JP6965147B2 - Information processing method and information processing equipment - Google Patents

Description

The present invention relates to an information processing method and an information processing device.

There are known a navigation device when a vehicle and a person to be met meet and travel to a destination, and a method for determining a meeting point using the device. In this navigation device or the like, the position information of the person to be met is received via the mobile communication terminal, and the position information, the desired arrival time to the destination, and the travel time or distance to the destination after merging with the person to be met are determined. Calculate the meeting place in consideration. The driver of the vehicle moves toward the destination after getting the person to be met at the calculated meeting place (Patent Document 1).

Japanese Unexamined Patent Publication No. 2008-122157

In the prior art, it is premised that the person to be met moves to the destination of the driver, and the meeting place of the person to be met is calculated after giving priority to the convenience of the driver. Therefore, if the destination of the driver and the destination of the person to be met are different, it is not possible to calculate the optimum meeting place and the optimum disembarkation position for the person to be met, and the driver who is boarding first cannot calculate. Is the problem that even if the driving route is optimal, the driving route that is not optimal for the person to be met later to board is determined, and the overall satisfaction of the user who uses the vehicle cannot be improved. There is.

An object to be solved by the present invention is to provide an information processing method and an information processing device capable of improving the overall satisfaction of a user who uses a vehicle.

The present invention calculates the first travel route of the shared vehicle based on the desired conditions of the first user, and the boarding of the second user based on the desired conditions of the second user and the first travel route. The candidate for the position and the candidate for the disembarkation position are selected, the candidate for the second travel route of the shared vehicle including the candidate for the selected boarding position and the candidate for the disembarkation position is selected, and the shared vehicle selects the candidate for the second travel route. When traveling, the movement cost of the first user until the first user arrives at the destination and the movement cost of the second user until the second user arrives at the destination are calculated. The above problem is solved by determining the traveling route of the shared vehicle based on the moving cost of the first user and the moving cost of the second user.

According to the present invention, since the travel route is determined in consideration of the travel cost of the first user and the travel cost of the second user, not only the user who gets on the vehicle first but also the user who gets on the vehicle later. The optimum travel route can be determined, and the overall satisfaction of the user who uses the vehicle can be improved.

FIG. 1 is a diagram showing a block configuration diagram of an information providing system in the first embodiment. FIG. 2 is a diagram for explaining an example of one of the first traveling paths in the first embodiment. FIG. 3 is a diagram for explaining another example of the first traveling path in the first embodiment. FIG. 4 is a diagram for explaining an example of one of the second traveling paths in the first embodiment. FIG. 5 is a diagram for explaining another example of the second traveling path in the first embodiment. FIG. 6A is a flowchart from receiving the user's desired condition to determining the travel route of the service vehicle. FIG. 6B is a flowchart from receiving the user's desired condition to determining the travel route of the service vehicle. FIG. 6C is a flowchart from receiving the user's desired condition to determining the travel route of the service vehicle. FIG. 7 is a diagram for explaining a disembarkation position and a traveling route set by the controller according to the comparative example. FIG. 8 is a diagram for explaining a disembarkation position and a traveling route set by the controller according to the second embodiment. FIG. 9 is a diagram for explaining a boarding position set by the controller according to the third embodiment. FIG. 10 is a diagram for explaining a disembarkation position set by the controller according to the fourth embodiment. FIG. 11 is a diagram for explaining a method of presenting information to the user according to the fifth embodiment.

Hereinafter, embodiments of the present invention will be described with reference to the drawings.

<< First Embodiment >>
In the present embodiment, the case where the information processing apparatus according to the present invention is applied to a system that provides a service for transferring a plurality of users in a service vehicle will be described as an example. There are various forms of such a system, but in the present embodiment, a system for providing a service in which a plurality of users ride on one service vehicle and move together will be described as an example. Specifically, the information processing device according to the present invention is applied to an information providing system that provides information from a mobility service center that manages service vehicles to users and service vehicles that use service vehicles. .. In the present embodiment, the configuration in which the information processing device is mounted in the mobility service center will be described as an example, but the information processing device may be applied to an in-vehicle device capable of exchanging information with the mobility service center. Further, the information processing method according to the present invention is used in an information processing apparatus described later.

FIG. 1 is a diagram showing a block configuration of the information providing system 1. The information providing system 1 of the present embodiment includes an in-vehicle device 100, a terminal device 200, and a mobility service center 300. The mobility service center 300 can exchange information with the in-vehicle device 100 and exchange information with the terminal device 200 via a telecommunication line.

The in-vehicle device 100 is mounted on the service vehicle V. The service vehicle V is a vehicle shared by a plurality of users, and is a so-called shared vehicle. Examples of the service vehicle V include an electric vehicle having an electric motor as a drive source, an engine vehicle having an internal combustion engine as a drive source, and a hybrid vehicle having both an electric motor and an internal combustion engine as drive sources. The electric vehicle or hybrid vehicle using an electric motor as a drive source includes a type in which a secondary battery is used as a power source for the electric motor and a type in which a fuel cell is used as a power source for the electric motor.

Further, the service vehicle V may be a vehicle for providing a transfer service such as a taxi, or a vehicle that can be automatically driven according to conditions desired by the user and can transfer the user. good. The main body that drives the service vehicle V is not particularly limited, and may be a driver or a travel control device capable of controlling the travel of the vehicle.

Before explaining each configuration shown in FIG. 1, the outline of the method of using the service vehicle in the present embodiment will be described. A user who wants to use the service vehicle can use the service vehicle by making a reservation for using the service vehicle to the mobility service center 300 via the terminal device 200. When making a usage reservation, the user inputs the user's desired conditions into the terminal device 200. The desired conditions include a desired boarding position indicating a desired boarding position, a desired disembarking position indicating a desired disembarking position, a desired boarding time indicating a desired boarding time, and a desired disembarking time indicating a desired disembarking time. Further, when the desired disembarkation position and the user's final destination are different, the desired condition may include the user's final destination. The terminal device 200 has a GPS (Global Positioning System) function capable of specifying the user's current location, and information on the user's current location is added to the user's desired conditions.

At the mobility service center 300, service vehicles are arranged according to the user's desired conditions transmitted from the terminal device 200. When the arrangement of the service vehicle is completed, the mobility service center 300 will check the vehicle information (vehicle type, available time zone) of the service vehicle that can be arranged, the boarding position indicating the position where the user will board, and the user will disembark. The terminal indicates the disembarkation position indicating the position of, the estimated time of arrival at the boarding position indicating the time when the service vehicle arrives at the boarding position, and the estimated time of arrival at the disembarking position indicating the time when the service vehicle arrives at the disembarking position. It is transmitted to the device 200. Further, when another user is already in the service vehicle that can be arranged, the mobility service center 300 also transmits information about the other user to the terminal device 200. The user confirms this information via the terminal device 200. Then, when the user consents to use the service vehicle, the reservation of the service vehicle is completed. The user can board the service vehicle by moving by foot or by means of transportation such as a train so as to arrive at the boarding position by the estimated time of arrival. The above is the basic configuration of the service vehicle usage method in the present embodiment.

Next, each configuration will be described with reference to FIG.

The in-vehicle device 100 includes an input device 110, an output device 120, various sensors 130, a communication device 140, a map information database 150, and an in-vehicle controller 160. Each device constituting the vehicle-mounted device 100 is connected by a CAN (Controller Area Network) or other vehicle-mounted LAN in order to exchange information with each other.

The input device 110 is a device capable of inputting information regarding the use of the service vehicle by the user. Examples of the input device 110 include a touch panel or joystick capable of manually inputting by the user, and a device such as a microphone capable of inputting by the user's voice. The input device 110 outputs the input information of the user on board to the in-vehicle controller 160.

Information from the mobility service center 300 is input to the output device 120 via the vehicle-mounted controller 160. The output device 120 is a device capable of presenting the input information to the user on board. Examples of the output device 120 include a liquid crystal display and a speaker. The information presented by the output device 120 to the user will be described later.

The various sensors 130 detect information regarding the running state of the service vehicle V. The various sensors 130 are divided into devices that detect the running state of the service vehicle V itself and devices that detect the user getting on and off the service vehicle V. Examples of the former device include a vehicle speed sensor that detects the vehicle speed, a radar that detects an obstacle existing around the vehicle, a GPS unit that detects the traveling position of the vehicle, and the like. Examples of the latter device include an authentication device that authenticates whether or not the user is a user who uses the service vehicle V. For example, as an authentication device, a device capable of communication by NFC (Near Field Communication) can be mentioned. The authentication device reads the user's ID information from the terminal device 200 or the like at the timing when the user gets on the service vehicle V. The various sensors 130 output the detected information to the vehicle-mounted controller 160.

The communication device 140 is a device capable of communicating with the communication device 320 included in the mobility service center 300 via a telephone line network or the like. The communication device 140 outputs the received information to the vehicle-mounted controller 160, and transmits the information input from the vehicle-mounted controller 160 to the mobility service center 300.

The map information database 150 stores road information and map information. The map information database 150 is a database that can be accessed from the vehicle-mounted controller 160, and outputs information according to the access from the vehicle-mounted controller 160 to the vehicle-mounted controller 160. The road information includes information on each road type (general road, motorway, bridge, tunnel, etc.).

The in-vehicle controller 160 is a device for controlling the running of the service vehicle V. The in-vehicle controller 160 includes a ROM (Read Only Memory) that stores a program that controls the running of the vehicle, a CPU (Central Processing Unit) that executes the program stored in the ROM, and a RAM that functions as an accessible storage device. It consists of (Random Access Memory).

The in-vehicle controller 160 executes a program stored in the ROM by the CPU to drive the service vehicle V along the travel route transmitted from the mobility service center 300, or to provide driving support for traveling. It is provided with a function, a user authentication function for authenticating the user, and a user response function for opening and closing the door at the boarding position or the getting-off position.

The in-vehicle controller 160 travels the service vehicle V or executes driving support along the travel route transmitted from the mobility service center 300 by the travel control function. For example, when the service vehicle V is a taxi, the in-vehicle controller 160 executes driving support for presenting information on the traveling route to the driver via the output device 120, so that the driver drives along the traveling route. Can be done. Further, for example, in the case where the service vehicle V is a vehicle that can be automatically driven regardless of the driver, the in-vehicle controller 160 follows the travel path with respect to various drive devices (shown in the attached illustration) of the service vehicle V. It controls so that it can run smoothly. Further, the in-vehicle controller 160 uses the map information and the road information stored in the map information database 150 when the service vehicle V is driven along the traveling route.

The in-vehicle controller 160 authenticates the user who intends to get on the vehicle by the user authentication function as to whether or not the user is using the service vehicle V. For example, when the in-vehicle controller 160 acquires the user ID from the authentication devices included in the various sensors 130, the in-vehicle controller 160 requests the mobility service center 300 for the ID information of the reserved user and performs the collation work.

The in-vehicle controller 160 blinks a direction indicator or a hazard to indicate that the vehicle is stopped at the timing when the user gets on and off the service vehicle V by the user response function, and executes door opening / closing control.

Next, the terminal device 200 will be described. The terminal device 200 includes an input device 210, an output device 220, a communication device 230, and a controller 240. The terminal device 200 is portable to the user and capable of wireless communication. Examples of the terminal device 200 include a notebook computer, a tablet terminal, a smart phone, and the like.

The input device 210 is a member capable of inputting various information by the user, and examples thereof include a touch panel or a joystick capable of manually inputting by the user. When using the service vehicle, the user can input desired conditions such as a desired boarding position via the input device 210. Further, with respect to the proposal information from the mobility service center 300, the user can approve or reject the proposal information via the input device 210. The input device 210 outputs the information input by the user to the controller 240.

Information from the mobility service center 300 is input to the output device 220 via the communication device 230 and the controller 240. The output device 220 is a device that presents information from the mobility service center 300 to the user, and examples thereof include a display and a speaker.

The communication device 230 is a device capable of communicating with the communication device 320 included in the mobility service center 300 via a telephone line network or the like. The communication device 230 outputs the information received from the mobility service center 300 to the controller 240, and transmits the information input from the controller 240 to the mobility service center 300.

The controller 240 is a control device capable of executing a predetermined program or the like to start using the service vehicle when the user uses the service vehicle, and is composed of a CPU, a ROM, and a RAM. For example, the controller 240 stores a dedicated application for using the service vehicle in the ROM in advance. When the user operates to start the application via the input device 210, the controller 240 executes the dedicated application. As a result, the output device 220 displays the screen of the dedicated application, and the user can use the service vehicle.

Next, the mobility service center 300 will be described. The mobility service center 300 is a facility equipped with a server 310 and manages service vehicles. The mobility service center 300 collects all kinds of information in order to calculate the optimum boarding position, the optimum getting-off position, and the optimum traveling route for the user who uses the service vehicle. Specifically, the mobility service center 300 collects information on desired conditions for the service vehicle of the user, information on the position of the service vehicle, road traffic information, and weather information. In the mobility service center 300, various processes such as arrangement of service vehicles, calculation of boarding position and disembarking position, calculation of traveling route, etc. are performed based on the collected information and the information stored in the database provided in the server 310 described later. Is done serially or in parallel. The server 310 is a device that executes these processes.

The server 310 includes a communication device 320, a road map information database 330, a road traffic information database 340, a facility map information database 350, and a controller 360.

The communication device 320 is a device capable of communicating with the communication device 140 included in the service vehicle V and the communication device 230 included in the terminal device 200 via a telephone line network or the like.

Further, the communication device 320 is a device capable of communicating with the communication device 410 included in the road traffic information collecting device 400, as shown in FIG. 1, in order for the controller 360 to grasp the current traffic situation in real time.

The road traffic information collecting device 400 is installed, for example, on a general road or an expressway. Traffic conditions include traffic congestion information, traffic obstacle information (including accident information, road cleaning work information, road construction information, road obstacle information, and road surface freezing information), and traffic regulation information (traffic closure). Alternatively, it includes information on closure, information on slowing down, information on entrance restrictions, information on entrance closure, information on speed regulation, information on prohibition of entry, information on lane regulation).

The communication device 320 can communicate not only with the vehicle information and communication system 400 but also with the vehicle information and communication system VICS (registered trademark) (Vehicle Information and Communication System), and the controller 360 is from the VICS. It is also possible to grasp the current traffic situation based on the information. The communication device 320 outputs the information received from the road traffic information collecting device 400 to the road traffic information database 340 via the controller 360.

The communication device 320 outputs the information received from the in-vehicle device 100, the terminal device 200, and the road traffic information collecting device 400 to the controller 360, and transmits the information input from the controller 360 to the in-vehicle device 100 or the terminal device 200. do.

The road map information database 330 stores map information and road information for the controller 360 to calculate the travel route of the service vehicle V. Map information and road information are information expressed by a combination of links and nodes. The updated map information and road information are input to the road map information database 330 at predetermined intervals. As a result, the controller 360 can calculate the travel route of the service vehicle V according to the actual terrain and the actual road shape.

The information collected by the road traffic information collecting device 400 is input to the road traffic information database 340 at predetermined intervals. The road traffic information database 340 stores the latest traffic congestion information, the latest traffic obstacle information, and the latest traffic regulation information. As a result, the controller 360 can calculate the travel route of the service vehicle V according to the actual traffic condition.

The facility map information database 350 stores the map information of the facility for the controller 360 to calculate the travel route of the service vehicle V. A facility is a facility that can be a destination for a user. For example, commercial facilities such as shopping malls, public facilities such as city halls, schools and hospitals, and leisure facilities such as amusement parks can be mentioned. The map information of the facility includes the location of the facility, the location of the entrance / exit and the location of the parking lot provided in the facility, the floor map of the facility, and the like.

The controller 360 is a control device for managing the service vehicle V, and is composed of a CPU, a ROM, and a RAM. The controller 360 has a user confirmation function for confirming the user's desired conditions by executing a program stored in the ROM by the CPU, and a service vehicle management function for confirming the status of the service vehicle V and arranging the service vehicle V. , The first movement route candidate list function that lists a plurality of first movement route candidates from the user's current location to the final destination, and the movement cost is calculated for each first movement route candidate, and the first movement cost is calculated based on the movement cost. 1 The first movement route identification function that identifies the optimum first movement route from the movement route candidates, and the first travel route determination function that determines the first travel route of the service vehicle V based on the first movement route. , A first travel route notification function for notifying the in-vehicle device 100 and the terminal device 200 of information regarding the first travel route.

Further, the controller 360 has a second movement route candidate list-up function that lists a plurality of second movement route candidates that can substitute for the first movement route, and calculates a movement cost for each second movement route candidate, and moves the movement cost. The second travel route identification function that identifies the optimum second travel route from the second travel route candidates based on the above, and the second travel that determines the second travel route of the service vehicle V based on the second travel route. It includes a route determination function and a second travel route notification function for notifying the in-vehicle device 100 and the terminal device 200 of information about the second travel route.

The controller 360 confirms the content of the user's desired condition by the user confirmation function. The user's desired conditions include the desired boarding position, desired disembarking position, desired boarding time, desired disembarking time, and information on the user's current location, which are input by the user.

Further, the user's desired condition may include not only the desired disembarkation position but also the final destination. If the final destination is not included in the desired conditions, the controller 360 treats the desired disembarkation position as the final destination. Further, when the desired boarding position is not included in the desired condition, the controller 360 treats the user's current location as the desired boarding position. The desired boarding position and the desired disembarking position are not limited to the positions on the road on which the service vehicle V travels, and may be positions within the facility.

Further, in the present embodiment, the user's desired condition includes an allowable delay time indicating a time that the user can tolerate for a delay caused by a synergistic user. The allowable delay time is a time that can be set by the user in minutes or hours.

The controller 360 temporarily stores various types of information confirmed by the user confirmation function in a RAM or the like. As a result, the controller 360 can use information on the user's current location, desired boarding position, desired disembarking position, desired boarding time, desired disembarking time, final destination, and allowable delay time in each function described later.

First, the service vehicle management function will be described. The controller 360 confirms the current status of the service vehicle V by the service vehicle management function, and arranges the service vehicle V most suitable for the user's desired conditions. The controller 360 is not limited to the waiting service vehicle V, but the running service vehicle V is the target of the status confirmation.

The controller 360 confirms the status of the running service vehicle V based on the probe information transmitted from the service vehicle V. For example, the service vehicle V transmits probe information including information on the current location to the mobility service center 300 at predetermined intervals. In this case, the controller 360 can grasp the current location of the running service vehicle V based on the probe information.

Further, for example, the controller 360 has a schedule table for managing the usage status of the service vehicle V, and confirms the status of the service vehicle V on standby based on the schedule table. Then, when the controller 360 grasps the current status of the plurality of service vehicles V from the probe information and the schedule table, the controller 360 identifies and identifies the service vehicle V satisfying the user's desired condition from the plurality of service vehicles V. The service vehicle V is assigned to the user who wants to use the service vehicle.

Next, the first movement route candidate list-up function will be described. The controller 360 selects a plurality of first movement route candidates from the current location of one user to the final destination based on the desired conditions of one user by the first movement route candidate list-up function.

Here, the configuration of the movement route will be described. The movement route indicates the entire movement route obtained by adding the movement route for the service vehicle V to move and the movement route for the user to move. The movement route for the service vehicle V to move is a travel route on which the service vehicle V travels. In addition, the movement route for the user to move includes a movement route for the user to move from the current location to the boarding position by a transportation means other than the service vehicle such as a walk or a train (hereinafter, a transportation means such as a walk). A movement route for the user to move from the disembarkation position to the final destination by means of transportation such as walking is included. The movement route for the user to move may be a part of the movement route for the service vehicle V to move. In this case, the user's current location, boarding position, disembarking position, and final destination are located on the travel path of the service vehicle V. Further, the movement route for the user to move does not have to be a part of the movement route for the service vehicle V to move. In this case, at least one of the user's current location, boarding position, disembarking position, and final destination is not located on the travel path of the service vehicle V. In the present embodiment, the current location and the boarding position are different positions, and the disembarking position and the final destination are also different positions.

Further, regarding the movement route candidates (also referred to as movement route candidates) described later, the boarding position in the above-mentioned movement route is replaced with the boarding position candidate (also referred to as the boarding position candidate), and the disembarkation position in the movement route is the disembarkation position. It is replaced with a candidate (also called a drop-off position candidate). That is, the movement route candidates are a movement route candidate for the user to move from the current location to the boarding position candidate by a moving means such as walking, and a moving route candidate for the user to move from the disembarking position candidate to the final destination by a moving means such as walking. The movement route candidate for the service vehicle V and the travel route candidate on which the service vehicle V travels are included.

First, the controller 360 selects a plurality of boarding position candidates and a plurality of disembarking position candidates. The selection of a plurality of boarding position candidates will be described as an example. The controller 360 selects a plurality of boarding position candidates within a predetermined range from the desired boarding position. For example, the controller 360 accesses the road map information database 330 or the facility map information database 350, and is a boarding position candidate for a node around the desired boarding position and a POI (Point Of Interest) around the desired boarding position. To set. The predetermined range includes, for example, a range in which the vehicle can be moved on foot within an allowable delay time from the desired boarding position.

The range around the desired boarding position is not particularly limited, but a range in which the means of moving from the current location to the desired boarding position and the means of moving from the current location to the candidate boarding position do not change is preferable. For example, when the desired boarding position is set within walking distance from the current location, the controller 360 does not set the boarding position candidate at the position where train movement is required, but sets the boarding position candidate within the range where walking movement is possible. The controller 360 also sets the desired boarding position as one of the boarding position candidates.

The controller 360 selects a plurality of drop-off position candidates within a predetermined range from the desired drop-off position by the same method as the above-mentioned method. The controller 360 also sets the desired disembarkation position as one of the disembarkation position candidates.

Next, the controller 360 calculates a candidate for the first movement route (also referred to as a first movement route candidate) for each combination of the boarding position candidate and the disembarking position candidate. The first movement route candidates include a movement route candidate from the user's current location to one boarding position candidate, a movement route candidate from one disembarkation position candidate to the final destination, and one boarding position from the current location of the service vehicle V. A travel route candidate (also referred to as a first travel route candidate) of the service vehicle V to one disembarkation position candidate via the candidate is included.

For example, the controller 360 calculates the movement route candidate and the travel route candidate, respectively, and sets them as one first movement route candidate. The controller 360 selects a plurality of first movement route candidates by repeatedly executing the above-described processing for the number of combinations of the boarding position candidate and the disembarking position candidate.

Next, the first movement route specifying function will be described. The controller 360 calculates the movement cost for each first movement route candidate by the first movement route identification function.

Here, the movement cost will be described. The movement cost is any cost required for the user to move from the current location to the final destination, and in the present embodiment, the time, the fee, the physical load, and the user's preference are quantified. In this embodiment, the travel cost is represented by the user cost (TUC). The user cost (TUC) is composed of each cost as shown by the following formula. The controller 360 calculates each cost shown below and uses it as a movement cost. Each cost will be described.

User cost (TUC) = Access cost (AC) + Waiting time cost (WC) + Boarding time cost (TC) + Egress cost (EC) + Fare (FARE) + Preference cost (FC)

Access cost (AC): Cost indicated by the time and load required for the user to walk from the current location to the boarding position AC = M (1 + a) (distance LU _org-PU from the user's current location to the boarding position) / (User walking speed V _USR )

Waiting time cost (WC): Cost indicated by the waiting time at the boarding position and the load applied to the user WC = M (1 + b) {(distance from the current location of the service vehicle V to the boarding position LV _org-PU ) / ( Road driving speed V _ROAD )-(LU _org-PU / V _USR )}

Boarding time cost (TC): Cost indicated by the time required for the user to move from the boarding position to the disembarking position by the service vehicle V TC = M (distance from the boarding position to the disembarking position L _PU-DO ) / V _ROAD

Egress cost (EC): Cost indicated by the time and load required for the user to walk from the disembarkation position to the final destination EC = M (1 + a) (distance L _DO-Udes from the disembarkation position to the final destination) / V _USR

Fare (FARE): Cost of using the service vehicle V from the boarding position to the disembarking position

Preference cost (FC): A cost other than the above-mentioned cost, which is a quantified cost of the user's preference for the traveling route.

M: Time value monetary conversion coefficient a: Coefficient for converting the load applied by walking on foot to time value b: Coefficient for converting the load applied while waiting for the service vehicle V at the boarding position to time value

The access cost (AC) is the cost required for the user to move from the current location to the boarding position on foot. If the user's current location and the boarding position are the same (when the service vehicle V arrives at the current location), the access cost (AC) becomes zero. The current location in terms of access cost (AC) is a point where the terminal device 200 transmits the user's desired condition to the mobility service center 300.

The waiting time cost (WC) is a cost required while the user is waiting for the arrival of the service vehicle V at the boarding position. The waiting time cost (WC) includes not only the waiting time but also the physical load on the user (for example, mental and physical fatigue).

The egress cost (EC) is the cost required for the user to walk from the disembarkation position to the final destination. If the disembarkation position and the final destination are the same (when the service vehicle V arrives at the final destination), the egress cost (EC) becomes zero.

As shown in the above equation, the access cost (AC) and the egress cost (EC) are the value of the time required for walking movement (coefficient M) and the physical load on the user (coefficient a) due to walking movement. ) Is taken into consideration.

Road driving speed V _ROAD indicates the speed of a typical vehicle on each road. For example, the speed in the current traffic condition stored in the road traffic information database 340 is used. On a congested road, the value of the _{road traveling speed V ROAD becomes small.} In addition, the value of the _{road traveling speed V ROAD} is zero on a road in a section that cannot be passed due to traffic restrictions or the like.

The walking speed _{of the user VUSR} indicates the walking speed of the user. For example, in the road map information database 330, the average walking speed of the user is associated with the link of each road. The coefficient a is a coefficient that converts the load due to walking movement into the value of time. For example, when the user is a handicapped person, an elderly person, a pregnant woman, or when the user is carrying an infant, the load due to walking movement becomes large, so the coefficient a is set to be larger than the average value. By quantifying the load due to walking movement, the first movement route having a short walking distance is specified.

When the user's attributes (gender, age, etc.) are included in the probe information, the controller 360 uses _{preset values for the walking speed VUSR} and the coefficient a according to the user's attributes. Further, the controller 360 stores the walking speed _VUSR and the coefficient a used for calculating the movement cost in the database, so that the values with a proven track record can be used from the next time onward. _{The user can change the walking speed V USR} and the coefficient a by inputting the gender, age, etc. to the terminal device 200 and directly setting the walking speed V _USR and the coefficient a.

The coefficient b is a coefficient that converts the physical load on the user while waiting at the boarding position into the value of time. The controller 360 can change the coefficients a and b according to the weather and the temperature. For example, in rainy weather or cold and hot weather, the controller 360 sets the coefficients a and b larger than the average value in consideration of the fact that the load on the user is large when moving or waiting outdoors. As a result, the first movement route that shortens the walking movement or the waiting time is specified.

The coefficient M is a predetermined coefficient provided for convenience in converting the value of time into money. The coefficient M is preferably a value obtained experimentally.

The fare (FARE) is the cost of using the service vehicle V from the boarding position to the disembarking position. The fare (FARE) may be a flat fare or a variable fare as expressed as a function of mileage or boarding time. In the present embodiment, the controller 360 uses a fare (FARE) that varies depending on the mileage or boarding time. As a result, the first travel route that minimizes the charge (FARE) is specified.

The preference cost (FC) is a cost obtained by quantifying the user's preference for the travel route of the service vehicle V. The controller 360 can index the running smoothness of the service vehicle V. For example, the controller 360 travels according to the number of left / right turns and lane changes assumed when traveling on the traveling route, the number of intersections included in the traveling route, and the degree of pavement of the road to be traveled. Index smoothness. Further, the controller 360 can index the landscape from the service vehicle V when the service vehicle V travels on the traveling route. For example, the controller 360 can predict the landscape from the service vehicle V when the service vehicle V travels on the travel route from the map information included in the road map information database 330, and the service can be predicted according to the prediction result. Index the landscape from vehicle V.

Then, the controller 360 sets the preference cost (FC) in the function with the indexed smoothness of running and the landscape from the service vehicle V as arguments, so that the preference of the user is reflected. The movement route can be set. For example, when the user wants to work on the personal computer in the service vehicle V, the user adds that fact to the desired conditions when using the service vehicle V. As a result, the controller 360 can preferentially set a traveling route traveling on a straight road and a traveling route traveling on a paved road with less unevenness, with a small number of right / left turns. Further, for example, when the user wants to move on a road with a good landscape, the user similarly adds that fact to the desired conditions. As a result, the controller 360 can preferentially set a travel route traveling on a scenic road from the service vehicle V.

The controller 360 calculates the movement cost including each of the above-mentioned costs for each first movement route candidate by the first movement route identification function. Then, the controller 360 identifies the optimum first movement route from the plurality of first movement route candidates based on the movement cost. In the present embodiment, the controller 360 specifies the first movement route candidate having the smallest movement cost value as the optimum first movement route. For example, the controller 360 rearranges a plurality of first movement route candidates in ascending order of movement cost to specify the first movement route candidate having the smallest movement cost and use it as the first movement route. Further, the controller 360 can select a plurality of first movement route candidates whose movement cost is smaller than a predetermined value.

Next, the first traveling route determination function will be described. The controller 360 determines the first travel route, which is the travel route of the service vehicle V, from the first movement route specified by the first movement route identification function. The controller 360 extracts the travel route of the service vehicle V from the first travel route, excluding the travel route by the transportation means such as walking by the user.

In addition, the controller 360 determines the first travel route of the service vehicle V, extracts the boarding position and the disembarking position included in the determined first traveling route, and specifies the boarding position and the disembarking position. Further, the controller 360 specifies the estimated time of arrival of the service vehicle V at the boarding position and the estimated time of arrival of the service vehicle V at the disembarkation position as the estimated time of arrival at each point of the service vehicle V. Further, the controller 360 specifies the estimated time of arrival at the boarding position of the user and the estimated time of arrival at the final purpose of the user as the estimated time of arrival at each point of the user.

Next, the first travel route notification function will be described. The controller 360 transmits information about the first travel route to the in-vehicle device 100 and the terminal device 200 by the first travel route notification function. The information on the first travel route includes the position information of the boarding position and the disembarking position, the guidance information of the moving route to the user's boarding position and the moving route to the final destination, and the estimated time of arrival at each point of the user. , The guidance information of the first traveling route, the estimated time of arrival at each point of the service vehicle V, and the information prompting the user to consent to the information are included. The user confirms the information regarding the first traveling route as a reply from the mobility service center 300 to the desired condition, and determines whether or not to accept the information.

Further, when the controller 360 selects a plurality of first movement route candidates whose movement cost is smaller than a predetermined value by the first movement route identification function, the first travel route is in ascending order of the movement cost. Information is transmitted to the vehicle-mounted device 100 and the terminal device 200. The user can confirm the information regarding the first traveling route in ascending order of the moving cost, and determines whether or not to accept the information.

When the user accepts the information from the mobility service center 300, the controller 360 transmits the information regarding the first travel route to the in-vehicle device 100. The driver (driver or travel control device) of the service vehicle V confirms the position of the boarding position and the estimated time of arrival at the boarding position, and drives the service vehicle V to the boarding position.

A specific example of the first travel route determined by the first travel route determination function will be described with reference to FIGS. 2 and 3. FIG. 2 is a diagram for explaining one example of the first traveling route, and FIG. 3 is a diagram for explaining another example of the first traveling route. In FIGS. 2 and 3, it is assumed that no other user is on the service vehicle V used by the user.

Figure 2 is an attempt to utilize the user M service vehicle V, the terminal device in the context entered the desired conditions to 200, mobility services first travel path controller 360 of the center 300 as the optimal travel route of the service vehicle V R ₁ Shows the scene that specified. It is assumed that the user M inputs the desired boarding position PU _{M (0)} , which is the current location, and the desired disembarking position DO _{M (0)} , which is the final destination, to the terminal device 200 as desired conditions. The travel route R ₀ indicates the travel route of the service vehicle V from the current location of the service vehicle V to the desired disembarkation position DOM _{(0) via the desired boarding position PU M (0)} .

In the example of FIG. 2, when the controller 360 receives the desired condition of the user M, the controller 360 first selects a plurality of boarding position candidate PU _{M (i) in the range around the desired boarding position PU M (0)} and desires. A plurality of drop-off position candidates DO _{M (j)} are selected around the drop-off position DO _{M (0).} i and j are integers. The controller 360 calculates the first movement route for each combination of the boarding position candidate PU _{M (i)} and the disembarking position candidate DOM _(i) , and also calculates the movement cost for each first movement route.

Then, the controller 360 identifies the first travel path movement cost is minimized, based on the first movement path identified sets the first traveling path R ₁ shown in FIG. Further, the controller 360 sets the boarding position PU _{M (1)} as the boarding position of the user M and the disembarking position DOM _{(1) as the disembarking position of the user M.} Controller 360, the information about the first travel path _{R 1,} and transmits to the terminal device 200 by the user M has. For convenience of explanation, both i and j are set to "1".

In the example of FIG. 2 will be described effects of the service vehicle V is traveling the first travel path R _1. If the service vehicle V tries to travel according to the user's desired conditions, the service vehicle V moves along the _{travel path R0.} In this case, in order to board the user M, the service vehicle V moves three blocks _{from the current location to the desired boarding position PU M (0).} User M will be kept waiting while the service vehicle V is moving three blocks. Further, in order to disembark the user M, the service vehicle V is set to a position where it can be reached by detouring the _{desired disembarkation position DOM (0), so that the service vehicle V detours and arrives at the final destination.} ..

On the other hand, if the service vehicle V has traveled along the first travel path R _1, in order to ride the user M, the service vehicle V, until arriving at the riding position PU M ₍₁₎ from the current location 1 Move blocks. While the service vehicle V is moving one block, the user M walks to the boarding position PU _{M (1)} within walking distance from the current location in order to approach the service vehicle V by himself / herself. Further, in order to disembark the user M, the service vehicle V is _{set to a position where the disembarkation position DO M (1)} can be reached without detouring, so that the service vehicle V moves without detouring and the disembarkation position DO _{M (1). )} Arrives. After getting off, the user M arrives at the final destination by moving on foot to the desired getting-off position DO _{M (0) located in the opposite lane.}

In this way, when the service vehicle V travels on the first travel route R ₁ , the travel distance to the boarding position PU _{M (1)} becomes shorter, so that the user M moves along the _{travel route R 0 at the current location.} It is possible to board at the _{boarding position PU M (1)} earlier than waiting for the arrival of the vehicle V. Further, since the service vehicle V _{arrives at the disembarkation position DO M (1)} without detouring, the user M disembarks earlier than _{the service vehicle V arrives at the desired disembarkation position DO M (0)} along the detour route. Arrive at position DOM _(1). By moving to the opposite lane on foot, the user M can eventually arrive at the final destination earlier than disembarking _{at the desired disembarkation position DO M (0).}

3, as in the example of FIG. 2 shows a scene in which the controller 360 of the Mobility Service Center 300 has identified the first travel route R ₁ as the optimal travel route of the service vehicle V. The desired boarding position PU _{M (0)} indicates the user's current location, and the desired disembarking position DO _{M (0)} indicates the user's final destination. The travel route R ₀ indicates the travel route of the service vehicle V from the current location of the service vehicle V to the desired disembarkation position DOM _{(0) via the desired boarding position PU M (0)} . Further, in the example of FIG. 3, in the road in front of the desired riding position PU M _(0), traffic congestion is generated near desired riding position PU M _(0). In addition, the road in front of the desired drop-off position DO M _(0), traffic congestion has occurred in the vicinity of the desired drop-off position DO M _(0).

In the example of FIG. 3, _{the setting method of the first traveling path R 1} , the boarding position PU _{M (1)} , and the disembarking position DOM _{(1) is} the same as the setting method in the example of FIG. To be used. The controller 360 may first travel path _{R 1,} the riding position _{PU M (1),} and in the process of setting the getting-off position _{DO M (1),} accesses the traffic information database 340, each shown in FIG. 3 We are aware of traffic congestion on the road.

In the example of FIG. 3 will be described effects of the service vehicle V is traveling the first travel path R _1. If the service vehicle V travels on the travel route R ₀ according to the user's desired conditions, in order for the user M to board the service vehicle V until the service vehicle V arrives at the _{desired boarding position PU M (0) from the current location.} In addition, move on a road with heavy traffic. The user M has to wait for the arrival of the service vehicle V to be delayed due to traffic congestion. Further, in order to disembark the user M, the service vehicle V _{moves on the congested road because the desired disembarkation position DOM (0)} is set to the position facing the congested road.

On the other hand, the service vehicle V when the vehicle travels along the first travel path R _1, in order to ride the user M, the service vehicle V, transportation until arrival from the current position to the riding position PU M ₍₁₎ Move on a road that is not congested. The user M walks _{to the boarding position PU M (1)} one block ahead of the current location in order to avoid the congested road. Further, in order to disembark the user M, the service vehicle V is set at a position in front of the road where the traffic is congested at the _{disembarkation position DO M (1), so that the service vehicle V does not pass through the congested road.} Move and arrive at the disembarkation position DOM _(1). After getting off, the user M arrives at the final destination by moving on foot along the congested road.

Thus, the service vehicle V is traveling a first traveling path R _1, in order to arrive at the boarding position PU M avoiding traffic jams _(1), the user M can service vehicles traveling road traffic congestion at the current location It is possible to board at the _{boarding position PU M (1)} earlier than waiting for the arrival of V. In addition, in order to arrive at the service vehicle V is getting off position in front of the road on which the traffic jam DO M _(1), the user M is desired drop-off position by moving the road service vehicle V is traffic congestion DO _M Arrive at the disembarkation position DO _{M (1) earlier than the arrival at (0)} . By moving along the congested road on foot, the user M can eventually arrive at the final destination earlier than disembarking _{at the desired disembarkation position DOM (0).}

Returning to FIG. 1, the functions provided by the controller 360 will be described.

The second movement route candidate list-up function will be described. When the controller 360 receives a desired condition from another user in the scene where the service vehicle V is traveling on the first travel route, the controller 360 receives a desired condition from another user, and in order to share the other user with the service vehicle V, the second movement route candidate list. Execute processing by the up function. The controller 360 selects a plurality of second movement route candidates that can substitute for the first movement route by the second movement route candidate list-up function.

Hereinafter, for convenience of explanation, a user who is on the service vehicle V traveling on the first travel route, that is, a user who uses the service vehicle first is set as the first user, and a user who uses the service vehicle later. Is the second user. Further, the disembarkation position of the first user on the first travel path is set as the initial first boarding position, the disembarkation position of the first user on the second travel path is set as the first disembarkation position, and the boarding position of the second user is set as the second boarding position. The position is defined as the disembarkation position of the second user, and the disembarkation position of the second user is defined as the second disembarkation position. The order of getting off the first user and the second user is not particularly limited, and either one may get off first.

First, the controller 360 selects a plurality of second user's boarding position candidates (also referred to as second boarding position candidates) around the second user's desired boarding position. Since the setting method is the same as the above-described first movement candidate list-up function, the description thereof will be incorporated. Further, the controller 360 selects a plurality of second user disembarkation position candidates (also referred to as second disembarkation position candidates) around the second user's desired disembarkation position.

Next, the controller 360 selects a plurality of first user disembarkation position candidates (also referred to as first disembarkation position candidates) around the initial first disembarkation position. Since the setting method is the same as the first movement candidate list-up function described above, the description thereof will be incorporated.

Then, the controller 360 calculates a candidate for the second movement route (also referred to as a second movement route candidate) for each combination of the second boarding position candidate, the second disembarkation position candidate, and the first disembarkation position candidate.

The second movement route candidate includes different movement routes depending on the disembarkation order of the first user and the second user. When the second user disembarks first, the second movement route candidate is the first disembarkation from the current location on the first travel route of the service vehicle V via the second boarding position candidate and the second disembarkation position candidate. The service vehicle V to the position candidate includes a travel route candidate (also referred to as a second travel route candidate) and a travel route candidate from the first disembarkation position candidate to the final destination of the first user.

On the contrary, when the first user disembarks first, the second movement route candidate is the first from the current location on the first travel route of the service vehicle V via the second boarding position candidate and the first disembarking position candidate. 2. The travel route candidate of the service vehicle V up to the disembarkation position candidate and the movement route candidate from the second disembarkation position candidate to the final destination of the second user are included.

For example, the controller 360 calculates the travel route candidate and the travel route candidate, respectively, and uses them as one second travel route candidate. The controller 360 selects a plurality of second movement route candidates by repeatedly executing the above-described processing for the number of combinations of the second boarding position candidate, the second disembarking position candidate, and the first disembarking position candidate.

Next, the second movement route specifying function will be described. The controller 360 calculates the movement cost of each user for each second movement route candidate by the second movement route identification function. Since the movement cost is the same as the content explained in the first movement route candidate identification function, the explanation is incorporated.

The controller 360 calculates the movement cost including each of the above-mentioned costs for each of the second movement route candidates by the second movement route identification function. That is, the controller 360 includes the movement cost (also referred to as the first movement cost) required for the first user to arrive at the final destination when the service vehicle V travels on the second travel route candidate, and the second user. Calculate the travel cost (also called the second travel cost) required to reach the final destination.

Then, the controller 360 identifies the optimum second movement route from the plurality of second movement route candidates based on the first movement cost and the second movement cost. In the present embodiment, the controller 360 specifies the second movement route candidate having the smallest value of the first movement cost as the optimum second movement route. For example, the controller 360 identifies the second movement route candidate having the smallest first movement cost by rearranging the plurality of second movement route candidates in ascending order of the first movement cost, and sets the second movement route candidate as the second movement route. Further, the controller 360 can select a plurality of second movement route candidates whose movement cost is smaller than a predetermined value. The criterion for specifying the second movement route is not limited to the minimum value of the first movement cost, and the controller 360 selects the second movement route candidate having the minimum value of the second movement cost. , May be specified as the optimum second movement route. Further, the second movement route candidate having the smallest total value of the first movement cost and the second movement cost may be the optimum second movement route.

Next, the second traveling route determination function will be described. The controller 360 determines the second travel route, which is the travel route of the service vehicle V, from the second movement route specified by the second movement route identification function. The controller 360 extracts the travel route of the service vehicle V from the second travel route, excluding the travel route by the transportation means such as walking by the user.

Further, the controller 360 determines the second travel route of the service vehicle V, and extracts the second boarding position, the second disembarking position, and the first disembarking position included in the determined second traveling route. , Specify the boarding position and the getting-off position of each user. Further, the controller 360 has an estimated time of arrival of the service vehicle V at the second boarding position, an estimated time of arrival of the service vehicle V at the second disembarkation position, and an estimated time of arrival of the service vehicle V at the first disembarkation position. Is specified as the estimated time of arrival of the service vehicle V at each point. Further, the controller 360 specifies the estimated time of arrival of the second user at the second boarding position and the estimated time of arrival of the second user at the final destination as the estimated time of arrival at each point of the second user. .. In addition, the controller 360 specifies the estimated time of arrival of the first user at the final destination.

Next, the second travel route notification function will be described. The controller 360 transmits information about the second travel route to the in-vehicle device 100 and the terminal device 200 owned by each user by the second travel route notification function. The information regarding the second travel route includes the position information of the second boarding position, the second disembarking position, and the first disembarking position, the moving route to the second boarding position, and the moving route to the final destination of the second user. Guidance information, estimated time of arrival at each point of the second user, guidance information of the movement route to the final destination of the first user, estimated time of arrival at the final destination of the first user, and second travel. It includes route guidance information, estimated time of arrival of the service vehicle V at each point, and information prompting each user to consent to the information.

The second user confirms the information regarding the second traveling route as a reply from the mobility service center 300 to the desired condition, and determines whether or not to accept the information. In addition, the first user confirms the information regarding the second traveling route in the vehicle of the traveling service vehicle V, and determines whether or not to accept the information. Then, if both users approve, the controller 360 transmits the information regarding the second traveling route to the in-vehicle device 100. The driver (driver or travel control device) of the service vehicle V confirms the position of the second boarding position and the estimated time of arrival at the second boarding position, and drives the service vehicle V to the second boarding position. As a result, it is possible to synergize with the service vehicle V in use.

A specific example of the second traveling route determined by the second traveling route determining function will be described with reference to FIGS. 4 and 5. FIG. 4 is a diagram for explaining one example of the second traveling path, and FIG. 5 is a diagram for explaining another example of the second traveling path.

_{FIG. 4 shows a second travel path R 2} as the optimum travel route of the service vehicle V by the controller 360 of the mobility service center 300 when the user N inputs a desired condition to the terminal device 200 in order to use the service vehicle V. Shows the scene that specified. The user M is the first user who uses the service vehicle V first, and is boarding at the first boarding position PU _{M (1)} . Further, the first travel route R ₁ indicates an optimum travel route determined based on the desired conditions of the user M by the first travel route determination function of the controller 360. Service vehicle V, in order to dismount the user M in the first drop-off position DO M _(1), moving along the first travel path R _1. The user N is a second user who uses the service vehicle V later, and as a desired condition, the desired boarding position PUN _{(0) , which is the current location, and the desired disembarking position DON (0)} , which is the final destination, are set as terminal devices. It is assumed that the input is entered in 200. _{The desired disembarkation position DN (0)} of the user N is a position on a narrow road (for example, a narrow street). Further, in the example of FIG. 4, the user N who uses the service vehicle V later gets off before the user M who is on board.

In the example of FIG. 4, when the controller 360 receives the desired condition of the user N, first, a plurality of second boarding position candidate PU _{Ns (i)} in _{the range around the desired boarding position PU N (0) of the user N,} A plurality of second disembarkation position candidates DON _(j) around the desired disembarkation position DO _{N (0)} of the user N, and a plurality of first disembarkation positions in the range around the first disembarkation position DO _{M (1) of the user M.} Candidate DOM _(k) , is set. i, j, and k are integers. The controller 360 calculates the second movement route for each combination of the second boarding position candidate PU _{M (i)} , the second disembarking position candidate DOM _(i) , and the first disembarking position candidate DOM _(k). , The first movement cost and the second movement cost are calculated for each second movement route.

Then, the controller 360, the first movement cost identifies the second movement path with the smallest, based on a second movement path identified, setting a second travel path R ₂ shown in FIG. Further, the controller 360 sets the second boarding position PUN ₍₂₎ as the boarding position of the user N and the second disembarking position DON _{(2) as the disembarking position of the user N.} The controller 360 transmits information about the second travel path R ₂ to the terminal device 200 owned by the user N and also to the terminal device 200 owned by the user M. For convenience of explanation, both i and j are set to "2". Further, in the example of FIG. 4, it is assumed that the controller 360 sets the first disembarkation position DO _{M (2)} of the user M to the same position as the first disembarkation position DO _{M (1).}

In the example of FIG. 4, the effect of the service vehicle V traveling on the second travel path R ₂ will be described. Assuming that an attempt is riding in the hope riding position users N give priority to desired conditions of the user N than the user M PU N _(0), the service vehicle V, the travel route it first travel path R ₁ Moving. In this case, since the detour even when traveling the first travel path R _1, the first drop-off position DO arrival time to M ₍₁₎ of the service vehicle V, delay occurs. Further, if the user N is to be disembarked at the desired disembarkation position DO _{N (0)} , the service vehicle V needs to slow down because it moves on a narrow road, and the first disembarkation position DO _M There will be a delay in the arrival time at _(1). Therefore, when the user N is shared with the service vehicle V, _{the delay of the arrival time at the first disembarkation position DOM (1)} exceeds the allowable delay time of the user M, and the service vehicle V is placed first. The dissatisfaction of the user M who is using it cannot be suppressed.

On the other hand, when the service vehicle V _{travels along the second travel route R 2} , the service vehicle V moves from the current location on the first travel route R ₁ without warping in order to get the user N on board. .. User N moves while the service vehicle V is moving, the second riding position PU N set in the position of the first on the travel route R _{1 (2).} Further, in order to disembark the user N, the service vehicle V moves without traveling on a narrow road. After getting off, the user M moves on a narrow road on foot to arrive at the first getting-off position DO _{M (1)} where the service vehicle V was supposed to arrive before the user N synergized.

In this way, when the service vehicle V travels on the second travel route R ₂ , the user N is boarded at the position set on the first travel route R ₁ , so that the service vehicle V rides on the road of the vehicle width. Since the vehicle moves without traveling, the _{delay in the arrival time at the first disembarkation position DOM (1)} can be suppressed within the allowable delay time of the user M even when the user N is synergistic, and the service vehicle. It is possible to suppress the dissatisfaction of the user M who uses V first.

5, as in the example of FIG. 4 shows a scene in which the controller 360 of the Mobility Service Center 300 has identified a second travel path R ₂ as the optimal travel route of the service vehicle V. In FIG. 5, the user M who is riding on the service vehicle V first gets off before the user N who uses the service vehicle V later. Further, in the example of FIG. 5, the first travel end point of the route R _1, traffic congestion has occurred in the middle of the road toward the desired riding position DO N users N _(0).

In the example of FIG. 5, the second travel route _{R 2,} second riding position _{PU N (2),} setting method of the second drop-off position _{DO N (2)} is the same as the method of setting the example of FIG. 4 , Incorporate that explanation. Further, in FIG. 5, the first drop-off position _{DO M (1)} is a drop-off location of the user M, a first travel end point of the route _{R 1.} Further, the first disembarkation position DO _{M (2)} is the disembarkation position of the user M and is a position on _{the second travel path R 2.} The controller 360 is used for road traffic in the process of setting _{the second travel path R 2} , the second boarding position PUN ₍₂₎ , the second disembarking position DON ₍₂₎ , and the first disembarking position DOM _(2). The information database 340 is accessed to grasp the traffic congestion on the road shown in FIG.

In the example of FIG. 5, the effect of the service vehicle V traveling on the second travel path R ₂ will be described. If the user M is given priority over the user N's desired condition and the user M is disembarked at the first disembarkation position DO _{M (1)} and then tries to move to the desired disembarkation position DO _{N (0)} , the service vehicle V , after moving along the first travel path R _1, moving the road traffic congestion is occurring. In this case, a delay occurs in the arrival time at the desired disembarkation position PUN _(0). Therefore, when the user N is shared with the service vehicle V, _{the delay of the arrival time at the desired disembarkation position DN (0)} exceeds the allowable time of the user N, and the user who uses the service vehicle later N's dissatisfaction cannot be suppressed.

On the other hand, when the service vehicle V _{travels along the second travel route R 2} , the user M is set to the first travel route R _{1 from} the first disembarkation position DO _{M (1) in order to disembark the user M.} Get off near the intersection in front of you. The user M arrives at the final destination by moving on foot to the desired drop-off position DO M ₍₀₎ by moving on foot along the first travel path R _1. The service vehicle V, the After getting off the user M, and the first travel path R ₁ traveling different travel path, without passing through the road traffic congestion is occurring, the user N desired alighting Move to position DON _(0).

Thus, the service vehicle V travels a second travel path R _2, to move to the desired drop-off location of the user N to avoid road traffic congestion DO N _(0), to the desired drop-off position DO N ₍₀₎ The delay of the arrival time of the user N can be suppressed within the allowable delay time of the user N, and the dissatisfaction of the user N who uses the service vehicle later can be suppressed. _{Further, since the user M gets off around the first getting-off position DO M (1)} , which was the getting-off position before the user N synergized, the allowable delay of the user M even if it takes time to move on foot. You can reach your final destination within an hour.

Next, with reference to FIGS. 6A to 6C, the operation from receiving the user's desired condition to determining the traveling route of the service vehicle will be described. The processing of the flowcharts shown in FIGS. 6A to 6C is executed by the server 310 mounted on the mobility service center 300, respectively.

First, in step S101, the server 310 accepts the desired conditions of user N. Specifically, the communication device 320 included in the server 310 receives the desired condition input by the user N via the terminal device 200 and outputs the desired condition to the controller 360. Then, the server 310 identifies the optimum service vehicle (for example, the service vehicle V traveling near the current location of the user N) according to the desired conditions of the user N, and assigns the service vehicle to the user N.

In step S102, the server 310 confirms the status of the service vehicle assigned to the user N in step S101. For example, the server 310 confirms the status of the service vehicle V based on the probe information transmitted from the service vehicle V. Specifically, the server 310 determines whether or not the server 310 is traveling on a travel route (first travel route) that meets the desired conditions of the other user M. In other words, the server 310 determines whether or not the service vehicle V is being used. If the service vehicle V is not traveling on the first travel route, that is, if the service vehicle V is not used by another user M, the process proceeds to step S103. On the contrary, when the service vehicle V is traveling on the first travel route, that is, when the service vehicle V is used by another user M, the process proceeds to step S201 shown in FIG. 6B.

In step S103, the server 310 selects a plurality of boarding position candidate PU _{Ns (i) around the desired boarding position PU N (0) of the user N.} For example, the server 310 accesses the road map information database 330 or facility map information database 350, and a peripheral node of the desired riding position _{PU N (0),} with respect to POI near the desired riding position _{PU N (0)} And set the boarding position candidate. Note that i is an integer and changes according to the number of boarding position candidates.

In step S104, the server 310 selects a plurality of boarding position candidate DON _{(j) around the desired disembarkation position DON (0) of the user N.} The server 310 uses the same method as the method selected in step S103. Examples of the peripheral range in steps S103 and S104 include a range in which the user N can move on foot from the _{desired boarding position PUN (0)} or the desired disembarking position DON _{(0) within the allowable delay time.} Note that j is an integer and changes according to the number of drop-off position candidates.

In step S105, the server 310 calculates the first movement route candidate for each combination _{of the boarding position candidate PUN (i)} and the disembarking position candidate DON _(j). The first movement route candidates include the first travel route candidate of the service vehicle V from the current location of the service vehicle V to the disembarkation position candidate DON _{(j) via the boarding position candidate PUN (i)} and the user N. The movement route candidate from the current location (desired boarding position PUN ₍₀₎ ) to the boarding position candidate PUN _(i) and the final destination of the user N from the disembarking position candidate DON _{(j) (desired disembarking position DON (0)). )} ) And the movement route candidates up to) are included.

In step S106, the server 310 calculates the movement cost of the user N for each first movement route candidate calculated in step S105. The travel cost includes an access cost (AC), a waiting time cost (WC), a boarding time cost (TC), an egress cost (EC), a fare (FARE), and a preference cost (FC).

In step S107, the server 310 organizes the movement cost calculated in step S106. Specifically, the server 310 rearranges the first movement route candidates in ascending order of the movement cost value, so that the combination of the boarding position candidate PUN _(i) and the disembarking position candidate DON _(j) can be combined with the moving cost. Sort in ascending order of value. As a result, the server 310 selects a combination of _{the boarding position candidate PUN (i)} and the disembarking position candidate DON _{(j) having the smallest moving cost value.}

In step S108, the server 310 has the desired boarding position PUN (0) and the desired boarding position PUN (0) that the combination of the boarding position candidate PUN (i) and the disembarking position candidate DON (j) selected in step S107 or step S114 received in step S101. It is determined whether or not it matches the desired disembarkation position DON (0). If they match, the process proceeds to step S109, and if they do not match, the process proceeds to step S112.

In step S109, the server 310 determines the boarding position and disembarking position of the user N and the first traveling route of the service vehicle V. Specifically, the server 310, when included first moving path candidate to the desired riding position _{PU N (0)} and the desired drop-off position _{DO N (0)} is the desired ride position _{PU N (0)} and The desired disembarkation position _{DN (0)} is set as the boarding position and the disembarking position, and the traveling route from the current location of the service vehicle V to the desired disembarking position DON _{(0) via the desired boarding position PUN (0)} is set as the first. Use as a travel route. The server 310, when the user N is contained consent was riding position candidate _{PU N (i)} and getting-off position candidates _{DO N (j)} in the first movement path candidate, the riding position candidate _{PU N (i ) And the} disembarkation position candidate DON _(j) as the boarding position and the disembarking position of the user N, and traveling from the current location of the service vehicle V to the disembarking position candidate DON _{(j) via the boarding position candidate PUN (i).} The route is set as the first traveling route.

In step S110, the server 310 notifies the user N of the boarding position and the disembarking position of the user N determined in the step S109. In step S111, the server 310 notifies the service vehicle V of the first travel route determined in step S109, and ends the process.

In step S108, the combination of the boarding position candidate PUN _(i) and the disembarking position candidate DON _(j) is one with the desired boarding position PUN ₍₀₎ and the desired disembarking position DON _{(0) received in step S101.} If not, the process proceeds to step S112.

_{In step S112, the server 310 is next to the combination of the boarding position candidate PUN (i)} and the disembarking position candidate DON _(j) having the lowest moving cost selected in step S107, or the moving cost selected in step S112. A combination of a small boarding position candidate PUN _(i) and a disembarking position candidate DON _(j) is presented to the user N. Specifically, the server 310 transmits information about the first travel route to the terminal device 200 possessed by the user N. The information on the first travel route includes the position information of the boarding position and the disembarking position, the guide information of the moving route to the user's boarding position and the moving route from the disembarking position to the final destination, and the arrival at each point of the user. It includes a scheduled time, guidance information on the first traveling route, a scheduled arrival time at each point of the service vehicle V, and information prompting the user for consent to the information.

In step S113, the server 310 determines whether or not the user N has consented to the information regarding the first travel route transmitted in step S112. If it is determined that the user N has consented, the process proceeds to step S109, and if it is determined that the user N has not consented, the process proceeds to step S114.

In step S114, the server 310, user N in the presented boarding position candidates at step S110 _{PU N (i)} and getting-off position candidates _DO following the movement cost is lower riding position of the combination of _{N (j)} candidate _{PU N (i ) And the} drop-off position candidate DON _(j) are selected. Then, when the selection is completed, the process returns to step S108.

Next, the operation when the first user and the second user are present will be described with reference to FIG. 6B.

If the service vehicle V is used by another user M in step S101 of FIG. 6A, the process proceeds to step S201. The user M is the first user who uses the service vehicle V first, and the user N is the second user who uses the service vehicle V later.

In step S201, the server 310 selects a plurality of second boarding position candidate PU _{Ns (i) around the second desired boarding position PU N (0) of the user N.} In step S202, the server 310 selects a plurality of second boarding position candidate DO _{N (j) around the second desired disembarking position DO N (0) of the user N.} Step S201 and step S202 correspond to steps S103 and S104 of FIG. 6A. Note that i and j are integers and vary depending on the number of boarding position candidates and disembarking position candidates.

In step S203, the server 310 selects a plurality of first boarding position candidate DO _{M (k) around the first disembarking position DO N (1) of the user M.} Note that k is an integer and changes according to the number of drop-off position candidates.

In step S204, the server 310 uses the second movement route for each combination of _{the second boarding position candidate PUN (i)} , the second disembarking position candidate DON _(j) , and the first disembarking position candidate DOM _(k). Calculate candidates. The server 310 can determine which of the user N and the user M gets off first from the positional relationship between the second disembarkation position candidate DON _(j) and the first disembarkation position candidate DOM _(k).

When the second user disembarks first, the second movement route candidate is the first disembarkation from the current location on the first travel route of the service vehicle V via the second boarding position candidate and the second disembarkation position candidate. A second travel route candidate of the service vehicle V to the position candidate and a movement route candidate from the first disembarkation position candidate to the final destination of the first user are included.

When the first user disembarks first, the second movement route candidate is the second disembarkation position from the current location on the first travel route of the service vehicle V via the second boarding position candidate and the first disembarkation position candidate. The travel route candidate of the service vehicle V to the candidate and the movement route candidate from the second disembarkation position candidate to the final destination of the second user are included.

In step S205, the server 310 calculates the movement cost of the user N (second movement cost) and the movement cost of the user M (first movement cost) for each of the second movement route candidates calculated in step S204.

In step S206, the server 310 selects _{the first disembarkation position candidate DOM (k)} of the user M, which minimizes the movement cost of the user M calculated in step S205. In the processes shown in FIGS. 6B and 6C, the desired conditions of the user who uses the service vehicle V are prioritized before the user who uses the service vehicle V later, but which user is prioritized. It is not particularly limited, and the desired conditions of the user who uses the service vehicle V later may be prioritized.

In step S207, the server 310 includes a beginning first drop-off position of the first drop-off position candidate _{DO M (k)} is a user M who selected the first drop-off position candidate _{DO M (k)} or step S211 which is selected in step S206 Determine if they match. The initial first disembarkation position is the position where the user M was scheduled to disembark before accepting the desired conditions of the user N. If they match, the process proceeds to step S210, and if they do not match, the process proceeds to step S208.

In step S208, the server 310 _{presents the first disembarkation position candidate DOM (k)} selected in step S206 to the user M. Specifically, the server 310 transmits a _{first disembarkation position candidate DOM (k)} different from the initial first disembarkation position to the terminal device 200 or the in-vehicle device 100 possessed by the user M who is in the service vehicle V. do.

In step S209, the server 310 determines whether or not the user M has consented to _{the first disembarkation position candidate DOM (k) transmitted in step S208.} If it is determined that the user M has consented, the process proceeds to step S210, and if it is determined that the user M has not consented, the process proceeds to step S211.

In step S210, the server 310 has the second boarding position candidate PU _{N (i)} , the second disembarking position candidate DON _(j) , and the first disembarking position, which minimizes the movement cost of the user N calculated in step S205. Select a combination of candidate DOM _(k). The first disembarkation position candidate DOM _(k) is a position that has already been determined, and is the initial first disembarkation position or a position approved by the user M. When step S210 is completed, the process proceeds to step S212 of FIG. 6C.

If it is determined in step S209 that the user M does not consent, the process proceeds to step S211. In step S211 the server 310 selects _{the first disembarkation position candidate DOM (k),} which has the lowest movement cost of the user M, next to _{the first disembarkation position candidate DOM (k)} presented to the user M in step S208. Then, the process returns to step S207.

Next, steps S211 and subsequent steps will be described with reference to FIG. 6C. In step S212, the server 310 receives the desired boarding of the user N that the combination of _{the second boarding position candidate PUN (i)} and the second disembarking position candidate DON _{(j) selected in step S211 is received in step S101.} It is determined whether or not the position PUN ₍₀₎ and the desired disembarkation position DON _{(0) are matched.} If they match, the process proceeds to step S213, and if they do not match, the process proceeds to step S216.

In step S213, the server 310 determines the second boarding position and the second disembarking position of the user N, the first disembarking position of the user M, and the second traveling route of the service vehicle V. Specifically, the server 310, if included a second travel path candidates to the desired riding position _{PU N (0)} and the desired drop-off position _{DO N (0)} is desired riding position _{PU N (0)} and the desired drop-off The position _{DN (0)} is set as the second boarding position and the second getting-off position of the user N. Further, when the server 310 includes the initial first disembarkation position in the second travel route candidate, the server 310 sets the initial first disembarkation position as the first disembarkation position of the user M. Server 310, if included second riding position candidate _{PU N (i)} and a second drop-off position candidates _{DO N} user N has consented to the second travel route candidates _(j) is the second riding position candidates PU _{N Let (i) and the second disembarkation position candidate DON (j) be} the second disembarkation position and the second disembarkation position of the user N. When the second travel route candidate includes the first disembarkation position candidate DOM _(k) approved by the user M, the server 310 sets the first disembarkation position candidate DOM _(k) to the first disembarkation position of the user M. And.

Further, when the user N gets off the user M first, the server 310 travels on the second travel route from the current location of the service vehicle V to the first disembarkation position via the second boarding position and the second disembarking position. Let it be a route. Further, when the user M disembarks earlier than the user N, the server 310 second travels on the travel route from the current location of the service vehicle V to the second disembarkation position via the second embarkation position and the first disembarkation position. Let it be a route.

In step S214, users N and M are notified of the second boarding position, the second disembarking position, and the first disembarking position determined in step S213. In step S215, the server 310 notifies the service vehicle V of the second travel route determined in step S213, and ends the process.

In step S212, the combination of the second boarding position candidate PUN _(i) and the second disembarking position candidate DON _(j) is one with the desired boarding position PUN ₍₀₎ and the desired disembarking position DON _(0). If not, the process proceeds to step S216.

In step S216, the server 310 was selected in step S211 _{or a combination of the second boarding position candidate PUN (i)} and the second disembarking position candidate DON _(j) having the lowest travel cost, or in step S218. The combination of the second boarding position candidate PUN _(i) and the second disembarking position candidate DON _(j) having the next lowest travel cost is presented to the user N. Specifically, the server 310 transmits information about the second travel route to the terminal device 200 possessed by the user N. The information regarding the second travel route includes the position information of the second boarding position and the second disembarkation position, the movement route to the second boarding position of the user N, and the guidance information of the movement route from the second disembarkation position to the final destination. The estimated time of arrival at each point of user N, the guidance information of the second traveling route, the estimated time of arrival of the service vehicle V at each point, and the information prompting the user to consent to these information. And are included.

In step S217, the server 310 determines whether or not the user N has consented to the information regarding the second travel route transmitted in step S216. If it is determined that the user N has consented, the process proceeds to step S213, and if it is determined that the user N has not consented, the process proceeds to step S218.

In step S218, the server 310 has the second lowest moving cost of the user N next to the combination of the second boarding position candidate PUN (i) and the second disembarking position candidate DON (j) presented to the user N in step S216. A combination of the boarding position candidate PUN (i) and the second disembarking position candidate DON (j) is selected. Then, when the selection is completed, the process returns to step S212.

As described above, in the present embodiment, the controller 360 has a plurality of boarding position candidates around the desired boarding position and the vicinity of the desired boarding position based on the desired boarding position and the desired disembarking position included in the user's desired conditions. Set a plurality of disembarkation position candidates in, calculate the user's current location, the current location of the service vehicle V, a plurality of boarding position candidates, and a plurality of movement route candidates based on the plurality of disembarkation position candidates, and calculate the movement cost for each movement route candidate. calculate. Then, the controller 360 identifies the movement route candidate that minimizes the movement cost, determines the optimum boarding position and disembarking position for the user, and the traveling route of the service vehicle V. The basic configuration is such a method of determining a traveling route.

State When a plurality of users sharing the service vehicle V, the controller 360, based on the desired condition of the first user calculates a first travel path R ₁ service vehicle V, the first user boarding while the service vehicle V is traveling on a first travel path R ₁ in, when accepting a desired condition from the second user, based on the desired condition and the first travel path R1 of the second user, the plurality second Select a boarding position candidate and a plurality of second disembarking position candidates. Then, the controller 360 selects a plurality of second travel route candidates including the second boarding position candidate and the second disembarking position for each of the second boarding position candidate and the second disembarking position. The controller 360 requires the first movement cost required for the first user to arrive at the final destination and the time required for the second user to arrive at the final destination when the service vehicle V travels on the second travel route candidate. Calculate the second transfer cost. The controller 360, based on the first movement cost and the second movement cost, determining a second travel path R _2. As a result, even when the user is shared on the service vehicle V, the travel route of the service vehicle V is determined in consideration of not only the convenience of the first user but also the convenience of the second user, so that the first user is satisfied. It is possible to suppress dissatisfaction with the second user and improve the overall satisfaction of the user who synergizes with the service vehicle V.

Further, in the present embodiment, the controller 360 calculates the travel cost including the estimated time of arrival to the final destination of the user and the charge for arriving at the final destination. As a result, it is possible to present to the user a travel route that can arrive at the arrival time desired by the user and a travel route that allows the user to travel within the fare desired by the user, thereby improving the user's satisfaction. Can be done.

Further, in the present embodiment, the controller 360 calculates the movement cost including the physical load on the user and the preference of the user. As a result, it is possible to present to the user a travel route according to the user's current state (including not only the physical state such as physical condition and age but also the mental state), and improve the user's satisfaction level. be able to.

Further, in the present embodiment, the controller 360 uses the time required for the user to walk from the current location to the boarding position, the waiting time at the user's boarding position, and the movement of the service vehicle V from the user boarding to the disembarking. The time is calculated as the travel cost, including the time required for the user to walk from the disembarkation position to the final destination. As a result, it is possible to present the user with a travel route capable of arriving at the final destination earliest, and it is possible to improve the satisfaction level of the user.

Further, in the present embodiment, when the first user and the second user use the service vehicle V, the controller 360 is set so that the movement cost of the first user who is using the service vehicle V is minimized, and then later. The travel route of the service vehicle V is determined so that the movement cost of the second user to be used from the service vehicle V is minimized. Since the optimum travel route for the second user is determined after giving priority to the desired conditions of the first user, dissatisfaction with the first user is suppressed and satisfaction is given to the second user. As a result, the satisfaction of any user can be improved.

Further, in the present embodiment, the controller 360 calculates a plurality of travel route candidates based on the first travel cost and the second travel cost, and transmits the calculated plurality of travel route candidates to the first user and the second user. Present. Then, when the consent is obtained from both the first user and the second user, the traveling route is determined. As a result, the travel route that the user has accepted is determined according to the current state, so that the satisfaction level of the user can be improved.

Further, in the present embodiment, the controller 360 determines the disembarkation position of the first user, the boarding position of the second user, and the disembarking position based on the first movement cost and the second movement cost. The second movement cost includes the time and load required for the second user to move from the desired boarding position to the boarding position, the time and load required for the second user to wait for the service vehicle V at the boarding position, and the second user. The time and load required to move from the disembarkation position to the final destination are included. Thereby, it is possible to present a boarding position, a disembarking position, and a traveling route that can give a feeling of satisfaction to the second user who is found to be synergistic with the service vehicle V.

Further, in the present embodiment, when the first user disembarks before the second user, the controller 360 moves the first user included in the first movement cost from the initial first disembarkation position to the final destination. The disembarkation position of the first user, the boarding position of the second user, and the disembarking position are determined based on the time and load required for the process. Thereby, it is possible to present a boarding position, a disembarking position, and a traveling route that can give a feeling of satisfaction to the first user who is found to be synergistic with the service vehicle V.

<< Second Embodiment >>
Next, a method of determining the disembarkation position and the traveling route in consideration of the actual road condition will be described. In the present embodiment, the controller 360 includes the position of the sidewalk, the shape of the intersection, the information on the median strip, the traffic volume, and the pedestrian crossing, which are included in the road map information database 330 and the road traffic information database 340 shown in FIG. Based on the installation position and the switching timing of the traffic light, the disembarkation position and the traveling route are determined by increasing the ratio of the time and load required for the user to move on the sidewalk to the moving cost.

The method of determining the disembarkation position and the traveling route in the present embodiment will be described with reference to FIGS. 7 and 8. FIG. 7 is a diagram for explaining a disembarkation position and a travel route set by the controller according to the comparative example, and FIG. 8 is a diagram for explaining the disembarkation position and the travel route set by the controller according to the present embodiment. Is.

In FIG. 7, the final destination P _f indicates the position where the user finally wants to arrive, and A1 and A2 indicate the pedestrian crossing where the traffic light is installed. Alighting position DO ^'indicates a drop-off position by the controller is set according to the comparative example, the travel path ^R' represents the getting-off position according to a comparative example. The controller according to the comparative example and the controller according to the present embodiment have the same functions except that the ratio of the cost related to the walking movement of the user to the movement cost is different.

In the example of FIG. 7, the controller of the comparative example, in order to arrive final destination P _f a service vehicle V, and to set a travel route requiring U-turn R ^'at crosswalks A1. In this case, in order for the service vehicle V to make a U-turn on the pedestrian crossing A1, it is a condition that there is no vehicle traveling in the oncoming lane. Therefore, although the user _{only has to get off at the final destination P f} , depending on the traffic conditions, the user is kept waiting at the pedestrian crossing A1, and as a result, _{the arrival time at the final destination P f} is the allowable delay time. May exceed.

Further, in the example of FIG. 7, it is assumed that the controller according to the comparative example ^{sets the disembarkation position DO',} which is located at the shortest distance in a straight line from the _{final destination P f,} as the disembarkation position of the user after turning left at the intersection. In this case, the user who gets off at the getting-off position DO ^', the final destination P _f Despite the visible to oncoming traffic lane can not cross because of the median strip, crosswalk A1 or to fly to the opposite lane You need to walk to A2. Therefore, even though arrived at drop-off location DO ^'within the allowable delay time, until the user arrives after getting off the final destination P _f, the time and walking to the crosswalk A1 or A2, the signal of the traffic signal switches takes a long time to wait for the, resulting in time of arrival at the final destination P _f there is a risk that exceeds the allowable delay time.

Next, the disembarkation position and the traveling route set by the controller according to the present embodiment will be described. In the example of FIG. 8, it is assumed that the controller according to the present embodiment sets the travel route R from the service vehicle V to the disembarkation position DO near the pedestrian crossing A2. Incidentally, the travel path R is in the first embodiment described above, may be either of the travel path of the first travel path R ₁ and the second travel path R _2.

The controller 360 in the present embodiment considers the shape of the intersection, the information of the median strip, the traffic volume on the road, the installation position of the pedestrian crossing, and the switching timing of the traffic light more than the controller according to the comparative example, and the disembarkation position DO. To set. In the example of FIG. 8, the user disembarks at the disembarkation position DO, immediately moves to the pedestrian crossing A2, and then moves across the pedestrian crossing A2 to the position P located in the opposite lane to the disembarkation position DO. Then, the user moves from there to the final destination P _{f by} walking. Therefore, the time required for the user to move to the pedestrian crossing A2 can be shortened, and the load on the user due to walking movement can be reduced. Also, if the signal of the traffic signal crosswalk A2 is Kirikaware can immediately over the opposite lane, arriving at the final destination P _f.

As described above, in the present embodiment, the controller 360 has a movement cost based on the position of the sidewalk, the shape of the intersection, the information of the median strip, the traffic volume, the installation position of the pedestrian crossing, and the switching timing of the traffic light. The time required for the user to move on the sidewalk and the ratio occupied by the load are increased to determine the disembarkation position and the travel route. As a result, the time required for the user to move on foot and the time for the user to wait for the signal switching of the traffic light can be further shortened, and when the load on the user for walking movement and the time for waiting for the signal switching of the traffic light are waited for. The load on the user can be further reduced.

In the present embodiment, the setting of the disembarkation position has been described as an example, but it may be applied when setting the boarding position.

<< Third Embodiment >>
Next, a method of determining the boarding position based on the information on the sidewalk will be described. In the present embodiment, the controller 360 receives the load applied when the user waits for the service vehicle V at the boarding position in the movement cost based on the information on the sidewalk included in the road map information database 330 shown in FIG. Increase the occupancy and determine the boarding position.

A method of determining the boarding position in the present embodiment will be described with reference to FIG. 9. FIG. 9 is a diagram for explaining a boarding position set by the controller according to the present embodiment.

In FIG. 9, the current location PU ₍₀₎ indicates the user's current location, the boarding position PU ₍₁₎ indicates the user's boarding position set by the controller according to the present embodiment, and the desired disembarkation position DO (0) is the user's _{desired disembarkation position DO (0).} Indicates the desired disembarkation position. Further, in the example of FIG. 9, the weather is rain.

In the present embodiment, the controller 360 accesses the road map information database 330 to acquire information on the sidewalk, and sets the boarding position based on the information on the sidewalk. Information about the sidewalk includes the position of the sidewalk, the width of the sidewalk, the angle of inclination of the sidewalk, the shape of the building facing the sidewalk, the position of the escalator and elevator installed in the building facing the sidewalk, the position of the building facing the sidewalk. The location of the doorway is included.

In the example of FIG. 9, when the controller 360 _{grasps the user's current location PU (0)} based on the desired condition from the user, the controller 360 acquires the information about the sidewalk from the road map information database 330. Then, when the controller 360 acquires the information that _{the building B near the user's current location PU (0) has a roof, the controller 360 sets the boarding position PU (1)} at the position of the building B1. do. _{If the user consents to the boarding position PU (1)} proposed by the controller 360, the user waits for the service vehicle at the parking lot of the building B without getting wet, so rather than waiting in the rain at the _{current location PU (0).} The physical load on the user can be reduced.

As described above, in the present embodiment, the controller 360 determines the boarding position based on the information regarding the sidewalk. This makes it possible to prevent the user from waiting for the service vehicle in the rain when the weather is rainy, as in the example of FIG. Further, in the case of strong sunlight, by setting the boarding position in the arcade, it is possible to prevent the user from waiting for the service vehicle while being exposed to direct sunlight. In addition, by setting the boarding position inside the building at the time and place where air pollution occurs from the weather information and map information, it is possible to prevent the user from waiting for the service vehicle in a polluted environment. can.

As described above, in the present embodiment, since the boarding position is set in consideration of detailed information about the sidewalk, it is possible to set the boarding position that can appropriately reduce the load on the user according to the weather conditions. ..

In this embodiment, the description has been given by giving an example in consideration of the weather conditions, but the present invention is not limited to this, and in consideration of the inclination angle of the sidewalk and the width of the sidewalk, the position where the inclination angle of the sidewalk is small and the sidewalk By setting the boarding position at a position having a wide width, it is possible to reduce the load on the user when the user waits for the service vehicle V. In addition, by setting the boarding position near the position of the escalator and elevator in consideration of the position of the escalator and elevator provided in the building, it is possible to make it easier for the user to wait inside the building, and as a result, wait outside. It is possible to reduce the load on the user.

In the present embodiment, the setting of the boarding position has been described as an example, but it may be applied when setting the disembarking position.

<< Fourth Embodiment >>
Next, a method of determining the disembarkation position in consideration of the position in the facility will be described. In the present embodiment, the controller 360 determines the disembarkation position based on the location of the entrance / exit of the facility and the floor map in the facility included in the facility map information database 350 shown in FIG.

A method of determining the disembarkation position in the present embodiment will be described with reference to FIG. FIG. 10 is a diagram for explaining a disembarkation position set by the controller according to the present embodiment.

FIG. 10 shows the state of the city hall in a predetermined big city, and buildings B2 to B7 show the buildings in which each department of the city hall is provided. The black triangle marks indicate the entrances and exits provided in the buildings B2 to B7. The final destination P _f indicates the position of the department in which the user performs the procedure, and indicates that the final destination P f is provided on a predetermined floor of the building B2. Doorways E1 to E4 indicate a plurality of doorways provided in building B2.

In the present embodiment, the controller 360 accesses the facility map information database 350, acquires facility information regarding the structure of the facility, and sets the disembarkation position based on the facility information. For example, when the user's desired disembarkation position is set to "city hall", the controller 360 asks the user which department of the "city hall" is used before determining the boarding position. This is done via device 200. When the user receives the information of a specific department having a business, the controller 360 acquires the information about the "city hall" from the facility information included in the facility map information database 350. The acquired information includes not only map information including the location information of buildings B2 to B7 of each department, but also information of departments inside buildings B2 to B7, information on entrances and exits provided in buildings B2 to B7, and buildings. Information on the floor map inside B2 to B7 is included.

When the controller 360 identifies that the department in which the user has a business is the building B2, the controller 360 sets the final destination P _f as the final destination of the user. Next, the controller 360 allows the user to calculate the movement cost in consideration of the time and load to move to the final destination P _f in the facility. Then, the controller 360 specifies the doorway E1 capable of moving to _{the final destination P f} in the shortest time as the boarding position where the movement cost is minimized. In the process of calculating the movement cost, the controller 360 refers to the position information of the entrances E1 to E4 of the building B2 and the information of the floor map of the building B. Finally, the controller 360 sets the doorway E1 as the exit position.

As described above, in the present embodiment, the controller 360 acquires the facility information regarding the structure of the facility from the facility map information database 350, and calculates the movement cost based on the facility information. Then, the controller 360 sets the disembarkation position at a position where the user can arrive at a specific place in the facility in the shortest time in consideration of the negative time and the load required to move in the facility. This allows the user to reach the final destination within the facility with the shortest travel distance and minimal load.

In the present embodiment, the explanation has been given by taking the city hall as an example, but the present invention is not limited to this, and may be a large shopping center, a department store, a stadium, or a large multi-tenant building.

<< Fifth Embodiment >>
Next, a display method on the terminal device 200 will be described as a presentation method to the user. FIG. 11 is a diagram for explaining a method of presenting information to a user in the fifth embodiment.

FIG. 11 shows a display screen displayed by the output device 220 of the terminal device 200. In the example of FIG. 11, a smart phone is used as the terminal device 200. Further, in the example of FIG. 11, the terminal device 200 presents a plurality of boarding position candidates to the user. Terminal apparatus 200 shows the map information, have been shown current position and the riding position candidates of the user on the map. Further, the terminal device 200 displays the estimated time of arrival of the service vehicle V at the current location and the estimated time of arrival of the service vehicle V at the boarding position candidate. The terminal device 200 shows the position information and the estimated time of arrival on the screen, and conveys the information by voice information. As a result, even if the proposal is made at a position different from the desired condition, the user can easily understand the merits and demerits of the proposal content and smoothly determine whether or not to accept the proposal content.

In the present embodiment, an example showing the position information of the boarding position candidate, the movement route to the boarding position candidate, and the estimated time of arrival of the service vehicle V to the boarding position candidate is given, but the present invention is not limited to this, and for example, the user The movement route candidate (first movement route candidate or second movement route candidate) and the movement cost (charge, boarding time to the service vehicle, etc.) in the movement route candidate may be presented to the user.

It should be noted that the embodiments described above are described for facilitating the understanding of the present invention, and are not described for limiting the present invention. Therefore, each element disclosed in the above-described embodiment is intended to include all design changes and equivalents belonging to the technical scope of the present invention.

For example, in the above-described embodiment, when calculating the movement route candidate, after setting a plurality of boarding position candidates and a plurality of disembarking position candidates for the desired boarding position and the desired disembarking position, the combination of the boarding position candidate and the disembarking position candidate is performed. The explanation has been given with an example of calculating a movement route candidate for each, but the present invention is not limited to this. For example, if the first user and second user sharing a ride, based on the first travel path R _1, after calculating the plurality of second travel path candidates including a second desired riding position and a second desired drop-off location , The second boarding position candidate and the second disembarking position candidate may be selected as positions on the second traveling route candidate. Since the travel route candidate is calculated first, the range for setting the boarding position candidate and the disembarking position candidate can be narrowed down in advance.

Further, for example, in the above-described embodiment, the controller according to the present invention has been described by taking the controller 360 of the server 310 as an example, but the present invention is not limited thereto. Further, for example, in the above-described embodiment, the shared vehicle according to the present invention has been described by taking the service vehicle V as an example, but the present invention is not limited thereto. Further, for example, in the above-described embodiment, the traveling route of the shared vehicle according to the present invention has been described by taking the second traveling route as an example, but the present invention is not limited thereto.

1 ... Information provision system 100 ... In-vehicle device 110 ... Input device 120 ... Output device 130 ... Various sensors 140 ... Communication device 150 ... Map information database 160 ... In-vehicle controller 200 ... Terminal device 210 ... Input device 220 ... Output device 230 ... Communication device 240 ... Controller 300 ... Mobility Service Center 310 ... Server 320 ... Communication device 330 ... Road map information database 340 ... Road traffic information database 350 ... Facility map information database 360 ... Controller 400 ... Road traffic information collection device 410 ... Communication device

Claims (14)

An information processing method that uses a controller to process information about a shared vehicle shared by a plurality of users based on desired conditions including a user's desired boarding position and desired disembarking position.
Based on the desired conditions of the first user, the first travel route of the shared vehicle is calculated.
Based on the desired conditions of the second user and the first travel route, the candidate for the boarding position and the candidate for the disembarking position of the second user are selected.
A candidate for the second travel route of the shared vehicle including the candidate for the boarding position of the second user and the candidate for the disembarking position is selected.
When the shared vehicle travels on the candidate of the second travel route, the movement cost of the first user until the first user arrives at the destination and the movement cost of the second user to the destination Calculate the movement cost of the second user to arrive,
An information processing method for determining a traveling route of the shared vehicle based on the moving cost of the first user and the moving cost of the second user. The information processing method according to claim 1.
Based on the desired conditions of the second user and the first traveling route, a plurality of candidates for the boarding position and a plurality of candidates for the disembarking position are selected.
A plurality of candidates for the second traveling route corresponding to the combination of the boarding position candidate and the disembarking position candidate are selected.
Based on the movement cost of the first user and the movement cost of the second user calculated for each candidate of the second travel route, the boarding position and the disembarking position of the second user are determined, and the boarding position and the disembarking position of the second user are determined. An information processing method for determining a travel route of the shared vehicle from among the plurality of candidates for the second travel route. The information processing method according to claim 1.
A plurality of candidates for the second travel route including the desired boarding position and the desired disembarking position of the second user are selected, and the candidates are selected.
For each of the candidates for the second travel route, a plurality of the candidates for the boarding position and the candidate for the disembarking position of the second user located on the route in the candidate for the second traveling route are selected. Select a boarding position candidate and a plurality of the disembarking position candidates,
Based on the movement cost of the first user and the movement cost of the second user calculated for each candidate of the second travel route, the boarding position and the disembarking position of the second user are determined, and the boarding position and the disembarking position of the second user are determined. An information processing method for determining a travel route of the shared vehicle from among the plurality of candidates for the second travel route. The information processing method according to any one of claims 1 to 3.
The travel cost is an information processing method including the time and fee required for the user to arrive at the destination. The information processing method according to claim 4.
The travel cost is an information processing method including the load applied to the user before the user arrives at the destination and the user's preference for a traveling route. The information processing method according to claim 4 or 5.
The time required for the user to arrive at the destination is the time required for the user to walk and wait until the user gets on the vehicle, the time required for the user to move in the shared vehicle, and the time required for the user to move in the shared vehicle. Information processing method including walking time to arrive at. The information processing method according to any one of claims 1 to 6.
An information processing method for determining a traveling route of the shared vehicle so that the moving cost of the first user is minimized and then the moving cost of the second user is minimized. The information processing method according to any one of claims 1 to 7.
Based on the movement cost of the first user and the movement cost of the second user, candidates for a plurality of travel routes are calculated.
Candidates for the plurality of travel routes are presented to the first user and the second user, and the candidates are presented to the first user and the second user.
An information processing method for determining a traveling route with the consent of the first user and the second user. The information processing method according to any one of claims 1 to 8.
The movement cost of the second user includes the time and load required for the second user to move from the desired boarding position to the boarding position, and the time and load required for the second user to wait at the boarding position. , Including the time and load required for the second user to move from the disembarkation position to the destination of the second user.
An information processing method for determining a disembarkation position of the first user, a boarding position of the second user, and a disembarking position based on the moving cost of the first user and the moving cost of the second user. The information processing method according to any one of claims 1 to 9.
When the first user disembarks before the second user, the movement cost of the first user is until the first user moves from the disembarkation position to the destination of the first user. Information processing method including time and load. The information processing method according to any one of claims 1 to 10.
Get road information including the position of the sidewalk,
An information processing method that varies the ratio of the time and load required for the user to move on the sidewalk among the movement costs. The information processing method according to any one of claims 1 to 11.
Obtain facility information regarding the structure of the facility and
The travel cost is an information processing method including the time and load required for the user to arrive at the destination in the facility. The information processing method according to any one of claims 1 to 12.
An information processing method that presents a movement route from a current location to a destination and the movement cost to the first user and the second user. It is equipped with a controller that processes information about a shared vehicle shared by a plurality of users based on desired conditions including a user's desired boarding position and desired disembarking position.
The controller
Based on the desired conditions of the first user, the first travel route of the shared vehicle is calculated.
Based on the desired conditions of the second user and the first travel route, the candidate for the boarding position and the candidate for the disembarking position of the second user are selected.
Based on the first travel route, candidates for the second travel route of the shared vehicle including the candidate for the boarding position and the candidate for the disembarkation position of the second user are selected.
When the shared vehicle travels on the candidate of the second travel route, the movement cost of the first user until the first user arrives at the destination and the movement cost of the second user to the destination Calculate the movement cost of the second user to arrive,
An information processing device that determines a traveling route of the shared vehicle based on the moving cost of the first user and the moving cost of the second user.

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