detection result in step S101. If vehicle A is congested (S102: Yes), the process proceeds to step S103. On the other hand, if vehicle A is not congested (S102: No), the process ends because there is no problem that can be solved by dispatching vehicle B.

[0040] In step S103, the congestion level of future boarding and alighting locations for vehicle A is detected based on sensor information. Future boarding and alighting locations for vehicle A are locations where vehicle A is scheduled to stop at a time in the future from the current time. Future boarding and alighting locations for vehicle A can be identified from the vehicle A's travel route and current location. In step S104, a decision is made based on the detection results in step S103. If there are any crowded boarding and alighting locations (S104: Yes), the process proceeds to step S106. On the other hand, if there are no crowded boarding and alighting locations (S104: No), the process proceeds to step S105.

[0041] In step S105, it is determined whether there are any expected passengers to board vehicle A. If there are expected passengers to board vehicle A (S105: Yes), the process proceeds to step S106. On the other hand, if there are no expected passengers to board vehicle A (S105: No), the process ends because there is no problem that can be solved by dispatching vehicle B.

[0042] In step S106, it is determined that it is necessary to increase the number of trains B. Following the decision in step S106 to increase the number of trains B, the processes in steps S107 to S109 are executed. First, in step S107, the current location of train A is determined based on GPS information. In step S108, the destination of train B is determined based on the current location of train A determined in step S107. Then, in step S109, a dispatch instruction is issued to train B according to the destination of train B determined in step S108.

[0043] By executing the above series of processes, if vehicle A is crowded, vehicle B can be dispatched to crowded boarding / alighting locations or locations where passengers are likely to board vehicle A before vehicle A arrives. By getting passengers at the boarding / alighting locations onto vehicle B before vehicle A arrives, the time required for boarding and alighting on vehicle A can be reduced, thereby preventing delays in vehicle A's operation.

[0044] 3. Second Embodiment 3-1. Dispatching method for additional flights according to the second embodiment In the first embodiment, it was assumed that passengers waiting at the bus stop, which is the boarding location, were waiting for vehicle A. However, if one bus stop is shared by multiple routes, it is unclear whether the passengers waiting at the bus stop are waiting for vehicle A. In the second embodiment, additional bus services are used as a means to determine whether the passengers waiting at the bus stop are waiting for vehicle A, that is, as a means to predict the demand for vehicle A.

[0045] Figures 7 and 8 illustrate the dispatch method for additional buses according to the second embodiment. In the second embodiment, if it is detected that the bus stop where vehicle A (first passenger bus) is scheduled to stop is congested, vehicle B (second passenger bus) is dispatched as an additional bus. In the example shown in Figures 7 and 8, the bus stop is shared by route X and route Y. Vehicle A is a regular, fixed-route bus that runs on route X. Vehicle B is a vehicle that can be used on either route X or route Y.

[0046] In the example shown in Figure 7, vehicle B is deployed on route X. If the passengers waiting at the bus stop were passengers using route X, then increasing the number of vehicles B, as shown in Increased Service Result 1, will eliminate the waiting passengers at the bus stop. Increased Service Result 1 confirms that there was demand for vehicle A. Furthermore, delays in the operation of vehicle A that occur when vehicle A is crowded are resolved by increasing the number of vehicles B.

[0047] On the other hand, if the passengers waiting at the bus stop were passengers using route Y, as shown in the increased service result 2, increasing the number of vehicles B would not cause the waiting passengers to disappear from the bus stop. From the increased service result 2, it can be confirmed that there is demand for route Y, which is different from that for vehicle A. Furthermore, even if the crowded vehicle A arrives at the bus stop, there are no passengers boarding vehicle A at the bus stop, so it can be seen that the probability of delays in vehicle A's operation due to passenger boarding is low.

[0048] In the example shown in Figure 8, vehicle B is deployed on route Y. If the passengers waiting at the bus stop were passengers using route Y, then increasing the number of vehicles B, as shown in the increased service result 3, will eliminate the waiting passengers at the bus stop. From increased service result 3, it can be confirmed that there was demand for route Y that differed from that for vehicle A. Furthermore, the delays that occurred when the vehicles operating on route Y were congested were resolved by increasing the number of vehicles B.

[0049] On the other hand, if the passengers waiting at the bus stop were passengers using route X, as shown in the increased service result 4, increasing the number of vehicles B would not eliminate the waiting passengers at the bus stop. From the increased service result 4, it can be confirmed that there is demand for vehicle A. Furthermore, when the crowded vehicle A arrives at the bus stop, passengers will board vehicle A at the bus stop, indicating a high probability of delays occurring in vehicle A's operation due to passenger boarding.

[0050] As described above, according to the dispatch method for additional buses as embodied in the second embodiment, it is possible to predict the demand for vehicle A when one bus stop is shared by multiple routes.

[0051] 3-2. Vehicle dispatch system according to the second embodiment 3-2-1. Configuration of the Vehicle Dispatch System The method for dispatching additional flights according to the second embodiment is realized by a vehicle dispatching device having the configuration shown in Figure 9. Figure 9 is a block diagram showing an example of the configuration of the vehicle dispatching device according to the second embodiment.

[0052] The vehicle dispatch system 20 according to the second embodiment includes an in-vehicle congestion detection unit 11, a boarding / alighting location congestion detection unit 12, a service increase necessity determination unit 13, a current location notification unit 14, a demand forecasting unit 21, a dispatch decision unit 22, and a dispatch location notification unit 16. Although not shown in the figures, the vehicle dispatch system 20 also includes a computer comprising at least one memory storing at least one program and at least one processor coupled to that at least one memory. The components 11, 12, 13, 14, 16, 21, and 22 of the vehicle dispatch system 20 shown in Figure 9 are some of the functions of the vehicle dispatch system 10 that are realized when the at least one program is executed by the at least one processor.

[0053] The difference between the vehicle dispatching system 20 according to the second embodiment and the vehicle dispatching system 10 according to the first embodiment is that the dispatch location determination unit 15 is replaced with a demand forecasting unit 21 and a dispatch determination unit 22. The components 11, 12, 13, 14, and 16 other than the demand forecasting unit 21 and the dispatch determination unit 22 are the same as those of the vehicle dispatching system 10 according to the first embodiment, so their explanation will be omitted.

[0054] The demand forecasting unit 21 is configured to forecast the demand for vehicle A. The forecasting of the demand for vehicle A is achieved by dispatching additional vehicles ahead of vehicle A using the additional vehicle dispatching method according to the second embodiment.

[0055] The dispatch decision unit 22 is configured to decide whether or not to add additional buses based on the forecast results from the demand forecasting unit 21, and if so, on which routes to add them. For example, if the demand forecast yields additional bus result 1 shown in Figure 7 or additional bus result 3 shown in Figure 8, the congestion at the bus stop will be alleviated by adding buses to meet the demand forecast. Therefore, delays caused by passengers boarding crowded vehicles or delays caused by congestion at bus stops are avoided. Thus, in the case of additional bus result 1 or additional bus result 3, the dispatch decision unit 22 decides not to add any additional buses. If the demand forecast yields additional bus result 2 shown in Figure 7, there is no demand for vehicle A, but it is considered that the congestion at the bus stop can be alleviated by adding vehicles on route Y. Therefore, in the case of additional bus result 2, the dispatch decision unit 22 decides to add additional buses on route Y. If the demand forecast yields additional bus result 4 shown in Figure 8, there is demand for vehicle A, so the dispatch decision unit 22 decides to add additional buses on route X.

[0056] 3-2-2. Processing by the Vehicle Dispatch System Next, the processing of the vehicle dispatch device 20 according to the second embodiment, configured as described above, will be explained with reference to Figure 10. Figure 10 is a flowchart showing an example of the processing of the vehicle dispatch device 20 according to the second embodiment.

[0057] In step S201, the level of congestion in vehicle A is detected based on sensor information. In step S202, a decision is made based on the detection result in step S201. If vehicle A is crowded (S202: Yes), the process proceeds to step S203. On the other hand, if vehicle A is not crowded (S202: No), the process ends because there is no problem that can be solved by adding extra trains.

[0058] In step S203, the congestion level of future boarding and alighting locations for vehicle A is detected based on sensor information. Future boarding and alighting locations for vehicle A are locations where vehicle A is scheduled to stop at a time in the future from the current time, which can be determined from vehicle A's travel route and current location. In step S204, a decision is made based on the detection results in step S203. If there are any crowded boarding and alighting locations (S204: Yes), the process proceeds to step S205. On the other hand, if there are no crowded boarding and alighting locations (S204: No), the process ends because there is no problem that can be solved by adding more trains.

[0059] In step S205, an additional train service is added to the crowded boarding / alighting area to forecast demand for train A. In step S206, it is determined whether the congestion at the boarding / alighting area has been resolved by adding the additional train service. If the congestion has been resolved (S206: Yes), there is no need to add any more train services, and the process ends. If the congestion has not been resolved (S206: No), the process proceeds to step S207. In step S207, an additional train service is added on a different route than the one added earlier. The processes in steps S206 and S207 are repeated until the congestion at the boarding / alighting area is resolved, or until additional train services are added on all routes.

[0060] By performing the above series of processes, it is possible to predict the demand for vehicle A when a single bus stop is shared by multiple routes, and to dispatch additional buses according to the prediction results, thereby suppressing delays in the operation of vehicles using the shared bus stop.

[0061] 4. Third Embodiment 4-1. Dispatching method for additional flights according to the third embodiment In the first embodiment, delays to the operation of vehicle A are suppressed by dispatching an additional vehicle ahead of the crowded vehicle A. However, delays can not be suppressed by dispatching an additional vehicle only when the vehicle is crowded. Delays can occur in the operation of public transport vehicles regardless of whether the vehicle is crowded or not. If passengers board a public transport vehicle that is already running late, the delay of that vehicle may increase further. Therefore, in the third embodiment, an additional vehicle is used as a means to prevent further increases in delays of a public transport vehicle that is already running late.

[0062] Figure 11 illustrates the dispatch method for additional buses according to the third embodiment. In the third embodiment, if it is detected that there are waiting passengers at bus stop b where vehicle C (first passenger bus), which is already experiencing delays, is scheduled to stop, vehicle B (second passenger bus) is dispatched as an additional bus. Vehicle B is a passenger bus that is not experiencing delays and has no passengers or only a small number of passengers. The service type of vehicle B does not necessarily have to be the same as that of vehicle C. For example, if vehicle C is a regular, fixed-route bus, vehicle B may be a small, autonomously driven MaaS vehicle. The route of vehicle B is completely or partially the same as the route of vehicle C, and passes through at least bus stop b.

[0063] In the dispatch method for additional buses according to the third embodiment, vehicle B is dispatched to bus stop b before vehicle C. Vehicle B, which arrives at bus stop b before vehicle C, boards the waiting passengers at bus stop b. Since vehicle B is either empty or not crowded even if it has passengers on board, the waiting passengers board vehicle B without delay. Vehicle B, with the waiting passengers on board, departs from bus stop b before vehicle C arrives at bus stop b.

[0064] Vehicle C arrives at bus stop b, which is empty of waiting passengers after vehicle B has arrived. Regardless of the level of congestion on vehicle C, it will take a certain amount of time from the time vehicle C arrives at bus stop b until all passengers have boarded. However, if there are no waiting passengers at bus stop b, there will be no passengers to board vehicle C at bus stop b. Therefore, the delay of vehicle C, which is already running late, will not be further exacerbated by passengers boarding.

[0065] As described above, the dispatch method for additional flights according to the third embodiment makes it possible to prevent further delays to vehicle C, which is already experiencing delays.

[0066] 4-2. Vehicle dispatch system according to the third embodiment 4-2-1. Configuration of the Vehicle Dispatch System The method for dispatching additional flights according to the third embodiment is realized by a vehicle dispatching device having the configuration shown in Figure 12. Figure 12 is a block diagram showing an example of the configuration of a vehicle dispatching device according to the third embodiment.

[0067] The vehicle dispatching system 30 according to the third embodiment includes a delay determination unit 31, a passenger boarding / alighting location congestion detection unit 12, a service increase determination unit 32, a current location notification unit 14, a dispatch location determination unit 15, and a dispatch location notification unit 16. Although not shown in the figures, the vehicle dispatching system 30 also includes a computer comprising at least one memory storing at least one program and at least one processor coupled to that at least one memory. The components 12, 14, 15, 16, 31, and 32 of the vehicle dispatching system 30 shown in Figure 12 are some of the functions of the vehicle dispatching system 30 that are realized when the at least one program is executed by the at least one processor.

[0068] The difference between the vehicle dispatching system 30 according to the third embodiment and the vehicle dispatching system 10 according to the first embodiment is that a delay determination unit 31 and a service increase determination unit 32 are provided in place of the in-vehicle congestion detection unit 11 and the service increase necessity determination unit 13. Since the components 12, 14, 15, and 16 other than the delay determination unit 31 and the service increase determination unit 32 are the same as those of the vehicle dispatching system 10 according to the first embodiment, their description will be omitted.

[0069] The delay determination unit 31 is configured to determine whether or not a delay has occurred for vehicle C. Whether or not vehicle C is delayed is determined based on the vehicle C's operation plan (operating schedule), the vehicle C's current location, and the time.

[0070] The additional service determination unit 32 is configured to determine whether an additional service is necessary based on information from the delay determination unit 31 and the boarding / alighting location congestion detection unit 12. As mentioned above, an additional service is deemed necessary if vehicle C is delayed and there are waiting passengers at the boarding / alighting location that vehicle C is heading to. Whether vehicle C is delayed is determined by whether the delay time relative to the operation plan is greater than or equal to a predetermined allowable time. Whether there are waiting passengers at the boarding / alighting location is determined, for example, based on sensor information at the boarding / alighting location or reservation information for vehicle C.

[0071] 4-2-2. Processing by the Vehicle Dispatch System Next, the processing of the vehicle dispatch device 30 according to the third embodiment, configured as described above, will be explained with reference to Figure 13. Figure 13 is a flowchart showing an example of the processing of the vehicle dispatch device 30 according to the third embodiment.

[0072] In step S301, the delay status of vehicle C is detected based on the operation plan. In step S302, a decision is made based on the detection result in step S301. If vehicle C is delayed (S302: Yes), the process proceeds to step S303. On the other hand, if vehicle C is not delayed (S302: No), there is no issue that can be resolved by dispatching vehicle B, so the process ends.

[0073] In step S303, the presence or absence of waiting passengers at the future boarding / alighting locations of vehicle C is detected based on sensor information. The future boarding / alighting locations of vehicle C are the locations where vehicle C is scheduled to stop at a time in the future from the current time, which can be determined from the vehicle C's travel route and current location. In step S304, a decision is made based on the detection result in step S303. If there are waiting passengers at the boarding / alighting location (S304: Yes), the process proceeds to step S305. On the other hand, if there are no waiting passengers at the boarding / alighting location (S304: No), the process ends because there is no problem that can be solved by dispatching vehicle B.

[0074] In step S305, it is determined that it is necessary to increase the number of trains B. Following the decision in step S305 to increase the number of trains B, the processes in steps S306 to S308 are executed. First, in step S306, the current location of train C is determined based on GPS information. In step S307, the destination of train B is determined based on the current location of train C determined in step S306. Then, in step S308, a dispatch instruction is issued to train B according to the destination of train B determined in step S307.

[0075] By executing the above series of processes, if vehicle C is already experiencing delays, vehicle B can be dispatched to the boarding / alighting area where waiting passengers are located before vehicle C. By getting passengers at the boarding / alighting area onto vehicle B before vehicle C arrives, the time required for boarding and alighting on vehicle C is reduced, thereby preventing further delays to vehicle C's operation.

[0076] 5. Fourth Embodiment 5-1. Dispatching method for additional flights according to the fourth embodiment In the first embodiment, delays to the operation of vehicle A are suppressed by arranging an additional bus in front of the crowded vehicle A. However, due to scheduling constraints, it is not always possible to arrange an additional bus in front of vehicle A. In that case, the additional bus must be arranged behind vehicle A, but if waiting passengers at the boarding / alighting area are unaware that the additional bus will arrive later, they will board the crowded vehicle A. However, if vehicle A and the following additional bus are lined up one behind the other, waiting passengers will be able to recognize the less crowded additional bus. Furthermore, information can be actively encouraged to move to the following additional bus by displaying it on signage installed on the vehicle and at the boarding / alighting area, or on apps on waiting passengers' mobile devices. Therefore, in the fourth embodiment, if it is not possible to arrange an additional bus in front of vehicle A, the additional bus is arranged to be lined up one behind and one behind vehicle A.

[0077] Figure 14 illustrates the dispatch method for additional buses according to the fourth embodiment. In the fourth embodiment, if it is detected that vehicle A (first passenger bus) is crowded, and it is also detected that the bus stop where vehicle A is scheduled to stop is crowded, vehicle B (second passenger bus) is dispatched as an additional bus. Vehicle B is a passenger bus that has no passengers or is less crowded than vehicle A.

[0078] In the dispatch method for additional buses according to the fourth embodiment, it is first determined whether vehicle B can be dispatched to the bus stop before vehicle A. If vehicle B can be dispatched to the bus stop before vehicle A, the same process as in the dispatch method for additional buses according to the first embodiment is performed. However, if vehicle B cannot be dispatched to the bus stop before vehicle A, vehicle B is dispatched so that it is positioned in front of and behind vehicle A. When vehicle A and vehicle B arrive at the bus stop in this position, waiting passengers will naturally move towards the empty vehicle B and board vehicle B. As a result, there will be no passengers boarding vehicle A at the bus stop. Therefore, delays caused by passengers boarding the crowded vehicle A, that is, delays due to boarding / alighting pattern 1 and delays due to boarding / alighting pattern 2, are avoided. In addition, congestion near vehicle A is relieved as waiting passengers move towards vehicle B. Therefore, delays caused by passengers alighting from vehicle A at a crowded bus stop are also avoided.

[0079] As described above, according to the dispatch method for additional buses as embodied in the fourth embodiment, even if it is not possible to dispatch an additional bus in front of the congested bus A, delays in the operation of bus A can be suppressed.

[0080] 5-2. Vehicle dispatch system according to the fourth embodiment 5-2-1. Configuration of the Vehicle Dispatch System The method for dispatching additional flights according to the fourth embodiment is realized by a vehicle dispatching device having the configuration shown in Figure 15. Figure 15 is a block diagram showing an example of the configuration of the vehicle dispatching device according to the fourth embodiment.

[0081] The vehicle dispatch system 40 according to the fourth embodiment includes an in-vehicle congestion detection unit 11, a boarding / alighting location congestion detection unit 12, a service increase necessity determination unit 13, a current location notification unit 14, a dispatch arrangement determination unit 41, and a dispatch location notification unit 16. Although not shown in the figures, the vehicle dispatch system 40 also includes a computer comprising at least one memory storing at least one program and at least one processor coupled to that at least one memory. The components 11, 12, 13, 14, 16, and 41 of the vehicle dispatch system 40 shown in Figure 15 are some of the functions of the vehicle dispatch system 40 that are realized when the at least one program is executed by the at least one processor.

[0082] The difference between the vehicle dispatching device 40 according to the fourth embodiment and the vehicle dispatching device 10 according to the first embodiment is that a dispatch arrangement determination unit 41 is provided instead of a dispatch location determination unit 15. Since the components 12, 14, 15, and 16 other than the dispatch arrangement determination unit 41 are the same as those of the vehicle dispatching device 10 according to the first embodiment, their description will be omitted.

[0083] The dispatch arrangement determination unit 41 is configured to perform calculations for dispatching the additional vehicle B either in front of or behind vehicle A. One example of a criterion for determining that vehicles A and B are lined up one behind the other is that the difference between the arrival time of vehicle A at the boarding / alighting location and the arrival time of vehicle B at the boarding / alighting location is smaller than a predetermined reference time. Preferably, the reference time is set to the maximum time during which waiting passengers at the boarding / alighting location can be expected to move to vehicle B voluntarily. If vehicle A arrives at the boarding / alighting location before vehicle B is lined up one behind or behind vehicle A, the stopping time of vehicle A at the previous boarding / alighting location may be extended or vehicle A may be made to slow down along the way to adjust the timing.

[0084] 5-2-2. Processing by the Vehicle Dispatch System Next, the processing of the vehicle dispatch device 40 according to the fourth embodiment, configured as described above, will be explained with reference to Figure 16. Figure 16 is a flowchart showing an example of the processing of the vehicle dispatch device 40 according to the fourth embodiment.

[0085] In step S401, the congestion level of vehicle A is detected based on sensor information. In step S402, a decision is made based on the detection result in step S401. If vehicle A is congested (S402: Yes), the process proceeds to step S403. On the other hand, if vehicle A is not congested (S402: No), the process ends because there is no problem that can be solved by dispatching vehicle B.

[0086] In step S403, the congestion level of future boarding and alighting locations for vehicle A is detected based on sensor information. Future boarding and alighting locations for vehicle A are locations where vehicle A is scheduled to stop at a time in the future from the current time, which can be determined from vehicle A's travel route and current location. In step S404, a decision is made based on the detection results in step S403. If there are any crowded boarding and alighting locations (S404: Yes), the process proceeds to step S406. On the other hand, if there are no crowded boarding and alighting locations (S404: No), the process proceeds to step S405.

[0087] In step S405, it is determined whether there are any expected passengers to board vehicle A. If there are expected passengers to board vehicle A (S405: Yes), the process proceeds to step S406. On the other hand, if there are no expected passengers to board vehicle A (S405: No), the process ends because there is no problem that can be solved by dispatching vehicle B.

[0088] In step S406, it is determined that it is necessary to increase the number of trains B. Following the decision in step S405 to increase the number of trains B, the processes in steps S407 to S411 are executed. First, in step S407, the current location of train A is determined based on GPS information. In step S408, the destination of train B is determined based on the current location of train A determined in step S407.

[0089] In step S409, it is determined whether vehicle B will arrive at the destination determined in step S408 a predetermined time before vehicle A. If vehicle B will arrive at the destination before vehicle A (S409: Yes), the process proceeds to step S410. On the other hand, if vehicle B will not arrive at the destination before vehicle A (S409: No), the process proceeds to step S411. In step S410, a dispatch instruction is given to vehicle B according to the destination for vehicle B determined in step S408. In step S411, a dispatch instruction is given to vehicle B so that vehicle A and vehicle B are positioned one behind each other.

[0090] By executing the above series of processes, if vehicle A is crowded, vehicle B can be positioned ahead of or immediately before vehicle A at crowded boarding / alighting locations or at locations where passengers are likely to board vehicle A. When vehicle B is positioned immediately before or after vehicle A, passengers who were waiting to board vehicle A can be moved to vehicle B, thereby reducing the time it takes for passengers to board and alight from vehicle A and preventing delays in vehicle A's operation. [Explanation of Symbols]

[0091] 10, 20, 30, 40 Vehicle dispatch system

Claims

[Claim 1] A vehicle dispatching system that dispatches additional buses to waiting passengers at a boarding / alighting point shared by multiple routes with different destinations, The necessity of the additional service will be determined based on the congestion level of the passenger buses scheduled to stop at the aforementioned boarding / alighting locations and the congestion level of the aforementioned boarding / alighting locations. Upon determining that an additional bus is necessary, the additional bus is dispatched to the boarding / alighting location before the regular bus, passengers waiting for the bus who will be using the designated route are boarded by the additional bus, and the additional bus departs from the boarding / alighting location before the regular bus arrives at the location. If congestion at the boarding / alighting location does not subside even after the dispatch of the additional buses, the system is configured to dispatch additional buses that travel on a different route than the dispatched additional buses to the boarding / alighting location before the scheduled buses, allow passengers using the different route to board the additional buses, and have the additional buses depart from the boarding / alighting location before the scheduled buses arrive at the boarding / alighting location, repeating this process until the congestion at the boarding / alighting location is resolved. A vehicle dispatching system characterized by the following features.

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