Vehicle dispatching method and vehicle dispatching device

Abstract

To instruct a vehicle to be dispatched about an appropriate travel route with less delay relative to the arrival time at a boarding point of a user.SOLUTION: A dispatching method obtains position information of a vehicle 40 traveling on an indicated travel route Ru1. When dispatching request information including a boarding point D3 outside the first travel route Ru1 is accepted, a second travel route Ru3 from a position P1 indicated by the position information to the boarding point D3 is calculated. If changing a direction of travel X of the vehicle 40 from the first travel route Ru1 to the second travel route Ru3 at a first junction point C1 is not possible at the time of instructing the vehicle 40 to change the route to the second travel route Ru3, a third travel route Ru5 for the vehicle 40 is calculated. The third travel route Ru5 is a travel route where a change in the direction of travel X from the first travel route Ru1 to the third travel route Ru5 at a second junction C3 is possible at the time of instructing the vehicle 40 to change a route to the third travel route Ru5.SELECTED DRAWING: Figure 2

Description

Technical Field

[0001] The present invention relates to a vehicle allocation method and a vehicle allocation device.

Background Art

[0002] Patent Document 1 describes a shared vehicle operation scheduling system. In this system, vehicle information including the current position and the number of passengers of each shared vehicle is acquired in advance. When a usage request from a user is received online, a new operation schedule passing through the user's boarding point is created using the previously acquired vehicle information. The new operation schedule is notified to the user as a boarding schedule.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] In the system of Patent Document 1, a new operation schedule is created based on the previously acquired current position of the shared vehicle. By the time the new operation schedule is notified to the corresponding shared vehicle, the shared vehicle traveling according to the current operation schedule may have passed the branch point with the new operation schedule and advanced further, deviating from the traveling route of the new operation schedule. If the shared vehicle deviates from the traveling route of the new operation schedule, the shared vehicle cannot move to the user's boarding point along the traveling route according to the new operation schedule, so there is a possibility that the shared vehicle cannot arrive at the boarding point at the scheduled time and the arrival time is delayed.

[0005] The present invention has been made in view of the above circumstances, and an object of the present invention is to instruct an appropriate traveling route with less delay with respect to the arrival time at the user's boarding point for the vehicle to be allocated. [Means for solving the problem]

[0006] To solve the above-mentioned problems, a vehicle dispatch method according to one aspect of the present invention is a vehicle dispatch method for traveling on an instructed route, which involves acquiring location information of a vehicle traveling on a first route. When dispatch request information is received that includes a user's boarding point not located on the first route, a second route for the vehicle from the location indicated by the location information to the boarding point is calculated. It is determined whether a change in the vehicle's direction of travel at a first branching point where the second route branches off from the first route is possible at the first time when the vehicle is instructed to change routes from the first route to the second route. If it is determined that a change in direction of travel is impossible, a third route for the vehicle is calculated and instructed to the vehicle. The third route is the vehicle's route from the location indicated by the location information to the boarding point. The third route is also a route on the first route where a change in the vehicle's direction of travel at a second branching point is possible at the second time when the vehicle is instructed to change routes from the first route at the second branching point. [Effects of the Invention]

[0007] According to the present invention, it is possible to instruct a vehicle to be dispatched to take an appropriate route that minimizes delays in arrival time at the user's pick-up location. [Brief explanation of the drawing]

[0008] [Figure 1] Figure 1 is a diagram showing the configuration of a dispatch system including a dispatch device according to one embodiment of the present invention. [Figure 2] Figure 2 is a diagram illustrating the basic concept of the planned travel route for candidate vehicles set by the dispatch system in Figure 1. [Figure 3A] Figure 3A is a flowchart showing an example of the procedure for calculating the approach section of the dispatch process in the dispatch system shown in Figure 1. [Figure 3B]Figure 3B is a flowchart illustrating an example of the procedure for setting the planned route to the user's pick-up location in the dispatch system shown in Figure 1. [Figure 3C] Figure 3C is a flowchart showing an example of the procedure for instructing dispatched vehicles on their planned routes in the dispatch system shown in Figure 1. [Modes for carrying out the invention]

[0009] Embodiments of the present invention will be described below with reference to the drawings.

[0010] Referring to Figure 1, the configuration of a dispatch system including a dispatch device according to one embodiment of the present invention will be described.

[0011] The dispatch system 1 according to this embodiment includes a dispatch device 10, a communication network 20, a user terminal 30, and a vehicle 40. The dispatch device 10 communicates with the user terminal 30 and the vehicle 40 via the communication network 20. The dispatch system 1 has multiple vehicles 40, and the dispatch device 10 dispatches one vehicle 40 from among the multiple vehicles 40 to the user (not shown) who made the dispatch request, based on a dispatch request input from the user terminal 30. The dispatch device 10 according to this embodiment can implement the dispatch method according to this embodiment.

[0012] The dispatching system 10 has, for example, a general-purpose microcontroller. The microcontroller includes a CPU (Central Processing Unit) and memory. The memory includes ROM (Read Only Memory) and RAM (Random Access Memory).

[0013] The microcontroller can virtually construct multiple information processing circuits by having the CPU execute a program stored in memory. These multiple information processing circuits can be used to configure the various parts 101 to 119 of the dispatching device 10, which will be described later.

[0014] This embodiment shows an example in which multiple information processing circuits built on a microcontroller are implemented using software. Of course, it is also possible to configure the information processing circuits by preparing dedicated hardware to perform each of the information processing operations shown below. Alternatively, multiple information processing circuits may be configured using separate hardware. Dedicated hardware includes devices such as application-specific integrated circuits (ASICs) arranged to perform the functions of each section 101 to 119, and conventional circuit components.

[0015] The microcontroller of the dispatch device 10 can be configured with an information acquisition unit 101, a route reception location calculation unit 103, a route change point detection unit 105, a route change feasibility determination unit 107, and a route change point correction unit 109 by multiple virtually constructed information processing circuits. The microcontroller of the dispatch device 10 can further be configured with a driving route calculation unit 111, a dispatch vehicle selection unit 113, a dispatch proposal unit 115, a dispatch decision unit 117, and a driving route instruction unit 119 by multiple information processing circuits. The processing performed by each unit 101 to 119 will be described later. In Figure 1, the driving route calculation unit 111 is labeled as the "new driving route / boarding / alighting point arrival time calculation unit 111".

[0016] The communication network 20 may be configured wirelessly, or it may include both wireless and wired methods. At least the portion of the communication network 20 that communicates with the vehicle 40 is configured wirelessly. The communication network 20 may include the internet. In this embodiment, the user terminal 30 and the vehicle 40 are connected to the communication network 20 by wireless communication. The communication network used by the user terminal 30 and the communication network used by the vehicle 40 may be the same network or different networks.

[0017] The user terminal 30 may be a smartphone or a general-purpose personal computer. In the vehicle dispatching system 1, a user (not shown) who reserves the dispatching of the vehicle 40 can start the application software (hereinafter referred to as an app) installed in the user terminal 30 to input information necessary for the request for the dispatching of the vehicle 40. The information can be input, for example, from an input unit (not shown). The input unit may be, for example, a keyboard, a mouse, or a touch panel.

[0018] The information input by the user includes, for example, information related to the reservation, such as the boarding point and the alighting point of the user who requests the dispatching of the vehicle 40, and user information. The user information can include, for example, information for identifying the user, such as a user ID. The boarding point of the user may be any place specified by, for example, an address, or the nearest boarding point selected by the user from a plurality of predetermined boarding points.

[0019] When the user inputs information necessary for the request for the dispatching of the vehicle 40 to the user terminal 30 that has started the app, the user terminal 30 transmits the vehicle dispatching request information including the input information to the vehicle dispatching device 10 via the communication network 20.

[0020] When the user terminal 30 receives the vehicle dispatching proposal information of the vehicle 40 as a dispatching candidate from the vehicle dispatching device 10, it can receive an input from the input unit as to whether to accept the dispatching of the vehicle 40 as a dispatching candidate. The user terminal 30 can receive an input as to whether to accept the dispatching, for example, in a state where the scheduled arrival time at the boarding point of the user included in the vehicle dispatching proposal information is displayed on a display (not shown). The user can input whether to accept the dispatching of the vehicle 40 as a dispatching candidate in consideration of the scheduled arrival time at the boarding point. The user terminal 30 transmits the acceptance information indicating the content of the received input to the vehicle dispatching device 10 via the communication network 20.

[0021] Vehicle 40 is equipped with an in-vehicle device (not shown) that communicates with the vehicle dispatching device 10 via the communication network 20. When the vehicle 40 is an autonomous vehicle, the in-vehicle device can be configured by, for example, an autonomous driving ECU (Electronic Control Unit, the same hereinafter).

[0022] The plurality of information processing circuits of the autonomous driving ECU includes an information processing circuit that can autonomously drive the vehicle 40 at the instructed driving route and speed. The driving route can be, for example, a route instructed from the vehicle dispatching device 10.

[0023] The information processing circuit of the autonomous driving ECU includes an information processing circuit that transmits information of the vehicle 40 to the vehicle dispatching device 10. The information of the vehicle 40 can include, for example, at least one of the position information of the vehicle 40, the information of the first driving route on which the vehicle 40 is currently traveling, and the information of the driving speed. The position information of the vehicle 40 can be obtained, for example, using the output of a GNSS (Global Navigation Satellite System / Global Positioning Satellite System) sensor (not shown) mounted on the vehicle 40.

[0024] When the boarding point of the user included in the vehicle dispatching request information received from the user terminal 30 is not located on the first driving route in the information received from each vehicle 40, the vehicle dispatching device 10 calculates the driving route of the vehicle 40 as a dispatching candidate. The driving route calculated by the vehicle dispatching device 10 is a driving route for the vehicle 40 as a dispatching candidate to travel instead of the current first driving route on which the vehicle 40 is traveling. The driving route calculated by the vehicle dispatching device 10 includes the driving route of the vehicle 40 from the position of the vehicle 40 as a dispatching candidate indicated by the position information included in the information received from the vehicle 40 as a dispatching candidate to the boarding point of the user.

[0025] The dispatching device 10 calculates the estimated arrival time of the candidate vehicle 40 at the user's pick-up location based on the calculated route. The dispatching device 10 sends the dispatch proposal information for the candidate vehicle 40, including the estimated arrival time at the pick-up location, to the user terminal 30 that sent the dispatch request information.

[0026] The candidate vehicle 40 for dispatch can be, for example, the vehicle 40 with the earliest estimated arrival time at the pick-up point, calculated based on the travel route calculated by the dispatch device 10.

[0027] When the dispatching device 10 receives information from the user terminal 30 confirming acceptance of the dispatch of candidate vehicle 40, it instructs the candidate vehicle 40 to change its route to a route calculated by the dispatching device 10 as an alternative route to the designated first route.

[0028] The route change that the dispatching system 10 instructs the candidate vehicle 40 to follow after user approval is calculated based on the location information prior to user approval. Now, let's consider the case where vehicle 40, which is heading towards the destination on a specified route, is instructed to change its route to one that leads to the user's boarding location.

[0029] If vehicle 40, which is heading towards destination D1 on the first travel route Ru1 in Figure 2, is to be directed to a user's boarding point D3 on road Ro3, the dispatching device 10 calculates a travel route that branches off from the first travel route Ru1 and leads to the user's boarding point D3. If the dispatching device 10 recognizes from the position information of vehicle 40 on the first travel route Ru1 that vehicle 40 is at position P1 on road Ro1, it is conceivable that the dispatching device 10 calculates a second travel route Ru3 that takes the shortest distance from position P1 to boarding point D3.

[0030] The second route, Ru3, branches off from the first route, Ru1, by turning left onto road Ro1 at intersection C1 with road Ro3, and proceeds straight along road Ro3 towards the boarding point D3. Vehicle 40, currently traveling on the first route, Ru1, changes direction at intersection C1, which is the first branching point, and changes route from the first route, Ru1, to the second route, Ru3.

[0031] When the dispatching device 10 calculates a second travel route Ru3, the user decides whether or not to accept the dispatch of candidate vehicle 40, taking into consideration the estimated arrival time at the boarding point D3 calculated by the dispatching device 10 based on the second travel route Ru3. If the user accepts the dispatch of candidate vehicle 40, the dispatching device 10, which has received the acceptance information from the user terminal 30, receives an instruction to change its route to the second travel route Ru3, and changes its route from the first travel route Ru1 to the second travel route Ru3.

[0032] At the time the approved dispatch candidate vehicle 40 receives the route change instruction from the dispatch device 10 (first time point), it is already at a position further along the first travel route Ru1 than the position P1 assumed by the dispatch device 10 when calculating the second travel route Ru3.

[0033] If, for example, vehicle 40 is proceeding to position P3 just before intersection C1, even if it receives instructions to change its route to the second route Ru3 at that point, it may have already entered or passed intersection C1 by the time it is ready to turn left. In this case, it will not be able to change its direction of travel at intersection C1 in time, so vehicle 40 will continue straight through intersection C1 on the first route Ru1 and deviate from the second route Ru3.

[0034] If vehicle 40 deviates from the second route Ru3 and takes a detour to boarding point D3, its arrival time will be later than if it had taken the second route Ru3 to boarding point D3.

[0035] The dispatching device 10 calculates an alternative route if, at the time it receives an instruction to change to the calculated route, the vehicle 40 is at a position where it is impossible and insufficient to change direction at the branching point from the first route Ru1. An alternative route is, for example, the third route Ru5 in Figure 2.

[0036] The third route, Ru5, branches off from the first route, Ru1, by turning left at intersection C3, the next intersection after intersection C1 on road Ro1. After turning left, it follows roads Ro5 and Ro7 to the boarding point D3. At intersection C3, which is the second branching point, the direction of travel is changed, and the route changes from the first route, Ru1, to the third route, Ru5.

[0037] Even if the candidate vehicle 40 is ahead of position P1 on the first route Ru1 at the time it receives instructions from the dispatching device 10 to change its route to the third route Ru5 (second time point), it can enter intersection C3 after it has prepared to turn left. In this case, the candidate vehicle 40 can change direction at intersection C3 and arrive at the pick-up point D3 without deviating from the third route Ru5.

[0038] To calculate the travel route of the vehicle 40 to be dispatched to the user's boarding point D3 according to the procedure outlined above, the processes performed by each part 101 to 119 of the dispatch device 10 will be explained with reference to the flowcharts in Figures 3A to 3C. The flowcharts in Figures 3A to 3C show an example of the processing procedures performed in the dispatch device 10, the user terminal 30, and the vehicle 40 (and its onboard equipment) when dispatching the vehicle 40 to the user who made the dispatch request in the dispatch system 1 of this embodiment.

[0039] The dispatch system 1 has multiple vehicles 40. Figures 3A to 3C show the processing procedure performed in one of the vehicles 40, vehicle A40 (and its onboard equipment), as a representative of the multiple vehicles 40. The other vehicles (vehicles B, ...) 40 (and their onboard equipment) also perform the processing procedures described in Figures 3A to 3C.

[0040] As shown in Figure 3A, when a new dispatch request is sent from the user terminal 30 (step S301), the dispatch device 10 in Figure 1 receives the dispatch request (step S201). Upon receiving the dispatch request, the information acquisition unit 101 can acquire the user's boarding location D3 and alighting location, user information, etc. The information acquisition unit 101 then sends a signal to each vehicle 40 of the dispatch system 1 requesting vehicle information for each vehicle 40 (step S202).

[0041] Vehicle A40 is traveling (deadheading) according to the route plan (step S101). The following describes the case where the travel according to the route plan is along the first travel route Ru1 described above. When vehicle A40 receives a vehicle information request signal (step S102), it transmits its vehicle information to the dispatch device 10 (step S103). The vehicle information of vehicle A40 may include, for example, the location information of vehicle A40, vehicle speed information, and information about the first travel route Ru1 on which vehicle A40 is currently traveling.

[0042] When the information acquisition unit 101 receives vehicle information from vehicle A40 and information on the first travel route Ru1 (step S203), the route reception position calculation unit 103 in Figure 1 calculates the estimated vehicle position of vehicle A40 at the time of dispatch decision (step S204). The estimated vehicle position at the time of dispatch decision is the estimated vehicle position of vehicle A40 at the time when vehicle A40 is instructed to change its route toward the user's boarding point D3, assuming that vehicle A40 has been accepted by the user as a candidate vehicle 40 for dispatch. The route reception position calculation unit 103 calculates the estimated vehicle position of vehicle A40 at the time of dispatch decision, assuming that vehicle A40 is traveling at a predetermined calculation speed.

[0043] The route reception position calculation unit 103 can calculate the estimated vehicle position of vehicle A40 at the time of dispatch determination using the vehicle information obtained by the information acquisition unit 101, the information of the first travel route Ru1, and the information of the user's boarding point D3 and alighting point. The estimated vehicle position of vehicle A40 at the time of dispatch determination is its position on the first travel route Ru1.

[0044] Next, the route change point detection unit 105 in Figure 1 calculates the intersection where a route change for vehicle A40 occurs in response to a new dispatch request, and the approach section related to that intersection (step S205). The intersection where a route change for vehicle A40 occurs is the intersection at which the vehicle A40's route branches off from the first route Ru1 to another route leading to the boarding point D3.

[0045] For example, the second travel route Ru3 and the third travel route Ru5 in Figure 2 correspond to alternative travel routes from the first travel route Ru1 to the boarding point D3. In the process of calculating the intersections where vehicle A40's route change occurs, the route change point detection unit 105 calculates alternative travel routes and calculates the intersections where vehicle A40's route change occurs. The route change point detection unit 105 can calculate alternative travel routes using the estimated vehicle position of vehicle A40 at the time of dispatch determination, the position information in the vehicle information, the information of the first travel route Ru1, and the information of the user's boarding point D3 and alighting point. The route change point detection unit 105 functions as a route calculation unit.

[0046] For example, when changing routes from the first route Ru1 to the second route Ru3 in Figure 2, the intersection C1, which is the first branching point, corresponds to the intersection where vehicle A40's route change occurs. When changing routes from the first route Ru1 to the third route Ru5, the intersection C3, which is the second branching point, corresponds to the intersection where vehicle A40's route change occurs.

[0047] The approach section is the section of track designated at an intersection where vehicle A40's route change occurs. The approach section is located in the direction of vehicle A40's travel, immediately preceding the intersection where vehicle A40's route change occurs.

[0048] If the intersection where vehicle A40 changes its route is intersection C1 in Figure 2, the approach section AP1 to intersection C1 is provided for a predetermined distance in the section immediately preceding intersection C1 in the direction of vehicle A40's travel X. If the intersection where vehicle A40 changes its route is intersection C3, the approach section AP3 to intersection C3 is provided for a predetermined distance in the section immediately preceding intersection C3 in the direction of vehicle A40's travel X.

[0049] If the estimated position of vehicle A40 calculated in step S204 is located at an intersection or approach section calculated in step S205, even if an instruction to change the route is received at that point, there will not be enough time to change the route of vehicle A40 at the calculated intersection.

[0050] For example, consider a case where vehicle 40, a candidate for dispatch, receives an instruction from the dispatching device 10 to change its route to a second route Ru3 determined based on its position P1, when it has reached position P3, just before intersection C1. In this case, since vehicle 40 has entered section F1, which is the intersection C1 and the approach section AP1 just before it, there is not enough time to change the direction of travel X of vehicle 40 at intersection C1 in response to the received route change instruction.

[0051] Next, consider the case where the dispatch candidate vehicle 40, upon reaching position P3, receives an instruction to change its route to a third route Ru5, which involves changing the direction of travel X at the next intersection C3. In this case, since vehicle 40 has not yet entered section F3, which is the sum of intersection C3 and the approach section AP3 just before it, it can change its direction of travel X at intersection C3 with ample time to spare in response to the received route change instruction.

[0052] Approach sections AP1 and AP3 can be used as a guideline when determining whether the vehicle 40 can change its direction of travel X at intersections C1 and C3 based on the route change instruction it receives, based on the position of the vehicle 40 at the time the route change instruction is received.

[0053] In step S207 shown in Figure 3B, the route change feasibility determination unit 107 of the dispatch device 10 in Figure 1 determines whether the estimated position of vehicle A40, calculated in step S204, is located within the intersection or approach section calculated in step S205. The route change feasibility determination unit 107 functions as a determination unit.

[0054] Furthermore, if the route change at the intersection calculated in step S205 is a left or right turn requiring vehicle A40 to decelerate, the length of the approach section in the direction of travel X of vehicle A40 may be made longer than when the route change occurs by going straight through the intersection, by the amount of the deceleration section. In other words, the length of the approach section may be set based on whether a left or right turn is required at the intersection. Also, if the vehicle speed of vehicle A40 before the route change is high, the length of the approach section in the direction of travel X of vehicle A40 may be made longer than when it is low in order to ensure a longer deceleration section due to the larger amount of deceleration.

[0055] Furthermore, if there are passengers on vehicle A40, or if vehicle A40 is loaded with cargo, the length of the approach section in the direction of travel X of vehicle A40 may be made longer than when there are no passengers or cargo, in order to mitigate the gravitational force acting on the passengers or cargo. In other words, the length of the approach section may be set based on whether or not vehicle A40 has passengers or cargo. However, if vehicle A40 proceeds straight through an intersection following the approach section, the gravitational force from turning left or right does not act on the passengers or cargo, so it is not necessary to make the length of the approach section longer.

[0056] If vehicle A40 changes direction X at an intersection on a road with multiple lanes on one side, there is a greater possibility of changing lanes to the lane corresponding to the changed direction X before the intersection than at an intersection on a road with one lane on each side. Therefore, the length of the approach section for vehicle A40 in direction X may be longer when there are many lanes at the intersection compared to when there are few lanes. Alternatively, the length of the approach section may be set based on whether or not a lane change is necessary before the intersection. Similarly, if there is a lane change prohibited zone before the intersection where multiple lanes are separated by direction and movement between lanes is prohibited, the length of the approach section for vehicle A40 in direction X may be longer than in other cases. In short, the length of the approach section may be set based on whether or not there is a lane change prohibited zone before the intersection.

[0057] If the estimated position of vehicle A40 does not exist at the calculated intersection or approach section (NO in step S207), the route change feasibility determination unit 107 determines that the calculated intersection is one where it is possible to change the direction of travel X even after receiving a route change instruction. In this case, the process proceeds to step S213, which will be described later.

[0058] If the estimated position of vehicle A40 exists at the calculated intersection or approach section (YES in step S207), the route change feasibility determination unit 107 determines that the calculated intersection is one where it would be too late to change the direction of travel X after receiving a route change instruction. In this case, the microcontroller of the dispatch device 10 determines whether the intersection calculated in step S205 is the last intersection that can accept a new dispatch request (step S208).

[0059] The last intersection where a new ride request can be accepted is the intersection after which it would be inefficient to change direction X at subsequent intersections to head towards the user's pick-up location, and it would be more efficient to dispatch another vehicle 40.

[0060] For example, if passing that intersection would increase the distance to the next intersection beyond a certain threshold, causing the distance to the pickup location to exceed a certain limit, then that intersection would be the last intersection where a ride request can be accepted. Similarly, if passing that intersection would bring the driver closer to a different destination than the pickup location, and it would be inefficient to change direction at the next intersection and head towards the pickup location instead of going to the destination, then that intersection would be the last intersection where a ride request can be accepted.

[0061] For example, to check whether intersection C1 on the first route Ru1 is the last intersection where a new ride request can be accepted, you can check it in the following way. 1. Set intersection C3, which follows intersection C1, as a waypoint. 2. Create a tour that takes a route through intersection C3, prioritizing travel to boarding point D3 over travel to destination D1. 3. Create a tour that takes a route through intersection C3, prioritizing travel to destination D1 over travel to boarding point D3. 4.2 Compare the efficiency of the tour created in step 4.2 with the efficiency of the tour created in step 3. *The efficiency of both tours can be compared, for example, by comparing the total distance traveled by the 40 vehicles in each tour, or by comparing the total time required for users at destination D1 and users at boarding point D3 to disembark at the drop-off point. If the tour created in 5.3 is more efficient than the tour created in 2, then point a is determined to be the final intersection. *However, in a route where vehicle 40 changes direction X at point a, it is assumed that the tour prioritizing travel to boarding point D3 is more efficient than the tour prioritizing travel to destination D1.

[0062] To easily determine whether or not a new dispatch request can be accepted at a given intersection, a branching intersection where the direction of travel X is changed and the route changes from the first travel route Ru1 to another travel route may be set within a predetermined area. In the example in Figure 2, an area A of a predetermined size is set in front of the direction of travel X of vehicle A40 at position P1. By setting the branching intersection within area A, the branching intersection can be set over an unnecessarily wide area, which can prevent the determination of whether or not a new dispatch request can be accepted at a given intersection from becoming complicated.

[0063] The predetermined area of ​​Area A may be a variable size that narrows as the vehicle A40's speed increases. By narrowing Area A as the vehicle speed increases, it is possible to accurately determine whether or not it is the last intersection where a new dispatch request can be accepted, based on the vehicle A40's speed.

[0064] If the intersection calculated in step S205 is not the last intersection that can accept a new dispatch request (NO in step S208), the route change point correction unit 109 in Figure 1 changes the route calculation method (step S209) and then proceeds to step S213. Due to the change in the route calculation method by the route change point correction unit 109, the driving route calculated by the route change point detection unit 105 will be a driving route that does not change at the intersection calculated in step S205. The route change point detection unit 105, which calculates the driving route after the change in the route calculation method, can function as part of the reset unit.

[0065] For example, in the second travel route Ru3 in Figure 2, intersection C1 becomes the branching point because there is not enough time to change the direction of travel X of vehicle A40 based on the route change instruction. Therefore, if the route calculation method is changed, the route change point detection unit 105 in Figure 1 calculates an alternative travel route in which intersection C3, which follows intersection C1 in the first travel route Ru1, becomes the branching point. To this end, the route change point correction unit 109 may, for example, set position P5 on the first travel route Ru1 after intersection C1 as an intermediate point that vehicle A40 must pass through.

[0066] By designating position P5 as an intermediate point, the route change point detection unit 105 calculates a route that always proceeds straight through intersection C1 and does not treat intersection C1 as an intersection where left or right turns are possible. The route change point detection unit 105 does not calculate a route where intersection C1 is a branching point, and can instead calculate an alternative route where the next intersection C3 is the branching point.

[0067] If the intersection calculated in step S205 is the last intersection that can accept a new dispatch request (YES in step S208), the microcontroller of the dispatch device 10 instructs vehicle A40 on a driving speed (vehicle speed) (step S210). The microcontroller instructs a vehicle speed such that the estimated position of vehicle A40 calculated in step S204 is before the intersection or approach section calculated in step S205 in the direction of travel X.

[0068] When vehicle A40 receives a speed instruction (step S104), it controls itself to travel at the instructed speed and transmits the instructed speed to the dispatch device 10 as the planned speed (step S105).

[0069] When the dispatch device 10 receives the planned vehicle speed (step S211), the route reception position calculation unit 103 recalculates the estimated vehicle position at the time of dispatch determination for vehicle A40 traveling along the first travel route Ru1 at the planned vehicle speed (step S212).

[0070] The recalculation in step S212 can be performed, for example, by instructing vehicle A40 to use a vehicle speed lower than the one used to calculate the estimated vehicle position at the time of dispatch determination in step S204. By using a vehicle speed lower than that calculated in step S204, the recalculated estimated vehicle position at the time of dispatch determination can be set closer to the position P1 of vehicle A40 than the previously calculated estimated vehicle position at the time of dispatch determination. Furthermore, by instructing vehicle A40 to use a vehicle speed, it is possible to suppress errors in vehicle speed depending on the road on which vehicle A40 travels, errors in vehicle speed due to the flow of traffic, and errors in vehicle speed due to individual differences in drivers in the case of manually driven vehicles, thereby improving the accuracy of estimating the vehicle position at the time of dispatch determination.

[0071] The estimated position of vehicle A40, recalculated in step S212, will be a position before the intersection or approach section calculated in step S205 in the direction of travel X. After the route receiving position calculation unit 103 recalculates the estimated position of vehicle A40, the process proceeds to step S213.

[0072] In step S213, the driving route calculation unit 111 in Figure 1 calculates the route from the estimated position of vehicle A40, calculated by the route receiving position calculation unit 103 in step S204 or step S212, to the boarding point. For example, if the route is changed from the first driving route Ru1 to the second driving route Ru3 in Figure 2, the route for going to boarding point D3 on the second driving route Ru3 is calculated. If the route is changed from the first driving route Ru1 to the third driving route Ru5, the route for going to boarding point D3 on the third driving route Ru5 is calculated.

[0073] If the route calculation method is changed in step S209, the route calculation unit 111 calculates the route from the estimated position of vehicle A40, calculated by the route receiving position calculation unit 103 using the changed calculation method, to the boarding point D3. The route calculation unit 111 also calculates the estimated arrival time of vehicle A40 at boarding point D3.

[0074] In step S214 shown in Figure 3C, the route calculation unit 111 calculates the route from the boarding point D3 to the disembarking point. The route calculation unit 111 also calculates the estimated arrival time of vehicle A40 at the disembarking point.

[0075] In step S215, the vehicle dispatch selection unit 113 in Figure 1 determines whether or not to dispatch a vehicle based on the remaining driving range, etc. If vehicle A40 is an electric vehicle, the remaining driving range can be calculated from the battery charge state (SOC: State of Charge). If vehicle A40 is a vehicle with an internal combustion engine, the remaining driving range can be calculated from the remaining amount of fuel (e.g., gasoline) to be burned in the internal combustion engine.

[0076] For example, if the estimated distance traveled from position P1 in Figure 2 to the drop-off point calculated in step S214 is greater than or equal to the remaining range in step S215 (NO in step S215), the vehicle dispatch selection unit 113 excludes vehicle A40 from the dispatch candidates (step S216). If the estimated distance traveled in step S214 is less than the remaining range in step S215 (YES in step S215), the vehicle dispatch selection unit 113 selects one vehicle 40 to propose to the user from all dispatch candidates, including vehicle A40 (step S217).

[0077] The dispatching device 10 sends a notification to the user terminal 30 designating the selected vehicle 40 as a candidate for dispatch. This notification may include, for example, the estimated arrival times at the boarding point D3 and the alighting point.

[0078] When the user terminal 30 receives notification of a candidate vehicle 40 for dispatch (step S302), it waits for input from the user to accept the candidate vehicle 40 (step S303). If there is no input of acceptance (an input of rejection was received) (NO in step S303), the user terminal 30 notifies the dispatch device 10 that the dispatch of the notified candidate vehicle 40 has been rejected (step S304).

[0079] If acceptance is entered (YES in step S303), the user terminal 30 notifies the dispatch device 10 that the dispatch of the notified candidate vehicle 40 has been accepted. Upon receiving the acceptance notification, the dispatch determination unit 117 of the dispatch device 10 (Figure 1) confirms whether vehicle A40 is the accepted dispatch vehicle (step S218).

[0080] If vehicle A40 is not an approved vehicle (NO in step S218), the vehicle dispatch determination unit 117 changes the vehicle 40 proposed to the user to another vehicle 40 (step S219). If vehicle A40 is an approved vehicle (YES in step S218), the driving route instruction unit 119 in Figure 1 outputs an instruction to the approved vehicle A40 (step S220). The instruction to vehicle A40 includes an instruction to dispatch to boarding point D3 and an instruction for a modified route plan that changes the route from the first driving route Ru1 to the second or third driving routes Ru3, Ru5.

[0081] If the route instruction unit 119 instructs the route to be changed to the third route Ru5 calculated by the route change point detection unit 105 after the change in the route calculation method in step S209, the route instruction unit 119 can function as part of the resetting unit.

[0082] Upon receiving the dispatch instructions and the revised route plan instructions, vehicle A40 proceeds according to the received revised route plan, changing its route from the first route Ru1 to the second or third route Ru3, Ru5, and heads towards the boarding point D3 (step S107).

[0083] In the dispatch system 1 of this embodiment, when the dispatched vehicle 40 receives the specified route after the route change, it is suppressed that the dispatched vehicle 40 is instructed to take a route in which it will not have enough time to change the direction of travel X at the branching point of the received route. The dispatch device 10 suppresses the dispatching of a route in which the vehicle 40 will deviate from the route because it will not have enough time to change the direction of travel X at the branching point, and can instruct an appropriate route that is less likely to cause delays in the arrival time at the boarding point D3 due to detours to return to the deviated route.

[0084] The embodiments described above are examples of the present invention. Therefore, the present invention is not limited to the embodiments described above, and various modifications can be made to forms other than those described above, as long as they do not depart from the technical spirit of the present invention, depending on the design and other factors. [Explanation of Symbols]

[0085] 1. Dispatch System 10 Dispatch system 40 vehicles 101 Information Acquisition Department 105 Route change point detection unit (route calculation unit, reset unit) 107 Route Change Feasibility Decision Unit (Decision Unit) 119. Route indication unit (resetting unit) AP1, AP3 approach section Route 1, First Running Route Ru3 Second Driving Route Ru5 Third Driving Route C1 Intersection (First junction) C3 Intersection (Second branching point) D3 boarding point P1 Location (the location indicated by the location information) X Direction of travel

Claims

1. A method for dispatching vehicles to travel along a designated route, The system acquires the location information of vehicles traveling along the first route. When a dispatch request information is received that includes a user's boarding location not located on the first travel route, a second travel route for the vehicle is calculated, starting from the location indicated by the location information and proceeding to the boarding location. Whether a change in the direction of travel of the vehicle at the first branching point where the second travel route branches off from the first travel route is possible at the first time when the vehicle is instructed to change its route from the first travel route to the second travel route is determined. If it is determined that the change in the direction of travel is impossible, the system calculates a third travel route for the vehicle from the position indicated by the position information toward the boarding point, wherein the change in the direction of travel of the vehicle at a second branching point where the third travel route branches off from the first travel route is possible at the second time when the system instructs the vehicle to change its route from the first travel route to the third travel route, and then instructs the vehicle to follow the third travel route. How to arrange a vehicle.

2. The vehicle dispatch method according to claim 1, wherein the first branching point and the second branching point are set within an area having a predetermined area.

3. The vehicle dispatch method according to claim 2, wherein the predetermined area becomes narrower as the vehicle's travel speed increases.

4. The vehicle dispatch method according to claim 1, wherein if the position of the vehicle at the first or second time point is further before the approach section extending a predetermined distance before the first or second branching point in the direction of travel of the vehicle, it is determined that a route change from the first travel route to the second travel route or the third travel route at the first or second branching point is possible, and if the position is not further before the approach section, it is determined that a route change from the first travel route to the second travel route or the third travel route at the first or second branching point is impossible.

5. The vehicle dispatch method according to claim 4, wherein the predetermined distance is set based on whether the vehicle needs to turn left or right at the first branching point or the second branching point.

6. The dispatch method according to claim 5, wherein, when the vehicle is required to turn left or right at the first branching point or the second branching point, the predetermined distance is set based on whether or not the vehicle has passengers or cargo.

7. The vehicle dispatch method according to claim 4, wherein the predetermined distance is set based on whether or not the vehicle needs to change course before the first branching point or the second branching point in the direction of travel of the vehicle.

8. The vehicle dispatch method according to claim 4, wherein the predetermined distance is set based on whether or not there is a lane change prohibited section before the first branching point or the second branching point in the direction of travel of the vehicle.

9. The vehicle dispatch method according to claim 1, which determines, based on the boarding point, whether the first branching point is the last point on the first route from which the vehicle can change direction from the first route to the second route, and if it is determined that the first branching point is the last point, instructs the vehicle on a driving speed, and determines, based on the driving speed instructed to the vehicle, whether it is possible for the vehicle to change direction at the first branching point at the first time.

10. A vehicle dispatching system for vehicles traveling along a designated route, An information acquisition unit that acquires location information of a vehicle traveling along a first route, When a dispatch request information is received that includes a user's boarding location not located on the first travel route, a route calculation unit calculates a second travel route for the vehicle from the location indicated by the location information to the boarding location, A determination unit that determines whether a change in the direction of travel of the vehicle at a first branching point where the second travel route branches off from the first travel route is possible at a first time when the vehicle is instructed to change its route from the first travel route to the second travel route, If it is determined that the change in the direction of travel is impossible, the resetting unit calculates a third travel route for the vehicle from the position indicated by the position information toward the boarding point, wherein the change in the direction of travel of the vehicle at a second branching point where the third travel route branches off from the first travel route is possible at the second time when the vehicle is instructed to change its route from the first travel route to the third travel route, and instructs the vehicle to follow the third travel route. A dispatch system equipped with a vehicle dispatch system.

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