JP7037766B2 - Car operation management system - Google Patents

Description

The present invention relates to a vehicle operation management system.

Recently, as a type of car sharing, there has been an increase in the use of automobiles owned by drivers as driving vehicles to provide driving services to an unspecified number of users by driving the driving vehicles by this driver. ing. When such a service is provided over a wide area, it is common to prepare a large number of operating vehicles to be used for operation.

Patent Document 1 proposes a method of selecting an appropriate operating vehicle according to a boarding request from a large number of operating vehicles. Patent Document 2 proposes a method for improving the interest of a service provider or the satisfaction of a user when selecting a vehicle for operation.

Japanese Unexamined Patent Publication No. 2014-238831 Japanese Unexamined Patent Publication No. 2016-85734

By the way, in rural areas, there are many problems such as aging and population decline, and in traffic-blank areas, people with weak traffic are deprived of the movements that are indispensable for going to hospitals and shopping. For this reason, as an indispensable means of transportation for people in areas with no traffic, paid transportation that uses the automobiles owned by the residents as driving vehicles and the driver who owns the automobiles as the driver of the driving vehicle. Is attracting attention. Such paid transportation has the potential to not only provide indispensable means of transportation to traffic blank areas, but also to revitalize the area through the maintenance and creation of affluent areas, which is effective. Utilization is desired.

In the case of paid transportation in the above blank area, it is conceivable to carry out regular regular route operation as the basic operation service. This fixed-time fixed-route operation corresponds to the operation of a fixed-route bus, and is an operation that runs on a fixed route at a fixed time. And, in order to further improve the convenience of transportation, in addition to regular fixed-route operation, demand operation (corresponding to taxi operation) that allows you to freely select the operation time, departure point, destination, and waypoint according to the wishes of the residents. ) Is also conceivable.

Active use of the above-mentioned operation service is important for increasing the value of the operation service, deepening the connection between residents, and improving profitability. On the other hand, especially in the case of demand operation, there is an extremely strong tendency that the number of passengers becomes small, and some measures are desired in this respect.

It should be noted that disclosing information widely to users regarding demand-responsive operation and encouraging carpooling tends to cause the following problems. In other words, for the user who originally reserved the demand-responsive operation, there may be cases where the intention is not met (for example, since the user travels on a detour route by carpooling, the arrival time at the destination is delayed, which is a problem. etc). On the other hand, for many other users who are encouraged to share a carpool, it is virtually impossible to synergize due to the relationship between the driving route and the usage time zone, and there are also users who do not want to use demand operation. Information that unnecessarily encourages carpooling will be distributed to such other users, which may be a nuisance to other users.

The present invention has been made in consideration of the above circumstances, and an object thereof is to activate the use of the operated flight, and to reduce the convenience of the user who uses the operated flight and the possibility of using the operated flight. The purpose of the present invention is to provide an automobile operation management system that can satisfy both the suppression of unnecessary information distribution to users.

In order to achieve the above object, the following solution method is adopted in the present invention. That is, as described in claim 1,
It is a vehicle operation management system for providing operation services using operation vehicles to a large number of users residing in a predetermined area.
An operation management device that is managed by an operation manager and consists of an information processing device,
A user terminal that is capable of communicating with the operation management device and is an information processing device,
Equipped with
When the operation management device discloses information about the operated flight, the information about the operated flight can be confirmed by the user terminal.
The operation management device has a first selection unit for selecting public and private, and a second selection unit for selecting a public range indicating a user range to be published.
The management device does not disclose information about operating flights when private is selected by the first selection unit, while it discloses information about operating flights when public is selected by the first selection unit. Being done
When disclosure is selected by the first selection unit, the operation management device discloses information about the operated flight only to a user range belonging to the disclosure range selected by the second selection unit.
It is done like this.

According to the above solution method, it is possible to select whether to disclose or not disclose the information on the operated flight, and when it is disclosed, the disclosure range can be selected, so that it is convenient for the user who thinks that the information on the operated flight is highly necessary. Is secured, and information is not unnecessarily distributed to users who are considered to have a low need for information on operated flights. In addition, since information on the operated flights can be positively disclosed to users who are considered to be necessary, it is possible to activate the use of the operated services. Further, by selecting non-disclosure, for example, it is preferable in terms of privacy protection of the user who uses the operated flight.

A preferred embodiment premised on the above-mentioned solution method is as described in claim 2 and below. That is,
Regular route operation and demand operation are set as operation services,
The operation management device is always subject to disclosure for the flights operated on the scheduled fixed route, while the selection in the first selection unit and the selection in the second selection unit are performed only for the demand operation. Being
(Corresponding to claim 2). In this case, all the scheduled regular route operations that are considered to be used by all users are open to the public, and information on the scheduled fixed route operations can be reliably transmitted to the users. In addition, for demand-operated flights operated for personal reasons, privacy is ensured by selecting private, and even when disclosure is selected, privacy can be ensured by appropriately selecting the scope of disclosure. It is possible to satisfy at a high level the promotion of protection and carpooling.

As the disclosure range selected by the second selection unit, the user range registered in advance as a companion for the user who has reserved the service flight, the user range residing near the departure point of the service flight, and the service flight. Any two of the user range that resides near the travel route, the user range that uses a past operated flight similar to the operated flight, and the user range that has been on board with the user who reserved the operated flight. The above user range is set to be selectable (corresponding to claim 3). In this case, in order to be able to select an appropriate range of users to be disclosed, it is extremely preferable as a disclosure range for encouraging boarding of operated flights.

The disclosure of the information regarding the operated flight is set as the information for accepting the boarding reservation of the operated flight (corresponding to claim 4). In this case, it is preferable to increase the number of users (passengers) who use the operated flight and to improve the profitability of the operation by disclosing it to an appropriate user range.

Demand-responsive operation is set as an operation service,
The operation management device makes it possible to disclose information on demand operations executed in the past to all users (corresponding to claim 5). In this case, by disclosing information on past demand-responsive transport widely, it is possible to actively encourage people to use demand-responsive transport, activating the use of service services and deepening the connections between residents. It will be preferable to make it.

It has a driver terminal made of an information processing device that can communicate with the operation management device and is used by the driver of the operation vehicle.
The operation management device can disclose information on demand operations executed in the past to all drivers.
(Corresponding to claim 6). In this case, the driver who may be in charge of the demand operation can fully grasp the contents of the demand operation used in the past. This is preferable in that each driver is fully aware of the attitude and preparations when he / she becomes a driver in charge of demand operation in advance.

Information on the demand operation executed in the past includes at least a travel route (corresponding to claim 7). In this case, it is preferable to grasp the travel route traveled in the past demand operation in advance and to more fully exert the effect corresponding to claim 6.

According to the present invention, while activating the use of operated flights, both the convenience of users who use operated flights and the suppression of unnecessary information distribution to users who are unlikely to use operated flights are satisfied. be able to.

The figure which shows the route example of a fixed time operation. The figure which shows an example of a demand operation. The figure which shows the system system example by this invention. The figure which shows the display example in an in-vehicle terminal. A flowchart showing a control example for performing various registrations. A flowchart showing a control example for registering a driver who can be in charge of driving. A flowchart showing a control example associated with the operation of an in-vehicle terminal. A flowchart showing a control example associated with the reception of boarding reservations for scheduled road operation. A flowchart showing a control example associated with the reception of a boarding reservation for demand-responsive operation. A flowchart showing a control example of carpooling associated with demand operation. It shows an example of screen display on a management terminal, and is a diagram showing the time zone in which each driver can be in charge of driving. A diagram showing an example of a screen display on a management terminal, showing an example of a display for switching between the reservation status and the official release / provisional release of the operation. The figure which shows the display example on the user terminal at the time of making a boarding reservation for a scheduled fixed route operation. A diagram showing an example of screen display on a user terminal and showing an example of notification that the scheduled route operation is suspended. A diagram showing an example of screen display on a user terminal and showing an example for making a reservation for carpooling for demand operation. An example of screen display on a management terminal is shown, and a diagram showing an example for selecting public / private and public range for demand operation. A diagram showing an example of screen display on a management terminal and showing an example for disclosing information on demand operation performed in the past.

FIG. 1 shows an example of a route on which regular route operation is performed. In the figure, D1 is a one-way one-lane road (two round-trip lanes). This road D1 passes through a predetermined station Ra on the railway line R, and is the main road in this area. The area around the station Ra is the only downtown area in this area, and in addition to public facilities such as government offices and schools, medical facilities such as hospitals and dentists, commercial facilities such as supermarkets, convenience stores, and karaoke shops, etc. There are recreational facilities.

Roads D2 and D3 are connected to the road D1 at a position away from the station Ra. Roads D2 and D3 are local roads for one-lane two-way traffic on a round trip. The area along the roads D2 and D3 is located in the mountainous area, and most of the surrounding area is a remote area with mountains and hills.

Among the roads D2, a plurality of villages A1 to A3 exist at positions far away from the road D1. Villages A1 to A3 are remote villages more than 10 km away from the station Ra. Road D3 is a dead end, and at the dead end, the event venue (square) A4 where residents of villages A1 to A3 gather. It is said that.

The total number of residents living in the villages A1 to A3 is about several hundred, but the proportion of elderly people is large, and there are many people who cannot drive a car. And, on the road D2 (that is, the residents of the villages A1 to A3), the route bus is not operated.

In order to facilitate the transportation of the residents of the villages A1 to A3, the regular route operation and the demand operation will be carried out with the cooperation of the residents. Regular route operation is to travel on a fixed route on time. Bus stops that operate on a regular route are indicated as S1 to S7. The stop S1 is the starting point and is for the residents of the village A1. Bus stop S2 is for residents of village A2. Bus stop S3 is for residents of village A3.

The stop S4 is set at a position where the road D2 intersects the main road D1. The bus stop S5 is set near the location of an elementary school or a junior high school. The bus stop S6 is set at a position near the government office. The bus stop S7 is the end point of the scheduled route operation and is set near the station Ra. In this way, the route that operates on a regular route is a route that reaches the end point S7 from the stop S1 via S2, S3, S4, S5, and S6. The return flight will follow the opposite route. In addition, the number of flights operated on a regular route is, for example, two flights in the morning, one flight in the afternoon, and two flights in the evening for both round trips. The number of operating vehicles used for scheduled route operation departing at the same time is not limited to one, and may be multiple when there are many applicants for boarding (for operating multiple vehicles on the same flight). Vehicles may be operated).

As a variation of the scheduled fixed route operation, temporary operation (temporary flight) is performed as appropriate. This extra operation is performed only when an event (for example, Bon festival dance, fireworks display, Imoni party, etc.) is held at the event venue A4, for example. The route of this temporary operation is a route from the bus stop S1 to the bus stop S8 via S2, S3, S4 (the return route is the opposite). Temporary service is a flight that departs from stop S1 at a preset fixed time on the day of the event.

Vehicles for regular road operation including temporary operation and demand operation use private cars owned by residents of villages A1 to A3, and are entrusted with management with assistance and donations from local governments and companies. Dedicated vehicles are used. The number of operating vehicles is set to at least two, preferably ten or more.

The driver who drives the operation vehicle is said to be selected from the residents of the villages A1 to A3. To be selected as a driver, you must be a person who has taken a preliminary course (for example, a half-day to one-day course) in advance. That is, the content of the training includes, for example, knowledge and practical training on safe driving, training on how to assist passengers (especially elderly people and infants) in getting on and off the driving vehicle, knowledge on operation management required of drivers, and so on. There are classes on how to handle it. A driver who has completed the course is registered as a driver of a driving vehicle (the point of driver registration will be described later).

FIG. 2 shows an example of a case where demand operation is performed. In the figure, P1 is the residence of the passenger (user) who has reserved the demand operation, and P2 and P3 are the residences of the passenger (user) who wishes to share the demand operation (operation vehicle) reserved for the ride. be. For demand-responsive operation, the departure point, destination, and route can be freely selected according to the passengers' wishes. FIG. 2 shows a case where the departure point is the passenger P1's home (near) reserved for boarding, the passenger P2's home, the passenger P3's home, and the passenger P3 head toward the bus stop S4.

The nearest stop for passenger P1 is S2, and the walking route α1 from the passenger P1's home to the stop S2 is indicated by a broken line. Similarly, the nearest stop for passenger P2 is S3, and the walking route α2 from the passenger P2's home to the stop S3 is indicated by a broken line. The nearest stop of passenger P3 is also S3, and the walking route α3 from the passenger P3's home to the stop S3 is indicated by a broken line.

For passengers P1 to P3, if the travel time or distance to the nearest bus stop is long, walking to the bus stop becomes difficult. For this reason, demand-responsive operation may be required to avoid walking to the bus stop. In addition, when demand-responsive operation is requested, it is conceivable that a large (heavy) luggage is carried, a person moves to a place far from any stop, or a passenger has difficulty walking using a wheelchair or crutches. .. The fare when using demand-responsive operation is higher than the fare when using regular-time fixed-route operation, but considering the travel time and distance to the bus stop, either use regular-time fixed-route operation or demand. It will be decided whether to use the service. It should be noted that the departure point of the demand operation is appropriately, for example, near the station Ra or near an appropriate stop (for example, S5 or S6) as long as the demand operation is permitted (permitted). You can choose.

Here, an example of the charge system when using the scheduled fixed route operation or the demand operation will be described. First, when using the regular route operation, the charge per unit distance is E1 (E1 x usage distance) only for the amount according to the usage distance. On the other hand, the usage fee of the passenger P1 who originally reserved the demand operation is the fee E2 whose amount according to the usage distance is slightly higher than the above fee E1 and the fixed basic fee EB2 is separately collected. (The total charge is EB2 + E2 x usage distance). Further, the usage fee of the passengers P2 and P3 who wish to share the demand operation is only the above E2 (the basic fee EB2 is not required). In this way, the case of using the scheduled fixed route operation is the cheapest, the charge when the demand operation is initially reserved for boarding is the most expensive, and the charge when the demand operation is synergistic is the intermediate charge. Then, as the number of shared riders increases during the demand operation, the shared ride can be promoted by reducing the charge burden of the user who has reserved the demand operation at our office. Of course, the above charges are just an example and can be set as appropriate.

On the other hand, the reward to the driver can be, for example, a basic reward + a reward according to the mileage. When determining the profitability of a predetermined flight, the reward to the driver can be taken into consideration when making the decision. In addition, when the profitability is satisfied, it does not necessarily mean that the deficit does not occur. It can be determined that there is.

In the case of synergizing with demand operation, there is a merit of synergizing if the destination of the passenger who originally reserved the demand operation is almost the same direction as the destination of the passenger who wants to share the carpool. For example, when the destination of the passenger who originally reserved the demand operation is, for example, near the bus stop S6, the destination desired by the passenger who wishes to share the carpool is near the bus stop S7 (farther than S6) or near S5 (closer than S6). When it is a place), it has the advantage of synergizing. On the other hand, if the destination of the passenger who originally booked the demand operation and the destination desired by the passenger who is thinking of carpooling are in the opposite direction, for example, or if the direction changes significantly on the way, there is an extremely high possibility of carpooling. It will be low.

Next, an example of a management system that manages scheduled regular route operation and demand operation will be described with reference to FIG.

First, U1 is a management site (server device as an information processing device) that manages the entire system, and has a CPU, communication means, a large-capacity storage means (memory, etc.) 10, and the like. A management terminal U2, a user terminal U3, a driver terminal U4, and an in-vehicle terminal U5 are connected to the management site U1 so that they can communicate with each other. The management site U1 and the management end U2 substantially constitute an operation management device. Further, application software for exchanging various information with the management site U1 is pre-installed in each terminal U2 to U5.

Each of the terminals U2 to U4 is configured by using an information processing device, and has a display screen (output unit) and an operation unit (input unit) in addition to the communication unit. The management terminal U2 mainly operates the management site U1 and requires a lot of input / output work for operation management. Therefore, it is preferable to configure the management terminal U2 by using a high-performance personal computer. Although only one management terminal U2 can be installed in the government office, a plurality of management terminals U2 can be prepared, for example, by setting them in the villages A1 to A3 (however, one management terminal U2 is used). When it is set, it is preferable to set it so that it cannot be used by another management terminal U2).

On the other hand, the user terminal U3 and the driver terminal U4 can use a personal computer as well as a smartphone or a tablet-type personal computer. As shown in FIG. 4, the in-vehicle terminal U5 has a display screen 20 provided at a position easily visible to the driver. Then, the in-vehicle terminal U5 exchanges various information between the management site U1 (the manager who operates the management terminal U2) and the driver who drives the operation vehicle, as will be described later. Further, the in-vehicle terminal U5 automatically transmits the position information of the operating vehicle to the management site U1. The user terminal U3 may be able to communicate with the administrator of the management terminal U2 by telephone or the like instead of an information processing device such as a smartphone (elderly people who are not good at handling computer-related devices). Correspondence to persons, etc.).

FIG. 4 shows a display example on the display screen 20 that constitutes a part of the in-vehicle terminal U5. In FIG. 4, the display mode is substantially the same for both the scheduled fixed route operation and the demand operation. As the contents displayed on the display screen 20, the user name (passenger name), the boarding position, and the disembarking position are displayed. If there are multiple passengers, a similar display will be displayed in the lower column. The passenger names are displayed from top to bottom in order from the closest to the latest boarding position. In addition, the names of the boarding position and the disembarking position are the names of the stops in the case of regular route operation, but in the case of demand operation, a unique place name display indicating the boarding position and the disembarking position according to the passenger's request is displayed. Will be done.

The display screen 20 is a touch panel type. When a passenger XX gets on board at the boarding position, the driver touch-operates the boarding confirmation switch 21 on the display screen 20. As a result, the information that a certain passenger XX has boarded is transmitted to the management site U1 and stored. Similarly, when a passenger XX gets off at the getting-off position, the driver touch-operates the getting-off confirmation switch 22 on the display screen 20. As a result, the information that a certain passenger XX got off is transmitted to the management site U1 and stored. The same applies to getting on and off other users.

When all the users get off, the driver touch-operates the completion switch 23 displayed on the display screen 20. As a result, the report information that the operation is completed is transmitted to the management site U1 and stored. When the switch 24 for requesting the map display displayed on the display screen 20 is touch-operated, the traveling route is displayed. The display of this travel route is likely to be particularly necessary for demand-responsive operation. For example, a map display as shown in FIG. 2 is performed, and the travel route is indicated by a alternate long and short dash line in FIG. (It is preferable that the travel route is displayed in a color-coded manner, as in the guidance route display performed by the navigation device).

When the emergency switch 25 displayed on the display screen 20 is touch-operated, the management terminal U2 (the administrator who operates the operation) is notified via the management site U1 that an emergency has occurred. Will be done. As a result, information is exchanged between the driver and the manager in order to respond to an emergency.

Every time the operation of a certain service is completed, the details of the service, specifically, for example, the memory of the management site U1 in the state where the service (especially the travel route and the operation time zone) is associated with the user and the driver. Part 10 is stored (database). At the time of this memory, in addition to the reward to the driver and the fee paid by the user, the operation manager can also be associated and memorized. The details of the past operation contents stored can be used as support information when performing future operations.

Next, a control example of operation management performed by the management site U1 and the management terminal U2 will be described with reference to the flowcharts shown in FIGS. 5 and 5. In the following description, the disclosure or notification by the management site U1 is not limited to the case where information is transmitted (especially automatic transmission) from the management site U1 to another terminal (particularly the user terminal U3), and the management site from the other terminal. It also includes being able to confirm information indicating the content of disclosure or notification on another terminal when accessing U1. However, in the embodiment, the disclosure by the management site U1 is a case where the information disclosed when the management site U1 is accessed from another terminal can be confirmed on the other terminal, and the notification from the management site U1 is managed. Information is actively transmitted from the site U1 to other terminals.

First, FIG. 5 shows a case where various registrations are performed. That is, in Q1, the management terminal U2 is operated to register the administrator. The manager is selected by recommendation from, for example, the staff of the government office and the residents of the villages A1 to A3, but it is preferable to register as many people as possible. When registering as an administrator, for example, the name, address, age, gender, telephone number, etc. are used. In addition, it is assumed that a person who has taken a course in advance and fully understands the handling of this system as a prerequisite for becoming an administrator. As for the administrator, in order to prevent the management terminal U2 from being operated unnecessarily, an ID and a password are assigned to each administrator in advance, and the management terminal U2 cannot be operated unless the ID and the password are input. Will be done.

In Q2, the driver who drives the operating vehicle is registered by operating the management terminal U2. In this registration, for example, the name, address, age, gender, telephone number, type of driving vehicle to drive, expiration date of the driver's license, the date of taking the course, etc. are registered. At the time of this registration, in addition, depending on the request of each driver, the operation that can be in charge is only regular fixed route operation or only demand operation, and both regular fixed route operation and demand operation are available. Registration is also done to see if it is possible.

In Q3, the user is registered by operating the management terminal U2. This registration is the registration of a prospective passenger who uses a vehicle for operation (it can also be said to be a member registration of the user). This registration may be, for example, name, address, age, gender, telephone number, name of the nearest bus stop from home, travel time and distance to the nearest bus stop, and the like. In addition, when registering as a user, it is also possible to register other users who will be carpools as friends when making a reservation for demand-responsive operation (for example, registration by personal name, residential area name, etc.). .. Each of the above-mentioned registrations is stored in the storage means 10 of the management site U1 (database).

FIG. 6 shows a process of accepting a driver who can be in charge of driving an operating vehicle. That is, for example, for each day of one month of the next month, the days and time zones in which the driver can be in charge are registered in the management site U1 via, for example, the driver terminal U4 or by operating the management terminal U2 ( Memory to storage means 10). It is possible to cancel the change on the days and times when the driver can be in charge. It should be noted that the day and time zone in which the driver can be in charge can be registered by telephone or paper format. In this case, the administrator uses the management terminal U2 to accept the driver.

FIG. 7 shows the processing contents of the operation status at the management site U1 corresponding to the operation at the in-vehicle terminal U5. That is, by operating the switch 21 shown in FIG. 4, the boarding is confirmed in Q11. By operating the switch 22 shown in FIG. 4, the disembarkation is confirmed in Q12. Then, by operating the switch 23 shown in FIG. 4, it is confirmed in Q13 that all the passengers have disembarked and the operation is completed. By the process of FIG. 7, the status of the operating vehicle in operation can be grasped (this operating status includes the vehicle position information transmitted from the operating vehicle, and the administrator can control the management terminal U2. You can check it at any time on the display screen by operating.

Here, all the information stored in the management site U1 can be called by the management terminal U2 and displayed on the display screen. The information displayed on the management terminal U2 can display not only the above-mentioned items related to registration but also information related to users of past operation services and the like. For example, the user's information about a certain operated flight can be displayed over the past. This makes it possible to confirm users who frequently use a certain service, users who use it occasionally, users who rarely use it, and the like. Similarly, information on the demand operation executed in the past can be displayed. The displayed contents can be appropriately disclosed by the operation of the administrator.

FIG. 8 shows a process for performing a scheduled fixed route operation, and in the embodiment, the process of confirming the operation and suspending the operation is performed according to the profitability. First, in Q61, a driver who can be in charge of driving is tentatively selected for a certain predetermined flight that will be operated on a regular route, and the driver terminal of the tentatively selected driver is operated for the above-mentioned predetermined flight. You will be notified that you have been tentatively decided as the person in charge.

In Q62, provisional disclosure for accepting provisional boarding reservations will be made for the above-mentioned predetermined operated flights, and along with this, boarding reservations will be accepted in Q63. That is, the user who intends to make a boarding reservation can make a boarding reservation for a predetermined service by operating the user terminal to access the management site U1.

In Q64, it is determined whether or not the predetermined flight is before the predetermined time of the boarding reservation deadline. The deadline can be set as appropriate, for example, one hour before the departure time of a predetermined flight, or until 6:00 in the evening of the previous day. Further, the predetermined time is, for example, from 1 hour to 2 hours before the deadline.

If the judgment of Q64 is NO, the process returns to Q63 (temporary boarding reservation acceptance continues). If the determination in Q64 is YES, the profitability is determined based on the provisional boarding reservation. Then, in Q65, it is determined whether or not the profitability satisfies a predetermined profitability condition set in advance. As the above-mentioned predetermined profitability condition, the number of users may be a predetermined number or more (for example, two or more people).

Further, at least one of the processes of Q65 and Q66 can be performed by the judgment of the operation manager who operates the management terminal U2, and in this case, when the operation manager determines that the profitability condition is satisfied, the operation manager to that effect. The operation will be performed by the operation manager. Of course, the processing of Q65 and Q66 can be automatically determined by the management site U1. When determining profitability, the mileage can also be taken into consideration (the longer the mileage, the higher the fare paid by the user who made the reservation). The operation manager displays the reward to the driver and the fare paid by the user who made the ride reservation on the display screen of the management terminal U2 from the contents of the ride reservation, and judges the profitability by looking at this display screen. Can be done. In this case, the reward to the driver and the fee paid by the user can be automatically calculated on the management site U1.

If the determination in Q66 is YES, that is, if the profitable conditions are satisfied, a process is performed in Q67 to the effect that the operation of the predetermined flight has been confirmed. In this process to the effect that the operation has been confirmed, at least the information that the operation has been confirmed and officially determined as the driver in charge of the driver (driver terminal) tentatively determined in Q61 is sent from the management site U1 to the driver terminal. It is done for U4. Further, regarding the user terminal of the user who has made a reservation for boarding, information to the effect that the operation has been confirmed and the reservation for boarding has been officially accepted is sent to the user terminal U3 of the user who has made a reservation for boarding.

After Q67, on Q68, the management site U1 will officially disclose the predetermined flight, and in Q69, the boarding reservation will be accepted. In the official disclosure, the user is notified of the information that it is confirmed that the predetermined flight will be operated. This notification method can be appropriately selected as long as it uses the user terminal U3. For example, it can be performed by transmitting information from the management site U1 to each user terminal U3, or it can be confirmed by the user operating the user terminal U2 to access the management site U1.

After Q69, in Q70, it is determined whether or not the deadline for the boarding reservation has come. If the determination of Q70 is NO, the system returns to Q69 (continuation of acceptance of boarding reservations). If YES in the determination of Q70, in Q71, the user terminal of the user who made the reservation for boarding, the driver terminal U4 of the driver in charge of driving, and the in-vehicle terminal U5 are notified of the details of the confirmed operation contents. The contents of this notification are, for example, the driver name, the details of the operating vehicle to be used, the user name to be used, the boarding position and the disembarking position, and the like.

When the determination of Q66 is NO, in Q72, the management site U1 notifies the user terminal U3 of the user who has made a temporary boarding reservation that the predetermined service may be suspended as it is. You will be asked if you are willing to pay an extra fee to avoid a break. After that, in Q73, it is determined whether or not the user who has made a temporary boarding reservation has replied that the payment of the extra charge is OK. If the determination of Q73 is YES, the process proceeds to Q67. Further, when the determination of Q73 is NO, the information that the operation of the predetermined flight is suspended from the management site U1 on Q74 is at least the driver terminal U4 of the driver tentatively determined as the driver. It is notified to the user terminal U3 of the user who has made a temporary boarding reservation.

FIG. 9 shows a process for performing demand operation. First, in Q31, a boarding reservation for demand operation from a user is accepted. The contents of the reception shall include at least the day when the boarding is desired, the boarding place (departure point), the boarding time, and the disembarking place (disembarking point). When making a boarding reservation, information on whether or not a carpool is desired (permitted) can be included. That is, when a user who has reserved a ride for demand-responsive operation wants to move together with his / her family, wants to have no passengers from the viewpoint of privacy, and wants to arrive at the destination early, the ride reservation is made. At that time, it is possible to include the information of "carpooling not possible". As long as there is no information on "carpooling not possible", it can be automatically determined as "carpooling permission".

It is assumed that the boarding reservation is made using the user terminal U3, but in addition to this, it is also possible to accept the boarding reservation by telephone or paper (in this case, the administrator manages it). The contents of the boarding reservation will be input to the management site U1 using the terminal U2). Of course, the contents reserved for boarding are stored in the storage unit 10 of the management site U1. It is possible to set a deadline for boarding reservations, for example, until 5 pm the day before, but a deadline is set so that demand operation can be performed quickly in the event of an emergency such as an illness or accident. It is preferable to set it to none.

In Q32, it is determined whether or not the boarding reservation for demand operation has been accepted. If the determination of Q32 is NO, the product is returned (no demand operation). If YES in the determination of Q32, the driver in charge of driving is selected in Q33 (the operating vehicle to be used is automatically determined according to the selected driver). The driver is selected by selecting one of the drivers who can be in charge of driving from the drivers stored (registered) in the storage unit 10. When selecting a driver, it is also possible to automatically select a driver from among the drivers who can be in charge of driving. Further, when selecting a driver, the administrator can use the management terminal U2 to manually select the driver, and in this case, the selection can be made based on the driver's designation of the passenger who desires the demand operation. The reserved content for boarding is notified (transmitted) to the selected driver (driver terminal U4).

In Q34, the travel route in the demand operation is determined based on the contents of the boarding reservation (particularly the boarding position and the disembarking position). After Q34, the carpool reception process is performed in Q35. The processing of Q35 will be described later. After that, in Q36, it is determined whether or not there are passengers sharing a carpool. If YES in the determination of Q36, the travel route determined in Q34 is corrected in Q37 according to the desired boarding position and disembarking position of the shared passengers.

After Q37, or when the judgment of Q36 is NO, in Q38, the travel route in demand operation is notified to the driver terminal U4 and the in-vehicle terminal U5 together with information on passengers and information on boarding position and disembarking position. (Transmission) (It is also possible to notify the user terminal U3 for confirmation of a carpooler or the like).

FIG. 10 shows the carpool acceptance process in Q35 of FIG. First, in Q51, it is determined whether or not the passenger (user) who initially reserved the demand operation is permitted to share the ride. If the determination of Q51 is YES, carpooling is accepted in Q52. By operating the management terminal U2, this shared ride reception can set the date and time of demand operation, the boarding position (departure point), the disembarkation position (destination), and the travel route from the boarding position to the disembarkation position with the user terminal U3. It is done by notifying to. Then, based on this notified information, a carpooling reservation will be accepted from a carpooling applicant. A carpooling applicant will specify a desired boarding position and a disembarking position and make a carpooling reservation (the carpooling reservation is stored in the management site U1). The range of users who encourage carpooling (accept carpooling reservations) will be described later.

In Q53, it is determined whether or not there is a carpooling applicant. If YES in the determination of Q53, for example, by operating the management terminal U2, information on carpooling can be obtained by all users (user terminal U3) and the driver in charge of driving (user terminal U3) who use the demand operation reserved for ride. The driver terminal U4) and the in-vehicle terminal U5 are notified. The information regarding carpooling is assumed to include at least a travel route, a user name, and a boarding position and a disembarking position for each user.

In the above-mentioned operation service by the residents themselves, the driver drives his / her own vehicle between other jobs to provide the service, and like a professional driver, he / she always waits at the station and operates from the user. I'm not waiting for a request. Therefore, the driver and the user are not in the relationship between the service provider and the customer who uses the service, but in the same position to establish and continue the operation service, both the convenience of the operation notice and the subsequent notification of the operation confirmation. There is a high need to receive it.

Next, with reference to FIGS. 11 and 11 and below, supplementary explanations of the above-mentioned explanations will be given. First, FIG. 11 shows a display example of a time zone in which the driver can be in charge of driving, which is displayed on the display screen 70 of the management terminal U2 for a certain day selected by the operation manager. The display of FIG. 11 is a display example at the present time when the management terminal U2 is operated.

In FIG. 11, in the driver column 71, an identification column 71a for identifying each driver by an identification code and a name column 71b in which the driver's name is described are displayed. For each driver, the time zone in which the driver can be in charge of driving is displayed in a bar graph format extending in the horizontal direction. The bar graph is, for example, color-coded, and the time zone that can be newly assigned to the driver is displayed in white, for example (dot display in FIG. 11). Drivers who have already been determined to be in charge of driving are displayed in green, for example (shown with hatching in FIG. 11). If you are currently in charge of operation, it will be displayed in red, for example (shown with double hatching in FIG. 11).

In the example shown in FIG. 11, the driver A can be in charge of driving from 6:00 AM to 6:00 PM, and is a person who can be newly in charge of operation in any time zone within this time zone. .. Driver B can be in charge of driving from 10:00 AM to 4:00 PM, but it has already been decided to be in charge of driving from 10:00 AM to 1:00 PM, and if it is between 1:00 PM and 4:00 PM, a new driver B will be in charge. A person who can be in charge of driving. Driver C is a person who can newly take charge of driving from 8:00 AM to 4:00 PM. Driver D is a person who is in charge of driving (in operation) between 6:00 AM and 10:00 AM. Driver E can be in charge of driving from 10:00 AM to 6:00 PM, but is already determined to be in charge of driving from 4:00 PM to 6:00 PM. In FIG. 11, for example, when a driver who is in charge of driving is newly selected in the time zone between 10:00 AM and 12:00 AM, the driver A, C, or E is selected.

The operation manager selects a driver who can be in charge of driving for a predetermined operation flight while looking at the display as shown in FIG. For example, a driver is selected by touch-operating the screen, but a touch-type switch for selection can be separately displayed for each driver. It is also possible to separately display, for example, a touch-type switch that displays detailed information about each driver.

FIG. 12 shows an example of displaying the boarding reservation status on the display screen of the management terminal U2. In the example shown in FIG. 12, a scheduled flight service departing from the bus stop S1 is shown. The display is a column 81 indicating the departure time, a column 82 indicating the identification code (B001, B002, etc.) of the operated flight, a column 83 indicating the flight number (1st flight in the morning in the upper district, etc.), and vehicle information (vehicle type, color, license plate, etc.). A column 84 indicating the number and the number of passengers), a column 85 indicating the driver in charge, a column 86 relating to the boarding reservation, and a column 87 indicating the status of the operated flight are displayed. In the reservation column 86, the mark shown in the form of a doll indicates the number of people reserved for boarding, and one doll mark indicates the number of reserved rides.

In FIG. 12, it is shown that the number of reservations for the first flight in the morning in the upper district, which is the identification code B001, is reserved for three people in the reservation column 86, and the reservation has already been completed. For the operated flights indicated by the identification codes B002 and B003, it is shown that they are officially open to the public because two people have been reserved for boarding and the operation has been confirmed. For the operated flight indicated by the identification code B004, the number of reservations for boarding is 0, indicating that it is being tentatively released.

When the operation manager operates, for example, the touch-type switch 87a displayed in the column 87 indicating the situation, the official release (formal release) and the provisional release (temporary release) are switched. By operating this switch 87a, it is possible to further select private. When private is selected, even if the management site U1 is accessed from the user terminal U3 for boarding reservation for the operated flight, nothing is displayed on the user terminal U3 for the operated flight that is not open to the public. It is supposed to be. Privately operated flights are said to be in the preparation stage for accepting boarding reservations.

FIG. 13 is a basic display example on the display screen of the user terminal U3 when making a reservation for boarding a scheduled fixed route operation. For example, by operating the user terminal U3 and transmitting information to the management site U1 that the boarding reservation for the scheduled fixed road operation is made, the display as shown in FIG. 13 is performed on the display screen 30 as the reply. Further, by transmitting information necessary for boarding reservation from the management site U1 to the user terminal U3 in advance to the user terminal U3 and storing the transmitted contents in the user terminal U3n, the user terminal U3 is immediately shown in FIG. It is also possible to make such a display. On the display screen 30, in the display field 31, it is displayed that the boarding reservation is for scheduled fixed route operation, the date to be reserved (the day when the scheduled fixed route operation is used), and the user name. When the boarding reservation is confirmed, the boarding reservation is made with the displayed user name.

On the display screen 30, the flight numbers (first flight, second flight ...) of the scheduled scheduled route operation are displayed, and the departure time (in the embodiment, the departure time at the bus stop S1) is displayed for each flight. Will be done. For each flight, a touch-type button display (with a switch, the same applies hereinafter) 32 for selecting the boarding position, a touch-type button display 33 for selecting the disembarkation position, and a touch-type button display 34 for selecting the number of passengers. And a touch-type button display 35 for selecting the reservation are displayed.

The boarding position and the disembarking position are selected from the stops (S1 to S7), respectively. That is, taking the first flight as an example, in the button display 32 for selecting the boarding position, the stop displayed on the button display 32 is sequentially changed by operating the △ or ▽ button. Regarding the first flight, FIG. 13 shows a state in which the boarding position is set to the stop S1. By the same operation, the disembarkation position is selected (in the first flight, the stop S6 is selected as the disembarkation position), and the number of passengers is selected (in the first flight, one person is selected). ). By confirming the display contents of the button displays 32 to 34 and operating the button display 35 for making a boarding reservation, a boarding reservation is made according to the displayed contents for the first flight.

A plurality of selections can be made for the boarding reservation at one time. For example, the boarding reservation can be made in the same manner for the return flight. After making all the boarding reservations, the button display 36 is operated to complete the reservation. By operating this button display 36, the contents reserved for boarding are transmitted from the user terminal U3 to the management site U1.

FIG. 14 is a table on the display screen 30 of the user terminal U3 when the management site U1 notifies the user terminal U3 that a certain scheduled route operation has been suspended due to the fact that the operation is not satisfied. It shows an example. FIG. 14 shows a case where the first flight is suspended, and in the display column 41, for example, "The first flight has been suspended" is displayed. In FIG. 14, although the first flight is displayed, the boarding position, the disembarking position, and the number of passengers are shown because the flight is suspended. The button display (32 to 35 in FIG. 13) for making a boarding reservation is not displayed.

Here, in the inquiry in Q72 in FIG. 8, in the display field 41 on the user terminal of the user who made the temporary boarding reservation, for example, "The operation of the first flight is confirmed by paying the extra charge. The inquiry "Do you want to pay?" Is displayed. At the same time, the display field 41 has a touch-type button display for selecting "pay extra charge" and a touch-type button display for selecting "refuse payment of extra charge". It is also displayed. When the user operates any of the above button displays, the selection result is transmitted to the management site U1.

FIG. 15 shows a display example on the user terminal U3 for encouraging carpooling in demand operation. In the display column 41, it is displayed that the operation is on demand. The departure place and the departure time are displayed in the display column 42. In the display column 43, the destination and the estimated arrival time at the destination are displayed. In the display field 44, the arrival time from the home of the user operating the user terminal U3 to the nearest bus stop is displayed. In the display field 45, a traveling route (indicated by a broken line) is displayed on the map. Note that FIG. 15 shows the case where the traveling route passes through the bus stop S1. If it is permissible to pass through the home of a synergistic user, the estimated arrival time at the home may be used instead of the estimated arrival time at the nearest bus stop.

When a user who understands the content of the demand operation makes a reservation (synergistic) for the demand operation, he / she operates the display content in the display column 46. That is, the starting point is selected by operating the touch-type button display 47 in the display field 46. Selectable starting points may include, for example, stops S1 to S7 and home. The destination is selected by operating the touch-type button display 48. The number of passengers is selected by operating the touch-type button display 49. After the selection using the button displays 47 to 49 is completed, by operating the touch-type button display 50, information to the effect that the demand operation is synergistic is transmitted to the management site U1 together with the reservation contents.

FIG. 16 shows a display example for encouraging carpooling for demand operation on the display screen 70 of the management terminal U2. On the display screen 70, the demand-operated flights reserved for boarding are sequentially displayed from the top to the bottom. Columns 91 to 98 are set for each demand-operated flight. Column 91 indicates the departure time. Column 92 indicates a flight number. Column 93 indicates the place of departure. Column 94 indicates the destination. Column 95 shows information about the operating vehicle to be used. In column 96, the name of the driver in charge of driving is shown.

Column 97 is a column for selecting public or private demand-operated flights. That is, by operating the touch-type button display 97a as the displayed first selection unit (first input unit), either public or private can be selected.

Column 98 is a column for selecting a disclosure range (range of users to be disclosed). That is, by operating the touch-type button display 98a as the displayed second selection unit (second input unit), the disclosure range is appropriately selected. In the embodiment, the set disclosure range is set as follows, but the present invention is not limited to this.

That is, as the selectable disclosure range, (1) a friend of the user who originally reserved the demand operation (a friend registered at the time of user registration), and (2) a neighborhood of the user who originally reserved the demand operation. Users who live in the district, (3) users who live near the departure point, (4) users who live near the travel route, (5) similar to the flight (the usage time zone and the travel route are almost the same). ) A user who has used a flight operated in the past, and (6) a user who has boarded the flight reserved for the flight. In FIG. 16, since the demand 1 flight is not disclosed, the disclosure range is not displayed. For Demand 2 flights, disclosure is selected and the disclosure range is set to be a companion. In Demand 3 flight, disclosure is selected and the disclosure range is set to the neighboring area (users residing in).

Carpool acceptance in FIG. 52 of FIG. 10 is assumed to be performed only for users in the public range selected in the above column 98. That is, the management site U1 notifies the user terminal U3 for promoting carpooling only to the user terminals of the users in the public range selected in the column 98. It is preferable to notify all user terminals U3 in the user range selected from the management site U1 without waiting for access to the management site U1 from the user terminal U3 (carpooling). Information to be urged is transmitted to the user terminal U3, and the transmission is positively notified by sounding the chime of the user terminal U3, blinking the lamp, or the like).

FIG. 17 shows a display example when the information regarding the demand operation executed in the past is disclosed to all users and all drivers. The display of FIG. 17 is the display content on the display screen 70 of the management terminal U2, but the same display can be displayed on the user terminal U3 and the driver terminal U4. Specifically, by accessing the management site U1 from the user terminal U3 or the driver terminal U4 and selecting the information field of the past demand operation displayed on the management site U1, the user terminal U3 or the driver terminal U4 can be used. It is displayed on the display screen.

In FIG. 17, demand-operated flights performed on a certain day in the past are sequentially displayed from top to bottom. Columns 101 to 106 are displayed for each demand-operated flight. Column 101 encodes and shows the flight number. Column 102 indicates a usage time zone (for example, from 11:30 to 11:50). Column 103 shows information on the location of the place of departure (the display is such that it is difficult to identify the individual user). Column 104 indicates the location information of the destination (the display is such that it is difficult to identify the individual user). Column 105 indicates the number of passengers (number of passengers excluding drivers). The column 106 indicates a traveling route, and the traveling route is shown on the display screen 70 by operating the selection switch with the characters “details”.

By providing information on the demand operation performed in the past to all users, the users have the following advantages, for example. That is, when it is confirmed that there is a short-distance or long-distance use, it is urged that a user who has refrained from using the short-distance or long-distance use until now will use the demand operation. Similarly, if it is confirmed that the nighttime is used in the early morning, it is urged that the user who has refrained from using the nighttime or early morning will use the demand operation. Furthermore, when a user who refrains from using the route because the destination is too far or the travel route is complicated or difficult to travel, confirms that the same destination or travel route is used, demand operation is performed. You will be encouraged to use.

The driver in charge of demand-responsive operation can know what kind of demand-responsive operation is being performed, and can be fully prepared and prepared in advance for demand-responsive operation. For example, if it is confirmed that a travel route that has not been traveled much is frequently used in demand-responsive operation, if there is an opportunity, the route that is frequently used is traveled in advance to fully check the road conditions. You will be encouraged to make preparations such as keeping it (it will also lead to safe driving). In addition, if it is confirmed that the frequency of use is high in the early morning or at night, it can be fully recognized in advance that the driver may be in charge of driving in the early morning or at night.

Although the embodiments have been described above, the present invention is not limited to the embodiments, and can be appropriately modified within the scope of the claims, and includes, for example, the following cases. ..

(1) The operating vehicle (and driver) used for the outbound flight that operates on a regular route can be used as it is as the operating vehicle for the inbound flight, but the operating vehicle (and the inbound flight) for the outbound flight and the inbound flight. The driver) can also be different.

(2) When the profitability at the stage when the acceptance of the provisional boarding reservation is completed does not satisfy the profitability condition, the operation manager calls the past user for the predetermined operation flight from the storage unit 10 and makes this call. It is also possible to encourage past users to use a predetermined flight.

(3) The predetermined service that may be suspended due to profitability is not limited to regular route operation but may be demand operation. For example, if the number of reserved passengers for demand-responsive operation is one, the operation will be confirmed on condition that a surcharge is paid or there is a shared ride.

(4) If the determination of Q66 in FIG. 8 is NO, the process of immediately suspending the predetermined service may be performed without performing the processes of Q72 and Q73. It is also possible not to set a temporary boarding reservation in the scheduled route operation. In this case, in FIG. 8, after securing the driver (corresponding to Q61, but it is officially decided), the processes of Q67 to Q71 may be performed.

(5) The disclosure range may be set for the scheduled regular route operation. That is, if the number of boarding reservations for a certain scheduled route service flight is smaller than the deadline for boarding reservations at a predetermined time, the user (user terminal) is notified to prompt the boarding reservation. It is also possible to appropriately select the range of users to be notified. In this case, the user range to be notified can be appropriately set, for example, a user who has used this scheduled route service in the past, a user who has used a demand service similar to this scheduled route service in the past, and the like. In this way, although the scheduled flights are open to the public, it is possible to select between open to all users and open to specific users.

(6) From the viewpoint of automation, the management site U1 is preferably set so that information can be automatically exchanged with other terminals U2 to U5 (for example, when certain information is input, it corresponds to this). The output information is automatically sent to other terminals U2 to U5), and by actively using the management terminal U2, the management site U1 can be simplified as much as possible and the installation cost can be reduced. ..

(7) While the display of the in-vehicle terminal is arranged on the instrument panel of the operating vehicle, the operation unit thereof can also be configured as a commander switch provided in, for example, a console box or its vicinity (by the commander switch). Move or select the cursor on the display screen, etc.). Further, the driver terminal and the in-vehicle terminal can be shared (combined), and in this case, the driver terminal can be installed in the operating vehicle, and the in-vehicle terminal can be taken out from the operating vehicle. It is also possible to make it possible. Further, when the driver terminal and the in-vehicle terminal are separately provided, the driver terminal and the in-vehicle terminal can be synchronized so that the information from the management site U1 can be confirmed in the same way on the driver terminal and the in-vehicle terminal.

(8) The step or step group shown in the flowchart can be expressed as a means (or function) possessed by, for example, the management site U1 by an expression in which the name of the means (or function) is added to the function content. Further, of course, the object of the present invention is not limited to those specified, but also implicitly includes providing what is expressed as substantially preferable or advantageous, and the present invention also implicitly includes operation management support. It can also be grasped as a system.

The present invention can secure traffic in depopulated areas.

U1: Management site (operation management device)
U2: Management terminal (operation management device)
U3: User terminal U4: Driver terminal U5: In-vehicle terminal A1 to A3: Village A4: Event plaza D1 to D3: Road R: Railroad Ra: Station S1 to S7: Stop (for regular road operation)
S8: Bus stop (for temporary regular route operation)
P1 to P3: Homes of passengers who wish to operate on demand α1 to α3: Travel route from home to the nearest bus stop 97a: Hotan display (first selection section)
98a: Button display (second selection part)

Claims (7)

It is a vehicle operation management system for providing operation services using operation vehicles to a large number of users residing in a predetermined area.
An operation management device that is managed by an operation manager and consists of an information processing device,
A user terminal that is capable of communicating with the operation management device and is an information processing device,
Equipped with
When the operation management device discloses information about the operated flight, the information about the operated flight can be confirmed by the user terminal.
The operation management device has a first selection unit for selecting public and private, and a second selection unit for selecting a public range indicating a user range to be published.
The management device does not disclose information about operating flights when private is selected by the first selection unit, while it discloses information about operating flights when public is selected by the first selection unit. Being done
When disclosure is selected by the first selection unit, the operation management device discloses information about the operated flight only to a user range belonging to the disclosure range selected by the second selection unit.
A car operation management device characterized by this. In claim 1,
Regular route operation and demand operation are set as operation services,
The operation management device is always subject to disclosure for the flights operated on the scheduled fixed route, while the selection in the first selection unit and the selection in the second selection unit are performed only for the demand operation. Being
A car operation management device characterized by this. In claim 1 or 2,
The public range selected by the second selection unit includes a user range registered as a companion in advance for a user who has reserved a flight, a user range residing near the departure point of the flight, and a user range of the flight. Any two of the range of users who live near the travel route, the range of users who have used past flights similar to the flight, and the range of users who have booked the flight with the user who reserved the flight. An automobile operation management device characterized in that the above user range is set as selectable. In any one of claims 1 to 3,
A vehicle operation management device characterized in that the disclosure of information on the operated flight is information for accepting a boarding reservation for the operated flight. In any one of claims 1 to 4,
Demand-responsive operation is set as an operation service,
The operation management device is a vehicle operation management device characterized in that information on demand operation executed in the past can be disclosed to all users. In claim 5,
It has a driver terminal made of an information processing device that can communicate with the operation management device and is used by the driver of the operation vehicle.
The operation management device can disclose information on demand operations executed in the past to all drivers.
A car operation management device characterized by this. In claim 5 or 6,
An automobile operation management device characterized in that at least a travel route is included as information on demand operation executed in the past.

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