Vehicle dispatch management device and vehicle dispatch management method

Abstract

To provide a service considering a change in estimated arrival time in a vehicle allocation management device.SOLUTION: A controller 12 acquires an initial estimated arrival time Tv0 when a vehicle 31 arrives at a get-on and get-off point, and calculates an updated estimated arrival time Tv1 when the vehicle 31 arrives at the get-on and get-off point. It is planned that the vehicle 31 traveling with a user in it picks up the next user B. If the updated estimated arrival time Tv1 is earlier than the initial estimated arrival time Tv0, the controller 12 notifies the user A in the vehicle of the earlier arrival than initially estimated. On the other hand, if the updated estimated arrival time Tv1 is later than the initial estimated arrival time Tv0, the controller notifies both the user A in the vehicle and the next user B of the later arrival than initially estimated.SELECTED DRAWING: Figure 2

Description

[Technical Field]

[0001] The present invention relates to a vehicle dispatch management apparatus and a vehicle dispatch management method. [Background Art]

[0002] Patent Document 1 describes a vehicle dispatch method for shared automobiles, and proposes that when a usage application is received, an existing operation that can be inserted into an operating route is selected, and a vehicle is dispatched to the user who made the usage application. [Prior Art Literature] [Patent Literature]

[0003] [Patent Document 1] Japanese Unexamined Patent Application Publication No. 2019-20973 [Summary of the Invention] [Problem to be Solved by the Invention]

[0004] Depending on traffic conditions, the estimated arrival time may deviate from the initial plan, but no service that takes into account such changes in the estimated arrival time has been provided. An object of the present invention is to provide a service that takes into account changes in the estimated arrival time in a vehicle dispatch management apparatus. [Means for Solving the Problem]

[0005] According to one aspect of the present invention, the controller performs the following processes: obtaining the initial estimated arrival time of the vehicle when it will arrive at the boarding / alighting point; and calculating the updated estimated arrival time of the vehicle when it will arrive at the boarding / alighting point. Assume that the vehicle is moving with a user on board and is scheduled to pick up the next user. If the updated estimated arrival time of the vehicle is earlier than the initial estimated arrival time of the vehicle, the controller performs the process of notifying the user currently on board that the arrival will be earlier than originally planned. If the updated estimated arrival time of the vehicle is later than the initial estimated arrival time of the vehicle, the controller performs the process of notifying both the user currently on board and the next user that the arrival will be later than originally planned. [Effects of the Invention]

[0006] According to the present invention, it is possible to provide a service that takes into account changes in the estimated time of arrival. [Brief explanation of the drawing]

[0007] [Figure 1] This is a block diagram of the vehicle dispatch management system. [Figure 2] This is a flowchart showing the control process of the first embodiment. [Figure 3] This is a diagram illustrating an example of a driving scene. [Figure 4] This is a flowchart showing the control process of the second embodiment. [Figure 5] This is a flowchart showing the control process of the third embodiment. [Figure 6] This is a diagram showing the map used to set the threshold Tth. [Figure 7] This is a flowchart showing the control process of the fourth embodiment. [Figure 8] This flowchart shows the control process of the fifth embodiment. [Modes for carrying out the invention]

[0008] Embodiments of the present invention will be described below with reference to the drawings. Note that the drawings are schematic and may differ from actual examples. Furthermore, the following embodiments are illustrative examples of devices and methods for realizing the technical concept of the present invention, and do not limit the configuration to those described below. In other words, the technical concept of the present invention can be modified in various ways within the technical scope described in the claims.

[0009] 《First Embodiment》 "composition" Figure 1 is a block diagram of a vehicle dispatch management system. The dispatch management device 11 provides dispatch services based on reservations from users and includes a controller 12, a communication device 13, a reservation information database 14, a travel history database 15, and a traffic information receiving device 16. The controller 12 is, for example, a microcomputer, which manages the ride-hailing service and executes the control processes described later. The communication device 13 communicates with multiple user terminals 21 and multiple vehicles 31 via the internet. The reservation information database 14 stores reservation information from users. The reservation information includes user identification information, reservation time, departure point for boarding, intermediate point for picking up other users and meeting up, arrival point for disembarking, number of passengers, etc. The driving history database 15 stores driving history information for the vehicles 31. The traffic information receiving device 16 receives road traffic information such as traffic regulation information, traffic disruption information, congestion information, and travel time information.

[0010] The user terminal 21 is, for example, a smartphone or tablet device, and includes a communication device 22, an input device 23, a display device 24, and a positioning device 25. The communication device 22 communicates with the dispatch management device 11 via the internet. The input device 23 is operated when the user inputs instructions. The display device 24 displays images. The positioning device 25 acquires the location information of the user terminal 21 using GPS. Vehicle 31 is an automobile used for ride-hailing services such as taxis, and can be either human-driven or autonomous. Vehicle 31 is equipped with a communication device 32 and a positioning device 33. The communication device 32 communicates with the dispatch management device 11 via the internet. The positioning device 33 acquires the location information of vehicle 31 using GPS.

[0011] The controller 12 includes an acquisition unit 17, a recalculation unit 18, and a notification unit 19. The acquisition unit 17 acquires the initial estimated arrival time Tv0 for when the vehicle 31 will arrive at the pick-up / drop-off point. The estimated arrival time Tv0 is, for example, the estimated arrival time calculated at the time the user makes a reservation, and is calculated based on the route, distance, road traffic information, etc. to the pick-up / drop-off point. The recalculation unit 18 recalculates the latest estimated arrival time Tv1 for when the vehicle 31 will arrive at the pick-up / drop-off point. The estimated arrival time Tv1 is calculated based on the route, distance, road traffic information, etc. to the pick-up / drop-off point at the current time. The notification unit 19 compares the initial estimated arrival time Tv0 with the latest estimated arrival time Tv1 and notifies the user of the latest estimated arrival time Tv1 as necessary.

[0012] Next, we will describe the control processes executed by the controller 12. Figure 2 is a flowchart showing the control process of the first embodiment. In step S101, it is determined whether or not the vehicle 31 is moving toward the boarding / alighting point. If the vehicle 31 is moving toward the boarding / alighting point, the program proceeds to step 102. On the other hand, if the vehicle 31 is not moving toward the boarding / alighting point, the program returns to the main program. In step S102, the initial estimated arrival time Tv0 for vehicle 31 to arrive at the pick-up / drop-off point is obtained. The estimated arrival time Tv0 is, for example, the estimated arrival time calculated at the time the user makes a reservation, and is calculated based on the route, distance, road traffic information, etc. to the pick-up / drop-off point.

[0013] In the subsequent step S103, the latest estimated arrival time Tv1 for when the vehicle 31 arrives at the boarding / alighting point is recalculated. The estimated arrival time Tv1 is calculated based on the current route to the boarding / alighting point, distance, road traffic information, and the like. In the subsequent step S104, it is determined whether or not User A is riding in the vehicle 31. Here, for convenience, the user who is in the vehicle 31 while the vehicle is traveling toward the boarding / alighting point is referred to as A. When User A is riding in the vehicle 31, the process proceeds to step S105. On the other hand, when User A is not riding in the vehicle 31, the process proceeds to step S112.

[0014] In step S105, it is determined whether or not the plan is to let User A alight at the boarding / alighting point and then pick up the next User B. Here, for convenience, the next user to be picked up while traveling toward the boarding / alighting point is referred to as B. When the plan is to let User A alight at the boarding / alighting point and then pick up the next User B, the process proceeds to step S106. On the other hand, when there is no plan to pick up the next User B and only User A needs to alight at the boarding / alighting point, the process proceeds to step S110. In step S106, it is determined whether or not a difference ΔT (=|Tv0-Tv1|) between the initial estimated arrival time Tv0 and the latest estimated arrival time Tv1 is greater than or equal to a predetermined threshold Tth. The threshold Tth is, for example, a fixed value of approximately 5 minutes. When the difference ΔT is greater than or equal to the threshold Tth, the process proceeds to step S107. On the other hand, when the difference ΔT is less than the threshold Tth, the process directly returns to the main program.

[0015] In step S107, it is determined whether or not the arrival will be earlier than the initial estimated arrival time Tv0. When the arrival will be earlier than the initial estimated arrival time Tv0, the process proceeds to step S108. On the other hand, when the arrival will be later than the initial estimated arrival time Tv0, the process proceeds to step S109. In step S108, after notifying only the on-board user A that the arrival will be earlier than originally scheduled, the process returns to a predetermined main program. Specifically, the latest estimated vehicle arrival time Tv1 is notified only to user A, and not notified to user B. The notification is not limited to a push notification that transmits information to the user terminal 21, and may also be pull-type information distribution in which the user makes an inquiry by themselves. In step S109, after notifying both the on-board user A and the next user B that the arrival will be later than originally scheduled, the process returns to a predetermined main program. Specifically, the latest estimated vehicle arrival time Tv1 is notified to both user A and user B.

[0016] In step S110, it is determined whether or not the difference ΔT between the original estimated arrival time Tv0 and the latest estimated arrival time Tv1 is greater than or equal to a threshold value Tth. When the difference ΔT is greater than or equal to the threshold value Tth, the process proceeds to step S111. On the other hand, when the difference ΔT is less than the threshold value Tth, the process directly returns to the main program. In step S111, after notifying the on-board user A that the arrival time will deviate from the original schedule, the process notifies the predetermined main program. Specifically, the latest estimated vehicle arrival time Tv1 is notified to user A.

[0017] In step S112, it is determined whether or not the difference ΔT between the original estimated arrival time Tv0 and the latest estimated arrival time Tv1 is greater than or equal to a threshold value Tth. When the difference ΔT is greater than or equal to the threshold value Tth, the process proceeds to step S113. On the other hand, when the difference ΔT is less than the threshold value Tth, the process directly returns to the main program. In step S113, it is determined whether or not the arrival will be later than the original estimated arrival time Tv0. When the arrival is later than the original estimated arrival time Tv0, the process proceeds to step S114. On the other hand, when the arrival is earlier than the original estimated arrival time Tv0, the process directly returns to the main program. The above is the control process executed by the controller 12 of the first embodiment. Among them, the process of step S102 corresponds to the acquisition unit 17, the process of step S103 corresponds to the recalculation unit 18, and the processes of steps S104 to S114 correspond to the notification unit 19.

[0018] 《Operation》 Next, the main operation of the first embodiment will be described. Figure 3 shows an example of a driving scene. As shown in (a) in the figure, vehicle 31 is moving toward the pick-up / drop-off point with user A on board (Yes in S104), and it is planned that user A will get off at the pick-up / drop-off point, and then user B will board at the same point (Yes in S105). User A's user terminal 21A and user B's user terminal 21B have been notified of "9:00" as the initial estimated arrival time Tv0. The pick-up / drop-off point where user A gets off and user B gets on is the same is, for example, a taxi stand at a train station.

[0019] Subsequently, as shown in (b) of the diagram, suppose that the latest estimated arrival time Tv1 is 5 minutes earlier, to "8:55", due to light traffic and smooth operation ("Yes" in S107). In this case, only user A, who is currently on board, is notified that the arrival will be earlier than originally planned (S108). That is, only user A's user terminal 21A is notified of "8:55" as the latest estimated arrival time Tv1. User B's user terminal 21B continues to be notified of the original estimated arrival time Tv0. This avoids rushing the next user B, who is heading to the boarding / alighting point. Therefore, usability is improved without causing any discomfort to user B.

[0020] Furthermore, as shown in (c) of the figure, suppose that the latest estimated arrival time Tv1 is delayed by 10 minutes to "9:10" due to traffic congestion ("No" in S107). In this case, both user A, who is currently in the ride, and user B, who is next, are notified that the arrival will be delayed from the original estimate (S109). That is, both user terminal 21A of user A and user terminal 21B of user B are notified that the latest estimated arrival time Tv1 will be "9:10". Since the delay in arrival is necessary information not only for user A, who is currently in the ride, but also for user B, who is next, notifying both of them can increase the level of trust in the ride-hailing service.

[0021] The same principle applies when User A is not in the vehicle and the vehicle is moving towards User B's pickup location (S104, "No"). In other words, if the arrival is earlier than initially planned (S113, "No"), User B is not notified. This avoids rushing User B, who is on their way to the pickup location. Therefore, it does not cause any discomfort to User B and improves usability. On the other hand, if the arrival is later than initially planned (S113, "Yes"), User B is notified (S114). Since a delay in arrival is necessary information for User B, notifying them increases their trust in the ride-hailing service.

[0022] Variant form In the first embodiment, for the sake of simplicity, we described a situation where User A's drop-off point and User B's boarding point are the same. However, the system is not limited to this, and naturally, User A's drop-off point and User B's boarding point may be far apart. In this case, the initial estimated arrival time Tv0, the latest estimated arrival time Tv1, and the difference ΔT can be calculated for each of User A's drop-off point and User B's boarding point, and the decision of whether or not to notify can be handled individually. Therefore, it can be applied to a variety of scenarios that may actually occur.

[0023] In the first embodiment, a plan was described in which user A, who is currently riding, is dropped off before user B is picked up, but the plan is not limited to this. That is, it is also possible to drop off user A after user B has been picked up, so the timing of dropping off user A can be either before or after user B is picked up. Therefore, it can be applied to a variety of scenarios that actually occur. In the first embodiment, a configuration was described in which the latest estimated vehicle arrival time Tv1 is notified to the user, but the system is not limited to this. In other words, the information notified to the user does not always have to be the latest information, and it is sufficient if it is updated from at least the initial estimated arrival time Tv0.

[0024] "effect" Next, the main effects of the first embodiment will be described. (1) The dispatch management device 11 is equipped with a controller 12. The controller 12 performs the following processes: obtaining the initial estimated arrival time Tv0 for when the vehicle 31 will arrive at the pick-up / drop-off point, and calculating the updated estimated arrival time Tv1 for when the vehicle 31 will arrive at the pick-up / drop-off point. Suppose that when the vehicle 31 is moving with a user, it is planned to pick up the next user B. If the updated estimated arrival time Tv1 is earlier than the initial estimated arrival time Tv0, the controller 12 performs the process of notifying user A, who is currently on board, that the arrival will be earlier than originally planned. If the updated estimated arrival time Tv1 is later than the initial estimated arrival time Tv0, the controller 12 performs the process of notifying both user A, who is currently on board, and the next user B, that the arrival will be later than originally planned. This makes it possible to provide a service that takes into account changes in the estimated arrival time. When the arrival is earlier than originally planned, only user A, who is currently on board, is notified, thus avoiding rushing the next user B, who is heading towards the pick-up / drop-off point. (2) The controller 12 notifies the user that the arrival will be delayed if the difference ΔT between the initial estimated arrival time Tv0 and the updated estimated arrival time Tv1 is greater than or equal to a predetermined threshold Tth. This reduces the frequency of notifications to the user.

[0025] Next, we will explain the comparative examples. Suppose the plan is to drop off user A, who is currently on board, and then pick up user B. Due to light traffic and smooth operation, the updated estimated arrival time Tv1 is 5 minutes earlier. Now, focusing on user B, user B is acting in a way that will allow them to arrive at the pick-up / drop-off point by the original estimated arrival time Tv0. Therefore, notifying not only user A, who is currently on board, but also user B that the arrival will be earlier than originally planned will rush user B, who was acting according to the original plan, and may cause user B to feel uneasy.

[0026] 《Second Embodiment》 "composition" The second embodiment takes into account the estimated arrival time Tu of the next user B arriving at the boarding / alighting point. Since the other configurations are the same as those of the first embodiment described above, a detailed explanation of the common parts will be omitted. Figure 4 is a flowchart showing the control process of the second embodiment. Here, new steps S201 to S205 are added as processing following step S108.

[0027] Step S201 calculates the estimated arrival time Tu for the next user B to arrive at the pick-up / drop-off point. The estimated arrival time Tu is calculated based on user B's location information, route to the pick-up / drop-off point, distance, and travel speed. Since user B may be traveling on foot, a bicycle, or a kick scooter, the travel speed is estimated from the travel speed information in the location data and past travel history information. If traveling on foot, the speed would be approximately 80m per minute. If information on the mode of transportation, such as input from user B or information on the use of a bicycle or kick scooter, can be obtained, the respective standard travel speeds should be applied. In the following step S202, it is determined whether user B's estimated arrival time Tu is earlier than or equal to the latest estimated arrival time Tv1. If user B's estimated arrival time Tu is earlier than or equal to the latest estimated arrival time Tv1, the process proceeds to step S203. On the other hand, if user B's estimated arrival time Tu is later than the latest estimated arrival time Tv1, the process proceeds to step S204.

[0028] In step S203, the next user B is also notified that the arrival will be earlier than initially planned, and then the program returns to the main program. Specifically, the latest estimated vehicle arrival time Tv1 is also notified to user B. In step S204, the estimated arrival time Tu is reset as the latest estimated arrival time Tv1. In the following step S205, the newly reset estimated arrival time Tv1 is notified to user B, and then the program returns to the designated main program. The above is the control process executed by the controller 12 of the second embodiment. The processing in steps S201 to S205 is included in the notification unit 19.

[0029] 《Operation》 Next, the main operation of the second embodiment will be described. There are cases where user B can arrive at the boarding / alighting point earlier. In such cases, the location information of user B is obtained, and the estimated arrival time Tu at the boarding / alighting point is calculated (S201). This allows for the calculation of the estimated arrival time Tu at the boarding / alighting point. Therefore, it is possible to accurately determine whether the next user B can arrive at the boarding / alighting point by the latest estimated arrival time Tv1. When it is determined that user B can arrive by the latest estimated arrival time Tv1 (Yes in S202), user B is notified that their arrival will be earlier than originally planned (S203). This allows user B to move on to their next action earlier than planned. Therefore, time can be used more effectively, and usability is improved.

[0030] Even if user B cannot arrive by the latest estimated arrival time Tv1, it is considered that they can at least arrive by the original estimated arrival time Tv0. Therefore, when it is determined that user B cannot arrive by the latest estimated arrival time Tv1 ("No" in S202), user B's estimated arrival time Tu is reset as the latest estimated arrival time Tv1 for vehicle 31 (S204), and this is notified to the next user B (S205). This allows user B to move on to their next action as soon as possible. Thus, time can be used more effectively, and usability is improved. Although I will omit the explanation here, the same approach can be applied even when User A is not in the vehicle and the vehicle is moving towards User B's boarding location (S104, "No").

[0031] "effect" Next, the main effects of the second embodiment will be described. (1) When the controller 12 determines that the next user B can arrive at the boarding / alighting point by the updated estimated arrival time Tv1, it notifies the next user B that their arrival will be earlier than originally planned. This allows user B to proceed to their next action earlier than planned. (2) The controller 12 obtains the location information of the next user B and calculates the estimated arrival time Tu when the next user will arrive at the boarding / alighting point. This makes it possible to calculate the estimated arrival time Tu when the user can arrive at the boarding / alighting point.

[0032] (3) The controller estimates the movement speed of user B from the movement speed of user B's location information or from the past movement history information of user B, and calculates the estimated arrival time Tu according to the movement speed. This makes it possible to accurately calculate the estimated arrival time Tu that allows user B to arrive at the boarding / alighting point without rushing them. (4) When the controller 12 determines that the next user B will not be able to reach the boarding / alighting point by the updated estimated arrival time Tv1, it sets the estimated arrival time Tu as the updated estimated arrival time Tv1 and notifies the next user B. This allows user B to move on to their next action as soon as possible. Other effects and benefits resulting from the common configuration are the same as those of the first embodiment described above.

[0033] Third Embodiment "composition" The third embodiment makes the threshold Tth variable, and the other configurations are the same as those of the first embodiment described above, so a detailed explanation of the common parts will be omitted. Figure 5 is a flowchart showing the control process of the third embodiment. Here, a new step S301 is added as a process following step S103. In step S301, the map is referenced and the threshold Tth is set.

[0034] Figure 6 shows the map used to set the threshold Tth. Figure (a) is a map that sets a threshold Tth according to the distance D to the boarding / alighting point of vehicle 31. The distance D is calculated from the location information of vehicle 31 and the route to the boarding / alighting point. The map has distance D on the horizontal axis and threshold Tth on the vertical axis, and is set so that the threshold Tth increases as the distance D increases. Figure (b) is a map that sets a threshold Tth according to the time Ts between users A and B getting out of vehicle 31 and their next schedule. Time Ts is obtained from the schedule recorded on each user's user terminal 21. The map has time Ts on the horizontal axis and the threshold Tth on the vertical axis, and is set so that the shorter the time Ts, the smaller the threshold Tth.

[0035] Here, the threshold Tth is set from either distance D or time Ts, but it is not limited to this. That is, threshold Tth1 may be set from distance D, threshold Tth2 from time Ts, and both may be weighted to ultimately set a single threshold Tth. When referring to the map in (b), threshold Tth will be set individually for user A and user B. Therefore, in the subsequent steps S106, S110, and S112, it is determined individually for user A and user B whether the difference ΔT is greater than or equal to the threshold Tth. The above is the control process executed by the controller 12 of the third embodiment. The newly added step S301 is included in the notification unit 19.

[0036] 《Operation》 Next, the main operation of the third embodiment will be described. The longer the distance D from the vehicle 31 to the boarding / alighting point, the more uncertain factors there are, which is thought to reduce the accuracy of the estimated arrival time Tv1. Therefore, the location information of the vehicle 31 is acquired, and the threshold Tth is increased as the distance D to the boarding / alighting point increases. By increasing the threshold Tth, the difference ΔT is less likely to exceed the threshold Tth, making it more difficult to determine if the arrival is delayed from the initial estimate. In this way, in situations where the accuracy of the estimated arrival time Tv1 is low, a stable system that is not affected by local changes can be achieved by making the judgment process for notification less sensitive.

[0037] Furthermore, users are concerned about the time Ts between getting off vehicle 31 and their next schedule, and the shorter the time Ts, the more they are likely to want to know the latest estimated arrival time Tv1. Therefore, the time Ts between getting off vehicle 31 and the next schedule for user A and user B is obtained from the schedule recorded on each user's user terminal 21, and the threshold Tth is made smaller the shorter the time Ts is. By making the threshold Tth smaller, the difference ΔT is more likely to be greater than or equal to the threshold Tth, making it easier to determine if the arrival is delayed from the original. In this way, in situations where users want to know the latest estimated arrival time Tv1, a high-performance system that can track local changes can be realized by making the notification judgment process more sensitive.

[0038] "effect" Next, the main effects of the third embodiment will be described. (1) The controller 12 acquires the location information of the vehicle 31 and increases the threshold Tth as the distance D to the boarding / alighting point increases. This makes the decision processing for notification less sensitive when the measurement accuracy of the estimated arrival time Tv1 is rough. (2) When the updated estimated arrival time Tv1 is later than the initial estimated arrival time Tv0, the controller 12 retrieves the user's schedule and reduces the threshold Tth as the time Ts from when the user gets off the vehicle 31 until their next schedule is shorter. This makes the notification process more sensitive when the user wants to know the updated estimated arrival time Tv1. Other effects and benefits resulting from the common configuration are the same as those of the first embodiment described above.

[0039] 《Fourth Embodiment》 "composition" The fourth embodiment addresses a situation where user B is to be picked up and joined without letting user A, who is currently riding, get off. The other configurations are the same as those of the first embodiment described above, so a detailed explanation of the common parts will be omitted. Figure 7 is a flowchart showing the control process of the fourth embodiment. Here, the process in step S105 is changed to a new step S401, and a new step S402 is added as processing between steps S107 and S108.

[0040] In step S401, it is determined whether or not there is a plan to pick up the next user B. If there is a plan to pick up the next user B, the process proceeds to step S106. On the other hand, if there is no plan to pick up the next user B, the process proceeds to step S110. In step S402, it is determined whether user A, who is currently on board, will get off at the boarding / alighting point. If user A gets off at the boarding / alighting point, it is determined that this is a user change and the process proceeds to step S108. On the other hand, if user A does not get off at the boarding / alighting point, it is determined that the plan is to pick up the next user B and merge them, and the process proceeds to step S109. The above is the control process executed by the controller 12 of the fourth embodiment. The processes in steps S401 and S402 are included in the notification unit 19.

[0041] 《Operation》 Next, the main operation of the fourth embodiment will be described. If the plan is to pick up user B without dropping off user A who is currently on board, it is possible that users A and B are sharing a ride or meeting up, and in such situations it is beneficial for them to share the latest estimated arrival time Tv1. Therefore, if user B is picked up at the pick-up / drop-off point (Yes in S401) and user A does not get off at the pick-up / drop-off point (No in S402), both user A, who is currently on board, and user B, who is next, are notified that their arrival will be later than originally planned (S109). This allows them to share the latest estimated arrival time Tv1 in situations such as ride-sharing or when users A and B are meeting up. On the other hand, if user A gets off at the pick-up / drop-off point, only user A, who is currently on board, is notified that their arrival will be earlier than originally planned (S108). This avoids rushing user B, who is heading to the pick-up / drop-off point.

[0042] Variant form In the fourth embodiment, whether users A and B are carpooling or meeting is determined simply by whether user A gets off at the pick-up / drop-off point, but it is not limited to this. At least one of the following conditions may be added using AND: users A and B have the same destination, each other's contact information is stored in the user terminal 21, and there is a history of carpooling or meeting in the ride-hailing service. This makes it possible to determine more accurately whether users A and B are carpooling or meeting.

[0043] "effect" Next, the main effects of the fourth embodiment will be described. (1) Assume the plan is to pick up the next user B without letting user A get off, and then have them meet up. Controller 12 notifies both user A and the next user B that the arrival will be earlier than initially expected, even if the updated estimated arrival time Tv1 is earlier than the initial estimated arrival time Tv0. This allows them to share the updated estimated arrival time Tv1 in situations such as carpooling or when users A and B are meeting each other. Other effects and benefits resulting from the common configuration are the same as those of the first embodiment described above.

[0044] 《Fifth Embodiment》 "composition" The fifth embodiment takes into consideration the timing of notifying user B that the arrival will be earlier than initially planned. The other configurations are the same as those of the second embodiment described above, so a detailed explanation of the common parts will be omitted. Figure 8 is a flowchart showing the control process of the fifth embodiment. Here, the process in step S205 is changed to a new step S501. In step S501, the program is configured to notify user B of the newly reset estimated arrival time Tv1 when the estimated arrival time Tv1 arrives, and then returns to the designated main program. The above is the control process executed by the controller 12 of the fifth embodiment. The process of step S501 is included in the notification unit 19.

[0045] 《Operation》 Next, the main operation of the fifth embodiment will be described. Even if user B is in a position to arrive before the estimated arrival time Tv0, being notified in advance that their arrival will be earlier than initially planned may psychologically rush them. Therefore, when user B's estimated arrival time Tu is reset as the latest estimated arrival time Tv1 for vehicle 31 (S204), the newly reset estimated arrival time Tv1 is notified to user B when the estimated arrival time Tv1 arrives (S205). This ensures that the next user B, who is heading towards the boarding / alighting point, is not rushed. Although I will omit the explanation here, the same approach can be applied even when User A is not in the vehicle and the vehicle is moving towards User B's boarding location (S104, "No").

[0046] "effect" Next, the main effects of the fifth embodiment will be described. (1) The controller 12 acquires the location information of the next user B, and when the next user B arrives at the boarding / alighting point, it notifies the next user B that they have arrived earlier than originally planned. This ensures that the next user B, who is on their way to the boarding / alighting point, is not rushed. Other effects and benefits resulting from the common configuration are the same as those of the second embodiment described above.

[0047] Although the above description has been made with reference to a limited number of embodiments, the scope of the rights is not limited to those embodiments, and modifications of the embodiments based on the above disclosure will be obvious to those skilled in the art. [Explanation of Symbols]

[0048] 11... Dispatch management device, 12... Controller, 13... Communication device, 14... Reservation information database, 15... Driving history database, 16... Traffic information receiving device, 17... Acquisition unit, 18... Recalculation unit, 19... Notification unit, 21... User terminal, 22... Communication device, 23... Input device, 24... Display device, 25... Positioning device, 31... Vehicle, 32... Communication device, 33... Positioning device

Claims

1. The process involves obtaining the initial estimated arrival time of the vehicle when it arrives at the boarding / alighting point, A process for calculating the updated estimated arrival time of the vehicle when it arrives at the boarding / alighting point, The system includes a controller that, when the vehicle is moving with a user and is scheduled to pick up another user, notifies the current user that the vehicle will arrive earlier than initially estimated if the updated vehicle arrival time is earlier than initially estimated, and notifies both the current user and the next user that the vehicle will arrive later than initially estimated if the updated vehicle arrival time is later than initially estimated. The dispatch management device is characterized in that, when the controller determines that the next user can arrive at the pick-up / drop-off point by the updated estimated vehicle arrival time, it notifies the next user that their arrival will be earlier than originally planned.

2. The dispatch management device according to claim 1, wherein the controller acquires the location information of the next user and calculates the estimated time of arrival of the next user when they will arrive at the boarding / alighting point.

3. The dispatch management device according to claim 2, characterized in that the controller estimates the movement speed of the next user from the movement speed of the location information or the past movement history information of the next user, and calculates the estimated time of arrival of the user according to the movement speed.

4. The dispatch management device according to claim 2, wherein the controller determines that the next user will not be able to reach the boarding / alighting point by the updated estimated vehicle arrival time, sets the estimated user arrival time as the updated estimated vehicle arrival time, and notifies the next user.

5. The dispatch management device according to claim 1, wherein the controller notifies that the arrival will be delayed from the initial estimated time when the difference between the initial estimated time of vehicle arrival and the updated estimated time of vehicle arrival is greater than or equal to a predetermined threshold.

6. The dispatch management device according to claim 5, wherein the controller acquires the location information of the vehicle and increases the threshold as the distance to the boarding / alighting point increases.

7. The dispatch management device according to claim 5, wherein the controller, when the updated estimated vehicle arrival time is later than the initial estimated vehicle arrival time, obtains the user's schedule and reduces the threshold the shorter the time between the user getting off the vehicle and their next schedule.

8. The dispatch management device according to claim 1, wherein, if the controller plans to pick up the next user without letting the current user get off and merge them, even if the updated estimated vehicle arrival time is earlier than the initial estimated vehicle arrival time, the controller notifies both the current user and the next user that the vehicle will arrive earlier than initially expected.

9. The dispatch management device according to claim 1, wherein the controller acquires the location information of the next user and, when the next user arrives at the boarding / alighting point, notifies the next user that their arrival has been earlier than originally planned.

10. The process involves obtaining the initial estimated arrival time of the vehicle when it arrives at the boarding / alighting point, A process for calculating the updated estimated arrival time of the vehicle when it arrives at the boarding / alighting point, When the vehicle is moving with a user on board and is scheduled to pick up another user, if the updated estimated arrival time is earlier than the original estimated arrival time, the controller is instructed to notify the user currently on board that the vehicle will arrive earlier than originally scheduled, and if the updated estimated arrival time is later than the original estimated arrival time, the controller is instructed to notify both the user currently on board and the next user that the vehicle will arrive later than originally scheduled. The dispatch management method is characterized in that when the controller determines that the next user can arrive at the pick-up / drop-off point by the updated estimated vehicle arrival time, it notifies the next user that their arrival will be earlier than originally planned.

Images