Vehicle allocation management system and vehicle allocation management method
Patent Information
- Application Number
- PCT/JP2025/014976
- Authority / Receiving Office
- WO · WO
- Patent Type
- Applications
- Current Assignee / Owner
- Filing Date
- 2025-04-16
- Publication Date
- 2026-10-22
Smart Images
Figure JP2025014976_22102026_PF_FP_ABST
Abstract
Description
Vehicle dispatch management system and vehicle dispatch management method
[0001] The present invention relates to a vehicle dispatch management system and a vehicle dispatch management method.
[0002] The vehicle sharing system described in Patent Document 1 below displays a message prompting a transfer to another vehicle when it is determined that the vehicle cannot travel.
[0003] Japanese Patent No. 4409302
[0004] In a passenger mobility service that arranges a service vehicle to transport a user to a destination in response to the user's vehicle dispatch request, if there is an impassable section where vehicles cannot travel around the service vehicle that is carrying the user and traveling toward the destination, the user may be significantly delayed in arriving at the destination. An object of the present invention is to reduce the delay in the user's arrival time at the destination when an impassable section occurs around the passenger mobility service vehicle that is carrying the user and traveling toward the destination.
[0005] According to one aspect of the present invention, there is provided a vehicle dispatch management system that arranges a service vehicle to transport a user to a destination in response to the user's vehicle dispatch request. The vehicle dispatch management system includes at least one processor that executes a process of determining whether there is an impassable section, which is a section of road where vehicles cannot travel, around the service vehicle that the user is boarding, and a process of, when the required time for the service vehicle to travel to the user's destination is affected by the impassable section, selecting another service vehicle that the user can board at a point after passing through the impassable section from the current position of the service vehicle as an alternative vehicle, and proposing the transfer to the alternative vehicle to the user.
[0006] According to the present invention, when an impassable section occurs around the passenger mobility service vehicle that is carrying the user and traveling toward the destination, the delay in the user's arrival time at the destination can be reduced.
[0007] This is a schematic diagram of an example of a dispatch management system according to the embodiment. This is a schematic explanatory diagram of a dispatch management method according to the embodiment. This is a schematic explanatory diagram of a dispatch management method according to the embodiment. This is a block diagram of an example of the functional configuration of a service vehicle controller. This is a block diagram of an example of the functional configuration of a server device of a dispatch management system. This is a schematic explanatory diagram of a dispatch management method according to the embodiment. This is a flowchart of an example of a dispatch management method according to the embodiment. This is a flowchart of an example of the matching process in Figure 6.
[0008] (Configuration) Figure 1 is a schematic diagram of an example of a dispatch system according to the embodiment. The dispatch management system 1 of the embodiment is a system that provides passenger mobility services by arranging service vehicles to transport users to their destinations. In this specification, the passenger mobility services provided by the dispatch management system 1 are simply referred to as "passenger mobility services," and the vehicles used for passenger mobility services are referred to as "service vehicles."
[0009] The dispatch management system 1 comprises a dispatch management device 2, multiple service vehicles 3A, 3B, etc., and user-owned information and communication terminal devices 4. Hereinafter, service vehicles 3A, 3B, etc. may be collectively referred to as "service vehicle 3". The dispatch management device 2 comprises a map database (map DB) 20, a user information database (user information DB) 21, a reservation information database (reservation information DB) 22, a dispatch information database (dispatch information DB) 23, and a server device 24.
[0010] Map DB 20 stores map information for the area where the dispatch management system 1 provides passenger mobility services. For example, Map DB 20 may store navigation maps that can be used to calculate the travel routes of service vehicles 3. User information DB 21 stores user information, which is information about users who use the passenger mobility services provided by the dispatch management system 1. For example, when a user uses the passenger mobility services provided by the dispatch management system 1, they agree to the prescribed terms of use, create an account with the dispatch management system 1, and register necessary information (such as the passenger user's name, address, and payment account information). For example, User information DB 21 may store user identification information and necessary information as user information.
[0011] The reservation information DB22 stores reservation information for passenger transportation services. For example, the reservation information DB22 stores necessary reservation information such as user identification information, desired boarding location, destination, and number of passengers. The dispatch information DB23 stores dispatch information, which is information about the dispatch status of the service vehicle 3 dispatched to the user. For example, the dispatch information may include identification information of the dispatched service vehicle 3, identification information of the user who dispatched the service vehicle 3, information about the boarding location where the user is scheduled to board the service vehicle 3 (i.e., the meeting point between the user and the service vehicle 3), and a travel plan that includes information about the boarding location and destination.
[0012] The server device 24 is a computer device that performs information processing in the dispatch management device 2. The server device 24 may include a first processor 24a, peripheral components such as a storage device 24b, and a communication device 24c. The first processor 24a may be, for example, a CPU (Central Processing Unit) or an MPU (Micro-Processing Unit). The storage device 24b may include any of semiconductor storage devices, magnetic storage devices, and optical storage devices. The storage device 24b may include registers, cache memory, and memory such as ROM (Read Only Memory) and RAM (Random Access Memory) used as main memory.
[0013] The functions of the server device 24 described below are realized, for example, by the first processor 24a executing a computer program stored in the storage device 24b. The first processor 24a is an example of the "at least one processor" described in the claims.
[0014] The communication device 24c provides communication functionality between the server device 24 and external devices. The communication method used by the communication device 24c may be, for example, wired communication or wireless communication via a public mobile communication network, satellite communication, or vehicle-to-infrastructure communication with the service vehicle 3. The server device 24 transmits and receives data with the service vehicle 3 and the information and communication terminal device 4 using the communication device 24c.
[0015] Service vehicle 3 is a vehicle that operates in response to the requests of users of passenger mobility services (a so-called on-demand transportation vehicle), and may be, for example, a shared taxi or a robot taxi. For example, service vehicle 3 may be an automated driving vehicle that is driven automatically by a controller 36 according to a driving plan transmitted from the dispatch management device 2, without the involvement of a driver. Service vehicle 3 may also be a manually driven vehicle driven by a driver (human). In this case, service vehicle 3 may assist the driver in driving service vehicle 3 according to the driving plan by presenting the driver with the target driving route included in the driving plan transmitted from the dispatch management device 2. This specification mainly describes examples where service vehicle 3 is an automated driving vehicle.
[0016] The service vehicle 3 comprises an ambient environment sensor 30, a vehicle sensor 31, a positioning device 32, a map database 33, a communication device 34, a human-machine interface (HMI) 35, a controller 36, and an actuator 37. The ambient environment sensor 30 detects various information (ambient environment information) about the surrounding environment of the service vehicle 3. For example, the ambient environment sensor 30 detects the relative position of the service vehicle 3 to objects present around the service vehicle 3, the distance between the service vehicle 3 and the objects, and the direction in which the objects are located. The ambient environment sensor 30 may include, for example, a camera that photographs the surrounding environment of the service vehicle 3. Also, for example, the ambient environment sensor 30 may include a distance measuring device such as a laser rangefinder (LRF), radar, or a LiDAR (Light Detection and Ranging) laser radar. The ambient environment sensor 30 outputs the ambient environment information, which is the information about the surrounding environment of the service vehicle 3 that it has detected, to the controller 36.
[0017] The vehicle sensor 31 detects various information (vehicle information) obtained from the service vehicle 3. The vehicle sensor 31 may include, for example, a vehicle speed sensor for detecting the driving speed (vehicle speed) of the service vehicle 3, a wheel speed sensor for detecting the rotational speed of each tire on the service vehicle 3, a three-axis acceleration sensor (G sensor) for detecting the acceleration (including deceleration) of the service vehicle 3 in three axes, a steering angle sensor for detecting the steering angle (including turning angle), a gyro sensor for detecting the angular velocity occurring in the service vehicle 3, and a yaw rate sensor for detecting the yaw rate. The vehicle sensor 31 outputs the vehicle information to the controller 36.
[0018] The positioning device 32 measures the current position and attitude of the service vehicle 3. The positioning device 32 may include, for example, a Global Positioning System (GNSS) receiver. The GNSS receiver may be, for example, a Global Positioning System (GPS) receiver. The positioning device 32 may also include an inertial navigation device. The positioning device 32 outputs the measured current position information to the controller 36. The map DB 33 stores map information. For example, the map DB 33 stores high-precision map data suitable for use as a map for autonomous driving.
[0019] The communication device 34 provides communication functionality between the service vehicle 3 and external devices. The communication method used by the communication device 34 may be, for example, wireless communication over a public mobile network, satellite communication, or vehicle-to-infrastructure communication. The service vehicle 3 sends and receives data to and from the dispatch management device 2 via the communication device 34. The HMI 35 is an interface device that exchanges information between the user riding in the service vehicle 3 and the controller 36. For example, the HMI 35 includes a display device that outputs visual information output from the controller 36, and speakers and buzzers that output alarm sounds, notification sounds, and voice information. The HMI 35 also includes an interface (touch panel, buttons, switches, levers, dials, keyboard, etc.) that accepts operation input from the occupant.
[0020] The controller 36 is an electronic control unit (ECU) that controls the service vehicle 3. The controller 36 includes a second processor 36a and peripheral components such as a storage device 36b. The second processor 36a may be, for example, a CPU or an MPU. The storage device 36b may include a tangible storage medium that is not temporary, such as registers, cache memory, or ROM, RAM, or other memory used as main memory. The functions of the controller 36 described below are realized, for example, by the second processor 36a executing a computer program stored in the storage device 36b. The second processor 36a is an example of the "at least one processor" described in the claims.
[0021] For example, if the service vehicle 3 is an autonomous vehicle, the controller 36 executes autonomous driving control to drive the service vehicle 3 in accordance with the driving plan transmitted from the dispatch management device 2, based on ambient environment information from the ambient environment sensor 30, vehicle information from the vehicle sensor 31, positioning results from the positioning device 32, and high-precision maps from the map database 33. Alternatively, if the service vehicle 3 is a manually driven vehicle, the controller 36 assists the driver in driving the service vehicle 3 along the target driving route by displaying the target driving route included in the driving plan transmitted from the dispatch management device 2 on a display device (not shown) and presenting it to the driver.
[0022] The actuator 37 operates the steering, drive, and braking systems of the service vehicle 3 in response to control signals generated by the controller 36, thereby generating vehicle behavior for the service vehicle 3 and automatically driving the service vehicle 3. The actuator 37 comprises a steering actuator, an accelerator opening actuator, and a brake control actuator.
[0023] The information and communication terminal device 4 is a computing device used by users who wish to arrange a vehicle to operate a user interface to make dispatch requests. The information and communication terminal device 4 is, for example, a smartphone, a tablet computer, a notebook personal computer, a desktop computer, etc., but is not limited to these. The information and communication terminal device 4 implements, for example, a dedicated dispatch management client program for using the dispatch management system 1. Users may make reservations for passenger transportation services using the dispatch management client program. Alternatively, users may make reservations for passenger transportation services on websites that accept reservations for passenger transportation services using the browser function of the information and communication terminal device 4.
[0024] Regarding reservations for passenger transportation services, the user inputs necessary information such as user identification information, desired boarding location, destination, and number of passengers into the information and communication terminal device 4. Based on the information input by the user, the information and communication terminal device 4 generates a dispatch request to apply for a reservation of passenger transportation services and transmits it to the dispatch management device 2. The dispatch management device 2 stores the dispatch request information as reservation information in the reservation information DB 22.
[0025] The dispatch management device 2 determines which service vehicle 3 to dispatch to the user based on the reservation information and the current location information of the service vehicle 3, and also determines the boarding point where the user will board the service vehicle 3 based on the desired boarding point in the reservation information. The dispatch management device 2 generates a travel plan for the user to travel from the boarding point to the destination and transmits it to the service vehicle 3. For example, the travel plan may include a target travel route from the current location of the service vehicle 3, via the boarding point, to the destination.
[0026] Next, we will explain the outline of the vehicle dispatch management method of the embodiment. Let's assume that, as shown in Figure 2A, a service vehicle 3A carrying user 5A is traveling to user 5A's destination PdA. If there is a section of road Si (hereinafter referred to as "impassable section Si") in the vicinity of the service vehicle 3A where vehicles cannot travel, there is a risk that the user's arrival at destination PdA will be significantly delayed. For example, depending on the detour route taken by the service vehicle 3A to bypass the impassable section Si, the time required for the service vehicle 3A to travel to destination PdA may increase significantly, resulting in a significant delay in the arrival time at destination PdA.
[0027] Therefore, in the vehicle dispatch management method of this embodiment, if the time required for service vehicle 3A to travel to user 5A's destination PdA is affected by the section of road that is closed, as shown in Figure 2B, another service vehicle 3B that user 5A can board at point PeA, which is the point where service vehicle 3A has finished passing through the section of road that is closed, is selected as an alternative vehicle, and user 5A is offered the option to transfer to the other service vehicle 3B.
[0028] In this way, by encouraging the user to transfer to service vehicle 3B, user 5A can pass through the section Si where the vehicle is out of service using a method other than service vehicle 3A (for example, walking), and then board another service vehicle 3B to continue traveling to destination PdA. This reduces the delay in the time it takes for user 5A to arrive at destination PdA compared to if user 5A had remained on service vehicle 3A.
[0029] Next, we will explain in more detail the functions of the controller 36 of the service vehicle 3 and the server device 24 of the dispatch management device 2. Figure 3 is a block diagram of an example of the functional configuration of the controller 36. The controller 36 operates as a location information transmission unit 50, a travel plan receiving unit 51, a vehicle control unit 52, a section disruption determination unit 53, and a section disruption notification unit 54.
[0030] The location information transmission unit 50 acquires the current location information of the service vehicle 3 from the positioning device 32 and transmits the current location information to the dispatch management device 2. The driving plan receiving unit 51 receives the driving plan from the dispatch management device 2. If the service vehicle 3 is a manually operated vehicle, the driving plan receiving unit 51 displays the driving plan on a display device (not shown) and presents it to the driver.
[0031] If the service vehicle 3 is an autonomous vehicle, the vehicle control unit 52 performs autonomous driving control to drive the service vehicle 3 according to the driving plan received from the dispatch management device 2. For example, the vehicle control unit 52 calculates a target driving trajectory for the service vehicle 3 based on the current position and attitude of the service vehicle 3, the target driving route included in the driving plan, high-precision map data, and the surrounding environment of the service vehicle 3. For example, the vehicle control unit 52 generates a path space map that represents the paths and presence or absence of objects around the service vehicle 3, and a risk map that quantifies the degree of danger during driving, and generates a target driving trajectory based on the motion characteristics of the service vehicle 3, vehicle state information, path space map, and risk map. Then, the vehicle control unit 52 controls the actuator 37 so that the service vehicle 3 drives along the generated target driving trajectory.
[0032] The road closure determination unit 53 determines whether or not a road closure Si exists around the service vehicle 3 when a user is on board. For example, the road closure determination unit 53 may determine whether or not an abnormality such as a traffic accident or fire has occurred based on ambient environmental information from the ambient environmental sensor 30 or regulatory information received from the road traffic information provision system by the communication device 34. The road closure determination unit 53 may identify as a road closure Si a section where the vehicle cannot travel due to an abnormality that has occurred around the service vehicle 3.
[0033] The section disruption determination unit 53 determines whether the time required for the service vehicle 3 to travel to the user's destination is affected by the section disruption Si. In the following description, the time required for the service vehicle 3 to travel to the user's destination is affected by the section disruption Si, which may be simply referred to as "the service vehicle 3 is affected by the section disruption Si." Also, when the time required for the service vehicle 3 to travel to the user's destination is affected by the section disruption Si, the service vehicle 3 may be referred to as "the service vehicle affected by the section disruption Si."
[0034] For example, the service vehicle 3 may determine that the service vehicle 3 is affected by the service section Si if the service section Si exists on the shortest route that has the shortest travel time and distance among the routes that the service vehicle 3 can take from its current location to its destination. Alternatively, the service section determination unit 53 may determine that the service vehicle 3 is affected by the service section Si if the shortest route from the service vehicle 3's current location to its destination changes depending on whether or not the service section Si occurs.
[0035] The out-of-service section notification unit 54 transmits an out-of-service section notification signal to the server device 24 informing the server device 24 that the service vehicle 3 on which the user is riding will be affected by the out-of-service section Si. Upon receiving the out-of-service section notification signal, the server device 24 transmits transfer information to the service vehicle 3, suggesting that the user transfer to another service vehicle 3 at the point where the service vehicle 3 has finished passing through the out-of-service section Si from its current location.
[0036] In the following explanation, the point where service vehicle 3 has finished passing through the impassable section Si, relative to its current location, will be referred to as the "post-pass point," and another service vehicle 3 that the user transfers to at the post-pass point will be referred to as the "alternative vehicle." For example, the post-pass point may be any point located on the route from the end of the impassable section Si (the point closer to the destination among the two ends of the impassable section Si) to the destination, provided that the impassable section Si exists on the target route from the service vehicle 3's current location to the destination.
[0037] In the example shown in Figure 2B, the server device 24 transmits transfer information to service vehicle 3A, suggesting that user 5A transfer to another service vehicle 3B at point PeA, which is the point after service vehicle 3A has passed through the impassable section Si from its current location. The processing of the server device 24 that transmits the transfer information will be described later.
[0038] The transfer suggestion unit 55 receives transfer information from the server device 24. For example, the transfer information may include information about a transfer point, which is the boarding point where the alternative vehicle picks up the user. Upon receiving the transfer information, the transfer suggestion unit 55 presents the user with a visual message (e.g., text information) or an audio message from the HMI 35 suggesting that the user transfer to an alternative vehicle at the point they have passed. At this time, the transfer suggestion unit 55 may also notify the user of the transfer point information.
[0039] The transfer suggestion unit 55 receives an operation on the HMI 35 by the user to select whether or not to accept the transfer to an alternative vehicle. If the user accepts the transfer to an alternative vehicle, the transfer suggestion unit 55 sends a transfer acceptance signal to the server device 24; if the user does not accept the transfer to an alternative vehicle, the transfer rejection signal is sent to the server device 24.
[0040] Figure 4 is a block diagram of an example of the functional configuration of the server device 24 of the dispatch management device 2. The server device 24 includes a location information acquisition unit 60, a reservation information setting unit 61, a travel plan setting unit 62, an out-of-service section acquisition unit 63, an alternative vehicle selection unit 64, a transfer information transmission unit 65, and a travel plan update unit 66. The location information acquisition unit 60 receives location information of the current location of the service vehicle 3 from the service vehicle 3.
[0041] When the reservation information setting unit 61 receives a dispatch request from the information and communication terminal device 4, it sets the reservation information based on the user identification information, desired pick-up location, destination, number of passengers, etc. included in the dispatch request, and stores it in the reservation information DB 22.
[0042] The travel plan setting unit 62 selects the service vehicle 3 to be dispatched to the user based on the reservation information. The travel plan setting unit 62 also determines the boarding point where the user boards the service vehicle 3 based on the desired boarding point in the reservation information. The travel plan setting unit 62 generates a travel plan for traveling with the user on board from the boarding point to the destination, and transmits the generated travel plan to the service vehicle 3.
[0043] The non-communication section acquisition unit 63 receives a non-communication section notification signal from the service vehicle 3. The alternative vehicle selection unit 64 selects an alternative vehicle that the user of the service vehicle 3 that has transmitted the non-communication section notification signal (that is, the service vehicle 3 affected by the non-communication section Si) can board at the post-passage point. For example, the alternative vehicle selection unit 64 may determine that the user can board the alternative vehicle at the post-passage point when the time required for the vehicle to travel from the current position of the alternative vehicle to the destination of the user of the service vehicle 3 is not affected by the non-communication section Si. For example, the alternative vehicle selection unit 64 may determine that the user can board the alternative vehicle at the post-passage point when the time required for the vehicle to travel from the current position of the alternative vehicle to the destination of the user of the service vehicle 3 is not affected by the non-communication section Si, and the time required for the vehicle to travel from the current position of the alternative vehicle to the post-passage point is not affected by the non-communication section Si.
[0044] For example, the alternative vehicle selection unit 64 may determine that the time required for the vehicle to travel from the point A to the point B is not affected by the non-communication section Si when the non-communication section Si does not exist on the shortest route with the shortest travel time or travel distance among the routes along which the vehicle travels from a certain point A to another point B. Also, for example, the alternative vehicle selection unit 64 may determine that the time required for the vehicle to travel from the point A to the point B is not affected by the non-communication section Si when the shortest route from the point A to the point B does not change depending on whether the non-communication section Si has occurred.
[0045] Reference is made to FIG. 5. For example, the alternative vehicle selection unit 64 may select another service vehicle 3B that has not been dispatched to any user (that is, the service vehicle 3B in an empty state) as the alternative vehicle for the user 5A of the service vehicle 3A to transfer to at the post-passage point PeA.
[0046] For example, the alternative vehicle selection unit 64 may select another service vehicle 3C as an alternative vehicle for the user 5A to transfer at the post-passage point PeA, and select the service vehicle 3A as an alternative vehicle for the user 5C to transfer at the post-passage point PeC, when another user 5C is aboard the other service vehicle 3C that is affected by the same blocked section Si as the blocked section Si affecting the service vehicle 3A, the travel time required to travel from the current position of the other service vehicle 3C to the destination PdA of the user 5A of the service vehicle 3A is not affected by the blocked section Si, and the travel time required to travel from the current position of the service vehicle 3A to the destination PdC of the user 5C of the other service vehicle 3C is not affected by the blocked section Si.
[0047] Thereby, the other service vehicle 3C can travel with the user 5A to the destination PdA of the user 5A without being affected by the blocked section Pi, and the service vehicle 3A can travel with the user 5C to the destination PdC of the user 5C without being affected by the blocked section Pi. For example, the alternative vehicle selection unit 64 may determine whether there are a plurality of service vehicles 3 affected by the blocked section Pi.
[0048] When there are a plurality of service vehicles 3 affected by the blocked section Pi, the alternative vehicle selection unit 64 may select the second service vehicle as the alternative vehicle for the first service vehicle and select the second service vehicle as the alternative vehicle for the second service vehicle, in a case where the travel time required for a vehicle to travel from the current position of a first service vehicle (for example, service vehicle 3A) included in the plurality of service vehicles 3 to the destination (for example, destination PdC) of a user (for example, user 5C) aboard a second service vehicle (for example, service vehicle 3C) included in the plurality of service vehicles 3 is not affected by the blocked section Pi, and the travel time required for a vehicle to travel from the current position of the second service vehicle to the destination (for example, destination PdA) of a user (for example, user 5A) aboard the first service vehicle is not affected by the blocked section Pi.
[0049] On the other hand, if there is only one service vehicle 3 affected by the disrupted section Pi, or if it is not possible to select a replacement vehicle for a particular service vehicle 3 from among multiple service vehicles 3 affected by the disrupted section Pi, the replacement vehicle 64 may select a service vehicle 3 that is not currently assigned to any user (i.e., an empty service vehicle 3) as a replacement vehicle for the user of that service vehicle 3 to transfer to at the point after passing through that section.
[0050] When the alternative vehicle selection unit 64 selects an alternative vehicle for a user of service vehicle 3 affected by the disrupted section Pi, the transfer information transmission unit 65 transmits transfer information to service vehicle 3 affected by the disrupted section Pi, suggesting that the user transfer to the alternative vehicle. At this time, the transfer information transmission unit 65 determines the point where the user will disembark from service vehicle 3 before reaching the disrupted section Pi (which may be referred to as the "intermediate disembarkation point" in the following explanation).
[0051] For example, the transfer information transmission unit 65 may search the map database for a point where the user can safely disembark from the service vehicle 3 before reaching the impassable section Pi on the route from the service vehicle 3's current location to the user's destination, and determine this as an intermediate disembarkation point. The transfer information transmission unit 65 also determines a transfer point, which is the boarding point where the alternative vehicle will pick up the user. For example, the transfer information transmission unit 65 may search the map database for a point where the user can safely board the alternative vehicle on the route from the point after passing through the impassable section Pi to the user's destination, and determine this as a transfer point.
[0052] As shown in the example in Figure 5, when user 5A, who was riding in service vehicle 3A, transfers to another service vehicle 3C, and service vehicle 3A is selected as a replacement vehicle for user 5C of the other service vehicle 3C, the intermediate drop-off point where user 5A disembarks from service vehicle 3A, the transfer point where user 5A transfers to service vehicle 3C, the intermediate drop-off point where user 5C disembarks from service vehicle 3C, and the transfer point where user 5C transfers to service vehicle 3A are determined. The intermediate drop-off point where user 5A disembarks from service vehicle 3A and the transfer point where user 5C transfers to service vehicle 3A may be the same point. Also, the intermediate drop-off point where user 5C disembarks from service vehicle 3C and the transfer point where user 5A transfers to service vehicle 3C may be the same point.
[0053] The transfer information transmission unit 65 may transmit transfer information, including information on intermediate disembarking points and transfer points, to the service vehicle 3. The transfer information transmission unit 65 may also notify the user of the transfer point by transmitting the transfer point information to the information and communication terminal device 4. On the other hand, if the alternative vehicle selection unit 64 cannot select an alternative vehicle, the transfer information transmission unit 65 will not transmit the transfer information to the service vehicle 3.
[0054] The transfer information transmission unit 65 may also determine whether the user will arrive at their destination faster if they transfer to an alternative vehicle than if the service vehicle 3 travels a detour route through the closed section Pi with the user on board. The unit may transmit transfer information if the user will arrive at their destination faster if they transfer to an alternative vehicle than if the service vehicle 3 travels a detour route, and may prohibit the transmission of transfer information if the user will arrive at their destination later if they transfer to an alternative vehicle than if the service vehicle 3 travels a detour route.
[0055] The transfer information transmission unit 65 may also calculate the walking distance or walking time when the user transfers to an alternative vehicle based on the intermediate disembarking point and transfer point determined as described above. The transfer information transmission unit 65 may transmit transfer information if the walking distance or walking time is below a predetermined allowable value, and may prohibit the transmission of transfer information if the walking distance or walking time exceeds the allowable value.
[0056] The travel plan update unit 66 receives a transfer acceptance signal or a transfer rejection signal transmitted from the service vehicle 3 in response to the transfer information. When a transfer acceptance signal is received, the travel plan update unit 66 updates the travel plan of the service vehicle 3 and the travel plan of the replacement vehicle. Specifically, it changes the drop-off point where the current passenger alights from the service vehicle 3 to an intermediate drop-off point before the closed section Pi. It also changes the travel plan of the replacement vehicle to a travel plan that travels from its current location to the transfer point of the service vehicle 3 user and then from the transfer point to the service vehicle 3 user's destination.
[0057] For example, as shown in the example in Figure 5, if service vehicle 3C is selected as a replacement vehicle for user 5A of service vehicle 3A, and service vehicle 3A is selected as a replacement vehicle for user 5C of service vehicle 3C, the drop-off point where user 5A disembarks from service vehicle 3A may be changed to an intermediate drop-off point set before the impassable section Pi from the current position of service vehicle 3A. In addition, a travel plan may be added to the travel plan of service vehicle 3A after user 5A disembarks, traveling from user 5C's transfer point to destination PdC. The intermediate drop-off point where user 5A disembarks from service vehicle 3A and user 5C's transfer point may be the same point (for example, it may be the point PeC after passing through it).
[0058] Furthermore, the drop-off point where user 5C disembarks from service vehicle 3C may be changed to an intermediate drop-off point set before the impassable section Pi, relative to the current position of service vehicle 3C. Additionally, a travel plan may be added to the service vehicle 3C's travel plan after user 5C disembarks, traveling from user 5A's transfer point to destination PdA. The intermediate drop-off point where user 5C disembarks from service vehicle 3C and user 5A's transfer point may be the same location (for example, it may be the point PeA after passing through it).
[0059] If a transfer rejection signal is received from service vehicle 3 or if transfer information is not transmitted to service vehicle 3, the travel plan update unit 66 updates the travel plan of service vehicle 3 to a plan that bypasses the closed section Pi and travels to the destination of the currently riding user. The travel plan update unit 66 transmits the updated travel plan to service vehicle 3. See Figure 3. When the travel plan receiving unit 51 receives the updated travel plan, the vehicle control unit 52 executes automatic driving control to drive service vehicle 3 according to the updated travel plan. Alternatively, the travel plan receiving unit 51 presents the updated travel plan to the driver.
[0060] Although an example of the vehicle dispatch management system 1 of the embodiment has been described above, the second processor 36a of the service vehicle 3 may perform some or all of the processing performed by the first processor 24a of the vehicle dispatch management device 2 described above, or the first processor 24a may perform some or all of the processing performed by the second processor 36a.
[0061] (Operation) Figure 6 is a flowchart of an example of the vehicle dispatch management method of the embodiment. In step S1, the obstruction section determination unit 53 determines whether or not an obstruction section Si exists around the service vehicle 3 when a user is in the service vehicle 3. If the determination result is negative (step S1:N), the process ends. In this case, the service vehicle 3 continues to travel to the destination. If the determination result is positive (step S1:Y), the process proceeds to step S2.
[0062] In step S2, the out-of-service section determination unit 53 determines whether the service vehicle 3 is affected by the out-of-service section Si. If the determination result is negative (step S2: N), the process ends. In this case, the service vehicle 3 continues traveling to its destination. If the determination result is positive (step S2: Y), the process proceeds to step S3. In step S3, the out-of-service section notification unit 54 transmits an out-of-service section notification signal to the server device 24.
[0063] In step S4, the alternative vehicle selection unit 64 determines whether multiple service vehicles are affected by the disrupted section Si. If the determination result is positive (step S4: Y), the process proceeds to step S8. If the determination result is negative (step S4: N), the process proceeds to step S5. In step S5, the alternative vehicle selection unit 64 determines whether there are any available alternative vehicles that the user of service vehicle 3 can transfer to. If the determination result is negative (step S5: N), the process proceeds to step S7. If the determination result is positive (step S5: Y), the process proceeds to step S6.
[0064] In step S6, the transfer information transmission unit 65 transmits transfer information to the service vehicle 3, suggesting a transfer to an alternative vehicle. The process then ends. In step S7, the travel plan update unit 66 updates the travel plan of the service vehicle 3 to bypass the closed section Pi.
[0065] In step S8, the alternative vehicle selection unit 64 executes the matching process described below. Figure 7 is a flowchart of an example of the matching process. In step S10, the alternative vehicle selection unit 64 selects one of the multiple service vehicles 3 (hereinafter sometimes simply referred to as "multiple service vehicles 3") that are affected by the disrupted section Si as the target service vehicle 3T. In step S11, the alternative vehicle selection unit 64 determines whether there is another service vehicle 3U among the multiple service vehicles 3 that can travel to the user's destination of the target service vehicle 3T without being affected by the disrupted section Pi. If the determination result is negative (step S11: N), the process proceeds to step S14. If the determination result is positive (step S11: Y), the process proceeds to step S12.
[0066] In step S12, the alternative vehicle selection unit 64 determines whether the target service vehicle 3T can travel to the destination of the user of the other service vehicle 3U without being affected by the disrupted section Pi. If the determination result is negative (step S12: N), the process proceeds to step S14. If the determination result is positive (step S12: Y), the process proceeds to step S13. In step S13, the alternative vehicle selection unit 64 selects the other service vehicle 3U as the alternative vehicle for the user of the target service vehicle 3T to switch to, and selects the target service vehicle 3T as the alternative vehicle for the user of the other service vehicle 3U to switch to. The transfer information transmission unit 65 transmits transfer information suggesting that users switch to the alternative vehicles to the service vehicles 3T and 3U. The process then proceeds to step S17.
[0067] In step S14, it is determined whether there is an available replacement vehicle that the user of the target service vehicle 3T can switch to. If the determination result is negative (step S14: N), the process proceeds to step S16. If the determination result is positive (step S14: Y), the process proceeds to step S15. The processes in steps S15 and S16 are the same as the processes in steps S6 and S7 in Figure 6. After that, the process proceeds to step S17.
[0068] In step S17, the replacement vehicle selection unit 64 determines whether there are any remaining service vehicles 3 that have not yet been matched with a replacement vehicle. If the determination result is negative (step S17:N), the matching process ends. If two or more service vehicles 3 have not yet been matched (step S:Y), the process proceeds to step S19, and if only one service vehicle 3 has not yet been matched (step S18:N), the process proceeds to step S20. In step S19, the replacement vehicle selection unit 64 selects one of the remaining service vehicles 3 that have not yet been matched as the target service vehicle 3T. After that, the process returns to step S11.
[0069] In step S20, the replacement vehicle selection unit 64 determines whether there is an available replacement vehicle that a user of the service vehicle 3 that has not yet been matched can switch to. If the determination result is negative (step S20: N), the process proceeds to step S22. If the determination result is positive (step S20: Y), the process proceeds to step S21. The processes in steps S21 and S22 are the same as the processes in steps S6 and S7 in Figure 6. After that, the matching process ends.
[0070] (Effects of the Embodiment) (1) A dispatch management system that arranges a service vehicle to transport a user to their destination in response to a user's dispatch request includes at least one processor that performs the following: a process to determine whether or not there is an impassable section of road around the service vehicle in which the user is riding, which is a section of road that the vehicle cannot travel on; and, if the time required for the service vehicle to travel to the user's destination is affected by the impassable section, a process to select another service vehicle that the user can board at the point where the service vehicle has finished passing the impassable section from the current location of the service vehicle, and propose to the user that they switch to the alternative vehicle. For example, at least one processor may detect as an impassable section a section of road that the vehicle cannot travel on due to an abnormality that has occurred around the service vehicle. This reduces the delay in the time it takes for the user to arrive at their destination due to an impassable section.
[0071] (2) At least one processor may select another service vehicle that is not currently assigned to any user as an alternative vehicle. At least one processor may select another service vehicle that is currently assigned to another user as an alternative vehicle if the travel time required for that service vehicle to reach the other user's destination is affected by the disrupted section, the travel time required for the other service vehicle to travel from its current location to the user's destination is not affected by the disrupted section, and the travel time required for the service vehicle to travel from its current location to the other user's destination is not affected by the disrupted section. This allows the user to select an alternative vehicle that they can transfer to.
[0072] (3) The dispatch management system may include at least one processor, a first processor that operates in a server device that arranges service vehicles for users, and a second processor that operates in each of the multiple service vehicles. The second processor may perform a process to send a notification signal to the server device informing the user that the travel time required for the service vehicle the user is riding in to travel to the user's destination will be affected by the section of service that is out of service, and the first processor may perform a process to determine whether there are multiple service vehicles whose travel time is affected by the section of service that is out of service. This will allow the user to find a candidate for an alternative vehicle to which they can transfer.
[0073] (4) The first processor may, when there are multiple service vehicles whose travel time is affected by the section of service disruption, execute a process to select the second service vehicle as a replacement vehicle for the first service vehicle if the travel time required for the vehicle to travel from the current location of the first service vehicle, which is included in the multiple service vehicles, to the destination of the user riding in the second service vehicle, which is included in the multiple service vehicles, is not affected by the section of service disruption, and the travel time required for the vehicle to travel from the current location of the second service vehicle, which is included in the multiple service vehicles, to the destination of the user riding in the first service vehicle, is not affected by the section of service disruption. This allows the second service vehicle, which is being ridden by another user, to be selected as a replacement vehicle for the first service vehicle.
[0074] (5) If the first processor cannot select a replacement vehicle for the first service vehicle from among multiple service vehicles, it may execute a process to select as a replacement vehicle for the first service vehicle another service vehicle that can be boarded by the user of the first service vehicle at the point where the first service vehicle has finished passing through the closed section from the current location of the first service vehicle, and which has not been assigned to any user. This makes it possible to select a replacement vehicle for the first service vehicle even if no second service vehicle that can be selected as a replacement vehicle is found.
[0075] (6) At least one processor may suggest to the user that they switch to an alternative vehicle if doing so would allow the user to reach their destination earlier than if the service vehicle were to travel a detour around the closed section. This prevents the user from arriving at their destination later than if they had traveled a detour around the closed section by switching to an alternative vehicle.
[0076] (7) At least one processor may suggest to the user that they switch to an alternative vehicle if the walking distance or walking time for the user to switch to the alternative vehicle is below a predetermined allowable value. This prevents suggesting a switch that involves an excessively long walking distance or walking time. (8) At least one processor may perform a process to notify the user of the boarding location where the alternative vehicle will pick up the user. This facilitates a smooth transition to the alternative vehicle.
[0077] 1... Dispatch management system, 2... Dispatch management device, 3A, 3B, 3C... Service vehicles, 4... Information and communication terminal device, 5A, 5C... Users, 20, 33... Map database, 21... User information database, 22... Reservation information database, 23... Dispatch information database, 24... Server device, 24a... First processor, 24b, 36b... Storage device, 24c, 34... Communication device, 30... Surrounding environment sensor, 31... Vehicle sensor, 32... Positioning device, 35... Human-machine interface, 36... Controller, 36a... Second processor, 37... Actuator
Claims
1. A dispatch management system for arranging a service vehicle to transport a user to a destination in response to a user's dispatch request, comprising at least one processor that performs: a process of determining whether or not there is an impassable section of road in which a vehicle cannot travel around the service vehicle in which the user is riding; and, if the time required for the service vehicle to travel to the user's destination is affected by the impassable section, a process of selecting another service vehicle that the user can board at a point where the service vehicle has finished passing the impassable section from the current location of the service vehicle, and proposing to the user that they transfer to the alternative vehicle.
2. The dispatch management system according to claim 1, characterized in that at least one processor detects a section of road in which a vehicle cannot travel due to an abnormality occurring around the service vehicle as the impassable section.
3. The dispatch management system according to claim 1 or 2, characterized in that at least one processor selects another service vehicle that is not currently assigned to any user as the alternative vehicle.
4. The dispatch management system according to claim 1 or 2, characterized in that at least one processor selects the other service vehicle as the alternative vehicle when the time required for the other service vehicle carrying the other user to travel to the other user's destination is affected by the disrupted section, the time required for the other service vehicle to travel from its current location to the user's destination is not affected by the disrupted section, and the time required for the service vehicle to travel from its current location to the other user's destination is not affected by the disrupted section.
5. The dispatch management system according to any one of claims 1 to 4, wherein the at least one processor comprises a first processor operating in a server device that dispatches the service vehicle to the user, and a second processor operating in each of the plurality of service vehicles, the second processor performs a process of sending a notification signal to the server device informing that the time required for the service vehicle carrying the user to travel to the user's destination is affected by the disrupted section, and the first processor performs a process of determining whether there are a plurality of service vehicles whose time is affected by the disrupted section.
6. The dispatch management system according to claim 5, wherein, when there are multiple service vehicles whose travel time is affected by the section of service disruption, the first processor executes a process to select the second service vehicle as the replacement vehicle for the first service vehicle if the travel time required for the vehicle to travel from the current location of the first service vehicle included in the multiple service vehicles to the destination of the user riding in the second service vehicle included in the multiple service vehicles is not affected by the section of service disruption, and the travel time required for the vehicle to travel from the current location of the second service vehicle to the destination of the user riding in the first service vehicle is not affected by the section of service disruption.
7. The dispatch management system according to claim 6, characterized in that, if the first processor cannot select a replacement vehicle for the first service vehicle from the plurality of service vehicles, it executes a process to select as the replacement vehicle for the first service vehicle another service vehicle that the user of the first service vehicle can board at the point where the first service vehicle has finished passing through the closed section from the current location of the first service vehicle, and which has not been assigned to any user.
8. The dispatch management system according to any one of claims 1 to 7, wherein the at least one processor proposes to the user that the user switch to the alternative vehicle if the user switches to the alternative vehicle, and the user arrives at the user's destination sooner if the service vehicle carries the user and travels a detour around the closed section.
9. The dispatch management system according to any one of claims 1 to 8, characterized in that at least one processor proposes to the user that they switch to the alternative vehicle if the walking distance or walking time when the user switches to the alternative vehicle is less than or equal to a predetermined allowable value.
10. The dispatch management system according to any one of claims 1 to 9, characterized in that the at least one processor performs a process of notifying the user of the pick-up location where the replacement vehicle will pick up the user.
11. A dispatch management method for arranging a service vehicle to transport a user to a destination in response to a user's dispatch request, characterized in that at least one processor performs the following steps: a process of determining whether or not there is an impassable section of road in which a vehicle cannot travel around the service vehicle in which the user is riding; and, if the time required for the service vehicle to travel to the user's destination is affected by the impassable section, a process of selecting another service vehicle that the user can board at a point where the service vehicle has finished passing the impassable section from the current location of the service vehicle, and proposing to the user that they transfer to the alternative vehicle.