JP7433380B2 - Route evaluation device, route evaluation method, and route evaluation program - Google Patents

Description

The present invention relates to a route evaluation device , a route evaluation method, and a route evaluation program for evaluating travel routes and track records.

This type of technology has conventionally been used to determine whether a user has reached multiple points set on a travel route based on location information based on GPS signals received by a GPS receiver of a user terminal. A device is known (for example, see Patent Document 1). The device described in Patent Document 1 starts time measurement upon passing a reference point, and allows the user to reach each point by comparing the measured time with the time required to reach each predetermined point. Determine whether you have arrived as planned.

Japanese Patent Application Publication No. 2008-242556

By the way, when evaluating a travel route, it is preferable to determine whether or not a plurality of points on the planned route have actually been passed. However, the device described in Patent Document 1 only determines whether the user has arrived at each point as scheduled, and does not determine whether the user has passed through a plurality of points on the planned route.

One aspect of the present invention is a route evaluation device that evaluates the travel route of a traveler passing through a plurality of areas on a map in a predetermined order, the device including: a storage unit that stores position information of a plurality of elements on a map defined to intersect with a travel route; an information acquisition unit that acquires position information of a traveler and time information corresponding to the position information; a route calculation unit that calculates a track record route actually traveled by a traveler based on the location information and time information acquired by the acquisition unit; and a track record route calculated by the route calculation unit and plural routes stored in the storage unit. an intersection calculation unit that calculates a plurality of intersection points with the elements of , and a predetermined intersection point calculation unit that calculates a plurality of intersection points with the elements of a determination unit that sequentially determines whether each of the plurality of intersections calculated by the intersection calculation unit is valid or invalid so that an intersection whose passage order differs from the planned passage order of each intersection is invalidated; , calculate the time required for the traveler to pass through each of the plurality of areas based on the position information and time information acquired by the information acquisition unit regarding the intersection determined to be valid by the determination unit. and a required time calculation unit.

Another aspect of the present invention is a computer-executed route evaluation method for evaluating a travel route of a traveler passing through a plurality of areas on a map in a predetermined order, the method comprising: determining the location information of the traveler; Based on the acquired location information and time information, the actual route traveled by the traveler is calculated, and the calculated actual route and the entrances and exits of each of the multiple areas are calculated. A predetermined rule that calculates multiple points of intersection with multiple elements on a map that are defined to intersect with the travel route at positions corresponding to , and causes the actual route to pass through multiple areas in a predetermined order. Based on the above, it is determined whether each of the calculated intersection points is valid or invalid, so that among the calculated intersection points, the intersection whose passing order is different from the predetermined expected passing order of each intersection point is invalidated. The method calculates the time required for the traveler to pass through each of the plurality of areas based on the acquired location information and time information about the intersection determined to be valid. include.

Yet another aspect of the present invention is a route evaluation program that evaluates a travel route of a traveler passing through a plurality of areas on a map in a predetermined order, the program including location information of the traveler and a time corresponding to the location information. a procedure for calculating the actual route traveled by the traveler based on the acquired location information and time information; a procedure for calculating the actual route traveled by the traveler based on the acquired location information and time information; A procedure for calculating multiple points of intersection with multiple elements on a map defined to intersect with the travel route at positions corresponding to Based on the rules set forth above, whether each of the calculated intersection points is valid or not, so that among the calculated intersection points, intersections whose passing order differs from the predetermined expected passing order of each intersection point are invalidated. The time required for the traveler to pass through each of the plurality of areas is determined based on the procedure for determining whether the intersection is invalid and the acquired location information and time information about the intersection determined to be valid. Make the computer execute the calculation steps.

According to the present invention, it is possible to ascertain whether a travel route passes through a plurality of predetermined points and the degree of coincidence of travel history plans.

1 is a diagram showing an example of a system configuration of a management system including a route evaluation device according to an embodiment of the present invention. FIG. 2 is a block diagram showing a schematic configuration of the delivery person terminal of FIG. 1. FIG. FIG. 2 is a block diagram showing a schematic configuration of the management server in FIG. 1. FIG. FIG. 4 is a diagram illustrating the delivery order of work areas and the positional information of the entrance and exit of each work area stored in the management information area of FIG. 3; FIG. 4 is a diagram illustrating an example of a track record route calculated by the route calculation unit of FIG. 3; FIG. 4 is a diagram illustrating another example of the track record route calculated by the route calculation unit of FIG. 3; FIG. 4 is a diagram illustrating an example of a track record route calculated by the route calculation unit of FIG. 3 when passing through the same entrance/exit in succession. The figure explaining the method of calculating the passing time of the intersection of the track record route and the entrance/exit of each work area. FIG. 4 is a diagram illustrating determination by the determination unit in FIG. 3; FIG. 4 is a diagram showing an example of a determination result by the determination unit of FIG. 3; 4 is a flowchart illustrating an example of a process executed by the management server in FIG. 3. 4 is a flowchart showing another example of processing executed by the management server in FIG. 3. FIG. 3 is a diagram illustrating a comparative example in which a track record route is divided using mesh-like areas. FIG. 2 is a block diagram showing a schematic configuration of the administrator terminal in FIG. 1. FIG.

An embodiment of the present invention will be described below with reference to FIGS. 1 to 9. The route evaluation device according to the embodiment of the present invention can be used in management systems for various industries that manage workers who move between multiple work areas and their travel routes during work. In particular, an example will be described in which the present invention is applied to a management system for posting and delivery services in which delivery personnel post and deliver postal items such as packages, leaflets, letters, and postcards. In other words, an example will be described in which a delivery person who performs posting and delivery work at a delivery base such as a delivery company or a post office and the travel route during delivery are managed.

In such posting and delivery services, in order to allocate posting and delivery tasks to each delivery person in a well-balanced manner, work areas are set so that the time required in each work area is equal. However, in reality, due to an increase or decrease in the number of delivery destinations within the work area or changes in surrounding traffic conditions, the originally planned route may be shortcut or become impassable, resulting in longer travel times than expected. , or may be shorter. In this embodiment, the route evaluation device is configured as follows so that the travel route during posting and delivery work can be evaluated from the perspective of the required time for each work area.

[Functional configuration of management system 100]
First, the functional configuration of the management system 100 according to the embodiment of the present invention will be described. FIG. 1 is a diagram showing an example of the system configuration of the management system 100. As shown in FIG. 1, a management system 100 includes a plurality of (two in the figure) delivery terminals 1A, 1B connected via a network 4 including a public wireless communication network such as the Internet and a mobile phone network. , a management server 2 , and an administrator terminal 3 . In such a management system 100, the management server 2 and the administrator terminal 3 collectively constitute the route evaluation device 5 according to the embodiment of the present invention. Note that the management server 2 or the administrator terminal 3 can also constitute the route evaluation device 5 alone. Note that the network 4 also includes a closed communication network established for each predetermined management area, such as a wireless LAN, Wi-Fi (Wireless Fidelity) (registered trademark), and the like.

The delivery person terminals 1A and 1B are stored in the pockets of clothes, bags, pouches, etc. of the clothes of delivery persons A and B who perform posting and delivery work, or are placed in the cradles of vehicles 6A and 6B used for posting and delivery work. It can be installed and used. In this embodiment, smartphones, tablet terminals, mobile phones, PDAs (Personal Digital Assistants), and various wearable terminals that can be connected to public wireless communication are collectively referred to as delivery person terminals 1A and 1B. Delivery person terminals 1A and 1B have a common configuration. Note that there may be three or more delivery person terminals 1A, 1B. The vehicles 6A and 6B are carriers for four-wheeled vehicles, motorcycles, bicycles, handcarts, etc., and as shown in FIG. A light vehicle 6A and a motorized bicycle 6B are shown. Delivery personnel A and B may perform posting and delivery work on foot without using vehicles 6A and 6B.

Next, the respective configurations of the delivery person terminals 1A, 1B, the management server 2, and the administrator terminal 3 will be explained.

<Delivery person terminal 1A, 1B>
First, the delivery person terminals 1A and 1B will be explained. Various application software can be installed on the delivery person terminals 1A, 1B, and the delivery person terminals 1A, 1B according to the present embodiment constitute a management system by the application software installed on the smartphone. By using commercially available smartphones, the cost of building the system can be reduced.

FIG. 2 is a block diagram showing a schematic configuration of the delivery person terminals 1A and 1B. As shown in FIG. 2, the delivery person terminal 1A includes a control section 10, a storage section 11, a wireless section 12, a sensor section 13, a display section 14, and an input section 15.

The storage unit 11 is composed of a semiconductor memory, a hard disk, and the like. The storage unit 11 stores various information such as an operating system (OS), software including application programs to support posting and delivery work, map information such as road maps and residential maps, and customer information of delivery destinations. be remembered. The customer information includes information associated with the customer, such as the delivery address and telephone number, as well as the presence or absence of a delivery box. Note that the software, map information, and customer information may be stored in the storage unit 11 in advance, or may be obtained from the management server 2.

The wireless unit 12 includes a DSP (Digital Signal Processor) and the like, and is configured to be able to communicate wirelessly with the management server 2 via a wireless communication network typified by a mobile phone network such as 3G, LTE, 4G, or 5G. The wireless unit 12 may be configured to include a close proximity wireless communication unit (not shown) to which close proximity wireless communication technology such as Wi-Fi (registered trademark) and Bluetooth (registered trademark) can be applied. The wireless unit 12 transmits to the management server 2 login IDs (also referred to as "delivery person IDs") that identify delivery persons A and B, current position information, speed information, etc. of delivery persons A and B or vehicles 6A and 6B. be able to.

The sensor unit 13 receives positioning signals from a plurality of GPS satellites, and receives positioning signals from a GPS sensor 13a that measures the absolute positions (latitude and longitude) of the corresponding delivery men A and B, a gyro sensor 13b that detects angular velocity, etc. configured. If it is not possible to receive a positioning signal from a GPS satellite, delivery personnel A, B or vehicle 6A, It is also possible to calculate the current position of 6B.

The display unit 14 is composed of a display device such as a liquid crystal display or an organic EL panel. In response to instructions from the control unit 10, the display unit 14 displays a map, touch panel operation button icons, etc., as well as the current position of the delivery persons A, B or the vehicles 6A, 6B, the vicinity of the current position, and the delivery destination. Various information such as nearby maps can be displayed.

The input unit 15 includes physical switches such as a numeric keypad operated by the delivery men A and B, an input device (not shown) such as a touch panel provided on the display surface of the display unit 14, and the like. Signals based on operation inputs from the input unit 15, such as presses on the numeric keys or presses on the touch panel by deliverymen A and B, are output to the control unit 10, which allows the deliverymen to perform operations such as switching the screen display on the display unit 14. A and B can do it.

Although not shown in the drawings, the delivery person terminals 1A and 1B can also be equipped with speakers, vibrators, lights, microphones, and the like. Speakers, vibrators, and lights notify delivery personnel of various information through sound, vibration, and light. Further, the speaker outputs audio to the delivery person, and the microphone collects sounds etc. emitted by the delivery person. Thereby, various information can be outputted by voice from the speaker, and various commands by the delivery person inputted by voice through the microphone can be inputted to the control unit 10 using voice recognition technology.

The control unit 10 includes a microprocessor having a CPU, RAM, ROM, I/O, and the like. The CPU executes a program stored in advance and exchanges signals with the storage section 11, the wireless section 12, the sensor section 13, the display section 14, and the input section 15. The control unit 10 has a display control unit 101, a connection processing unit 102, and a position information notification unit 103 as functional components.

The display control unit 101 controls the screen display by the display unit 14 by generating an image signal and transmitting it to the display unit 14 in response to an operation on the input unit 15 or in response to reception of various information by the wireless unit 12. control. The screen display that the display control unit 101 causes the display unit 14 to display includes a login screen for logging into the management system 100, and the like.

The connection processing unit 102 transmits the login ID and password input by the delivery men A and B via the input unit 15 to the management server 2 via the wireless unit 12 on the login screen displayed on the display unit 14 . Thereby, the delivery person terminals 1A and 1B are connected to the management server 2 in a communicable state. This login input by the delivery person is executed when the delivery person starts work, that is, when the delivery person leaves the delivery base. Furthermore, when a logout request is input via the input unit 15 , the connection processing unit 102 transmits the logout request to the management server 2 via the wireless unit 12 . As a result, the communication connection between the delivery person terminals 1A, 1B and the management server 2 is terminated. This logout input by the delivery person is executed when the delivery person finishes his/her workday, that is, when the delivery person returns to the delivery base. Note that logout may be automatically performed when the delivery person returns to the delivery base based on time and location information.

The position information notification unit 103 provides current position information of the delivery persons A, B or vehicles 6A, 6B that move together with the delivery person terminals 1A, 1B, calculated based on the GPS signal received by the sensor unit 13 (GPS sensor 13a); Current time information and the like obtained from a clock unit (not shown) are transmitted via the wireless unit 12 to the management server 2 at predetermined time intervals (for example, every second) in association with the delivery person ID. Note that the time information includes not only the time but also information such as the year, month, and day.

The positions of delivery men A, B or vehicles 6A, 6B change from moment to moment, so when current position information is acquired at predetermined time intervals, the position determined from the latest current position information and the actual position may not be exactly the same. Sometimes they don't match. However, since the deviation is small, the position determined from the current position information acquired at predetermined time intervals can be regarded as the current position. Note that a plurality of pieces of current position information, current time information, etc. of the delivery men A, B or the vehicles 6A, 6B acquired at predetermined time intervals can also be transmitted at once (so-called burst transmission). The acquisition time interval (for example, 1 second interval) of the current position information of the delivery person or the vehicle, the number of pieces of information to be transmitted at one time when burst transmitting multiple pieces of information, etc. can be set in advance.

<Management server 2>
Next, the management server 2 will be explained. In this embodiment, the management server 2 will be described as one server with various functions, but it may be a distributed server composed of different servers for each function, or it may be realized by a cloud server (virtual server). may be done.

FIG. 3 is a block diagram showing a schematic configuration of the management server 2. As shown in FIG. As shown in FIG. 3, the management server 2 includes a control section 20, a storage section 21, a communication section 22, a display section 24, and an input section 25. Note that the display section 24 and the input section 25 can also be omitted. Further, the display section 24 and the input section 25 can also be constituted by another information terminal (not shown) connected to the management server 2.

The storage unit 21 is composed of a semiconductor memory, a hard disk drive, and the like. The storage unit 21 stores an operating system (OS), software called applications, and various other information. Therefore, various storage areas are secured in the storage unit 21, such as a delivery person information area 211, a vehicle information area 212, a posting destination or delivery destination information area 213, a map information area 214, and a management information area 215. Note that the information area is, for example, a table in a database management system.

The delivery person information area 211 contains basic information about the delivery person, such as the delivery person's name and affiliated base ID, for each employee ID (also referred to as "delivery person ID"), which is the identification information of the delivery person. Delivery person information for managing etc. is stored. Further, in the delivery person information area 211, a vehicle ID, which is identification information of the vehicles 6A and 6B, is stored in association with a vehicle used by the delivery person, that is, a delivery person ID. The association of the vehicle ID with the delivery person ID is set in advance by the administrator of the delivery base, for example, prior to the start of one day's posting or delivery work.

The vehicle information area 212 stores information regarding the vehicle for each vehicle ID, such as the type of vehicle such as a four-wheeled vehicle, motorcycle, or bicycle, and the size of the luggage compartment.

The posting destination or delivery destination information area 213 includes the address (latitude, longitude) and telephone number of the delivery destination, the work area that includes the delivery destination, delivery personnel A and B in charge of the work area that includes the delivery destination, etc. Delivery destination information is stored. Note that the work area is an area preset by the delivery base administrator for the convenience of assigning posting and delivery tasks to each delivery person. Consists of. Delivery personnel A and B are each in charge of posting and delivery work in their respective areas consisting of a plurality of work areas.

The map information area 214 stores map information such as road maps and residential maps in advance. The map information includes road link information, display map data for displaying the background of roads and road maps, and the like. This map information is updated regularly.

The management information area 215 includes the delivery order of work areas preset by the administrator of the delivery base, the positional information of the entrance and exit of each work area, and information about delivery personnel A, B or vehicles obtained from the delivery personnel terminals 1A, 1B. Time-series position information of 6A and 6B is stored.

FIG. 4A is a diagram illustrating the delivery order of work areas and the positional information of the entrance and exit of each work area stored in the management information area 215. The administrator of the delivery base divides all the delivery destinations under the jurisdiction of the delivery base into multiple work areas in which each unit is, for example, a block, a street address, or a large housing complex, and assigns each work area to each work area. Delivery personnel A and B are assigned to be in charge of posting and delivery work in the work area. Specifically, the work area and delivery men A and B are set as information associated with the address (latitude, longitude) of the delivery destination via the administrator terminal 3. In the example of FIG. 4A, five work areas BL1 to BL5 are assigned to one delivery person, for example, delivery person A. Further, the order of delivery of a plurality of work areas that each delivery person is in charge of (in the illustrated example, BL1 → BL2 → BL3 → BL4 → BL5) and the order of delivery of the delivery destinations in each work area are set.

Furthermore, exits #0Exit to #5Exit and entrances #1Enter to #6Enter of the delivery base and each work area BL1 to BL5 on the map are set. As shown in FIG. 4A, exits #0Exit to #5Exit and entrances #1Enter to #6Enter of the delivery base and each work area BL1 to BL5 are set as line segments. The line segments indicating the entrances #1Enter to #5Enter of each work area BL1 to BL5 are on the road near the first delivery destination in each work area, and are as long as the road width so as to intersect the travel route during delivery. It is placed in Similarly, the line segments indicating exits #1Exit to #5Exit of each work area BL1 to BL5 are placed on the road near the last delivery destination in each work area, and the road width is set so as to intersect the travel route during delivery. It is placed at a certain length. Common line segments are set at the entrances and exits between delivery bases and adjacent work areas (in the figure, #0Exit/#6Enter, #2Exit/#3Enter, #3Exit/#4Enter). Each line segment is defined, for example, by the positions (latitude and longitude) of both ends on the map. These pieces of information set via the administrator terminal 3 are transmitted to the management server 2 and stored in the management information area 215.

The communication unit 22 implements a communication protocol that enables wireless communication such as 3G, LTE, 4G, 5G, etc. when transmitting and receiving data to and from the delivery person terminals 1A and 1B. On the other hand, in the case of transmission/reception with the administrator terminal 3, the communication unit 22 implements a communication protocol that enables wired communication (eg, Internet line, etc.) or wireless communication.

The control unit 20 includes a processor having a CPU, RAM, ROM, I/O, and the like. The control unit 20 has a functional configuration including a connection processing unit 201, an information acquisition unit 202, a route calculation unit 203, an intersection calculation unit 204, a determination unit 205, a required time calculation unit 206, and an information output unit 207. and has. Of these, the route calculation section 203, the intersection calculation section 204, and the determination section 205 constitute the passage determination section 208.

The connection processing unit 201 executes a login process from the delivery person terminals 1A, 1B, and performs a connection process with the delivery person terminals 1A, 1B. Furthermore, the connection processing unit 201 executes a logout process from the delivery person terminals 1A, 1B, and terminates the connection with the delivery person terminals 1A, 1B. Furthermore, the connection processing unit 201 executes a login process from the administrator terminal 3 to perform a connection process with the administrator terminal 3, and also executes a logout process from the administrator terminal 3 to establish a connection with the administrator terminal 3. Terminate the connection.

The information acquisition unit 202 receives, via the communication unit 22, data transmitted from the delivery person terminals 1A and 1B to the management server 2, and data transmitted from the administrator terminal 3 to the management server 2. Obtain various information. The information acquired by the information acquisition unit 202 includes the position information of the delivery people A, B or the vehicles 6A, 6B sent from the position information notification unit 103 of each delivery person terminal 1A, 1B, the corresponding time information, and management information. The information includes the delivery order of the work areas and the position information of the entrance and exit of each work area transmitted from the operator terminal 3. The location information is specifically expressed in latitude and longitude. These pieces of information transmitted from the delivery person terminals 1A, 1B and the administrator terminal 3 are stored in the management information area 215.

The passage determination unit 208 determines whether the delivery person A, It is determined whether B or vehicles 6A and 6B have passed through the entrance and exit of each work area.

The route calculation unit 203 configuring the passage determination unit 208 calculates the actual movement of the delivery people A and B based on the time-series position information of the delivery people A and B or the vehicles 6A and 6B stored in the management information area 215. The actual route RT from the starting point PS to the ending point PE is calculated. 4B and 4C are diagrams illustrating an example of the actual route RT calculated by the route calculation unit 203, and show the positions of deliverymen A and B (or vehicles 6A and 6B), for example deliveryman A, at every predetermined time. Shown in plot. As shown in FIGS. 4B and 4C, delivery person A's track record RT is calculated by connecting plots from the starting point PS to the ending point PE corresponding to delivery person A's position in chronological order.

The intersection calculation unit 204 constituting the passage determination unit 208 calculates the actual route RT from the start point PS to the end point PE calculated by the route calculation unit 203, and the entrances #1Enter to #5Enter and exit #1Exit of each work area BL1 to BL5. ~#5 Calculate multiple intersection points CP with Exit. That is, it is determined whether or not delivery persons A and B or vehicles 6A and 6B have passed through entrances #1Enter to #5Enter and exits #1Exit to #5Exit of each work area BL1 to BL5. Note that the starting point PS and ending point PE of the actual route RT are plotted on the entrance/exit #0Exit/#6Enter of the delivery base. Specifically, the intersection calculation unit 204 calculates the position (latitude x, longitude y) of each intersection CP, and calculates the passing time t of each intersection. When a plot corresponding to the intersection point CP exists, a passing time t of the intersection point CP is calculated (determined) based on the time information of the plot corresponding to the intersection point CP. On the other hand, if there is no plot corresponding to the intersection point CP, the passage time t of the intersection point CP is calculated based on the time information of the plots immediately before and after the intersection point CP on the actual route RT.

FIG. 5 is a diagram illustrating a method of calculating the passing time t of the intersection point CP between the actual route RT and the entrance/exit of each work area. As shown in FIG. 5, when the intersection point CP corresponds to the m:n internal division point of the adjacent plots P1 and P2, the passing time t of the intersection point CP is the latitude x1 of the immediately preceding plot P1 on the actual route RT, It is calculated by the following equation (i) using the longitude y1, the passing time t1, and the latitude x2, longitude y2, and passing time t2 of the immediately following plot P2.
t=(n×t1+m×t2)/(m+n) (i)

Note that the passing time t of the intersection CP between the actual route RT and the entrance/exit of each work area may be represented by the passing time t1, t2 of either of the plots P1, P2 to which the intersection CP is adjacent. Alternatively, the intersection point CP may be calculated as the arithmetic average of the passing times t1 and t2 of two adjacent plots P1 and P2.

In the example of FIG. 4B, the intersection calculation unit 204 calculates 11 intersections CP1 to CP11. On the other hand, in the example of FIG. 4C, the actual route RT of delivery person A is set in advance according to traffic conditions such as road construction or traffic congestion. Since the entrance #5Enter of BL5 is bypassed, the intersections CP3, CP8, and CP9 in FIG. 4B are not calculated.

The intersection calculation unit 204 constituting the passage determination unit 208 further calculates the line segments for which it is determined that the delivery persons A and B or the vehicles 6A and 6B have passed, that is, the line segments for which one or more intersection points CP have been calculated. The ratio is calculated as the passing success rate SR of the actual route RT. The passage success rate SR is calculated by the following equation (ii) using the number Ncut of line segments for which one or more intersection points CP have been calculated and the number Nall of all line segments.
SR=100×Ncut/Nall (ii)

In the example of FIGS. 4A to 4C, there are a total of eight entrances and exits indicating #1Enter, #1Exit, #2Enter, #2Exit/#3Enter, #3Exit/#4Enter, #4Exit, #5Enter, and #5Exit for each work area BL1 to BL5. A line segment is set (Nall=8). On the other hand, in the example of FIG. 4B, one or more points of intersection CP are calculated for all eight line segments (Ncut=8), and the passing success rate SR of the actual route RT in this case is 100%. .

On the other hand, in the example of FIG. 4C, three line segments indicating the exit #1Exit of the work area BL1, the exit #4Exit of the work area BL4, and the entrance #5Enter of the work area BL5 are detoured, and the entrance #1Enter of the work area BL1 is 5 entrances: Entrance #1Enter of work area BL2, common entrance #2Exit/#3Enter between work areas BL2 and BL3, common entrance #3Exit/#4Enter between work areas BL3 and BL4, and exit #5Exit of work area BL5. One or more points of intersection CP are calculated for the line segment (Ncut=5), and the passing success rate SR of the actual route RT in this case is 62.5%. The passing success rate SR of the track record route RT calculated by the intersection point calculation unit 204 is transmitted to the administrator terminal 3 of the delivery base as route evaluation information for evaluating the track record route RT. By checking the passage success rate SR of the actual route RT via the administrator terminal 3, the administrator of the delivery base can check whether each delivery person A and B passed through the entrances and exits of multiple work areas as planned. It can be understood quantitatively.

The determination unit 205 that constitutes the passage determination unit 208 determines the scheduled passage order of each intersection CP based on the delivery order of the work areas stored in the management information area 215, and the position and passage of the intersection CP calculated by the intersection calculation unit 204. It is determined whether each intersection point CP is valid or invalid based on the actual passing order of each intersection point CP based on the information at time t.

The intersection point CP determined to be valid by the determination unit 205 is used to calculate the required time for each work area BL1 to BL5, which will be described later. On the other hand, the intersection point CP determined to be invalid by the determination unit 205 is excluded from the targets used for calculating the required time for each work area BL1 to BL5.

FIG. 6A is a diagram illustrating the determination by the determination unit 205, and shows the actual passing order of each of the intersections CP1 to CP11 based on the passing time t of the intersections CP1 to CP11 (FIG. 4B) calculated by the intersection calculation unit 204. The vertical axis shows the scheduled passing order of each of the intersections CP1 to CP11 based on the delivery order of work areas BL1 to BL5 stored in the management information area 215. That is, the coordinates of each intersection point are expressed by the actual passing order and the planned passing order of the intersection point; for example, the coordinates of the intersection point CP1 are expressed as (1, 1).

As shown in FIG. 6A, the determining unit 205 determines the pairs of intersections where the straight line CL connecting adjacent intersections CP1 to CP11 has a negative slope, in the example shown, the pair of intersections CP2 and CP3, and the pair of intersections CP6 and CP7. A pair and a pair of intersection points CP10 and CP11 are extracted. Next, for each pair of extracted intersection points, one of the intersection points is determined to be invalid and deleted so that the straight line CL does not have a negative slope, that is, the slope of the straight line CL is 0 or more. . For example, in the case of a pair of intersection points CP2 and CP3, if the intersection point CP2 is deleted, the straight line CL connecting the intersection points CP1 and CP3 before and after the deleted intersection point CP2 will have a positive slope; The straight line CL connecting the intersection points CP2 and CP4 has a negative slope.

Therefore, for the pair of intersection points CP2 and CP3, the intersection point CP2 is determined to be invalid. Similarly, regarding the pair of intersection points CP10 and CP11, the intersection point CP11 is determined to be invalid. This determines whether or not the vehicle has passed through each of the work areas BL1 to BL5, that is, whether or not the vehicle has passed through each of the work areas BL1 to BL5 as scheduled.

After determining whether or not to pass through each work area BL1 to BL5, if the planned passage order is to pass through the same entrance/exit multiple times in a row, the actual passage order is the highest when passing through the same entrance in succession. The previous intersection point CP is determined to be valid, and when the same exit is passed through continuously, the intersection point CP that is the last in the actual passing order is determined to be valid.

FIG. 4D is a diagram illustrating an example of the actual route RT calculated by the route calculation unit 203 when passing through the same entrance/exit in succession. In the example of FIG. 4D, the actual route RT passes through the entrance #2Enter and the exit #2Exit of the work area BL2 multiple times in succession. In this case, among the intersections CP41 to CP43 that successively pass through the entrance #2Enter of the work area BL2, the intersection CP41 which is the first in the actual passing order is determined to be valid. Furthermore, among the intersections CP51 to CP53 that successively pass through the exit #2Exit of the work area BL2, the intersection CP53 which is the last in the actual passing order is determined to be valid.

In addition, in FIG. 6A, regarding the pair of intersection points CP6 and CP7 where the straight line CL has a negative slope, the scheduled passage order is sixth, that is, the pair passes through the exit #3Exit of the third work area BL3 twice in succession. The determination unit 205 makes a determination as the intersection point. In this case, the intersection point CP7 that is later in the actual passing order is determined to be valid, and the intersection point CP6 that is earlier in the actual passing order is determined to be invalid and deleted.

The determining unit 205 may sequentially determine that the intersection that is the earliest in the actual passing order is valid according to the scheduled passing order. In this case as well, if the planned passage order is to pass through the same entrance/exit several times in a row, the intersection point CP whose actual passage order is the earliest is determined to be valid when passing through the same entrance in succession. However, when passing through the same exit continuously, the last intersection CP in the actual passing order is determined to be valid. That is, as shown in FIG. 6A, first, the intersection points CP1 and CP11 between the entrance #1Enter of the work area BL1, which is the first in the scheduled passage order, that is, the first work area BL1, and the actual route RT are determined. The determining unit 205 determines that among the intersections CP1 and CP11 that are first in the scheduled passing order, the intersection CP1 that is the first in the actual passing order is valid, and determines that the remaining intersections CP11 are invalid. Furthermore, the determination unit 205 determines that the intersection CP that is the second or subsequent intersection in the scheduled passage order and that is earlier in the actual passage order than the intersection CP1 determined to be valid is invalid. For example, the planned passage order is the 2nd one, that is, the actual passage order is earlier than the intersection point CP3 of the exit #1 of the first work area BL1 and the actual route RT, and the planned passage order is the 10th one, that is, The intersection point CP2 between the exit #5Exit of the fifth work area BL1 and the actual route RT is determined to be invalid.

The intersection point CP between the common entrance between adjacent work areas and the actual route RT is first determined by the determination unit 205 as the intersection point CP between the exit of the immediately preceding work area and the actual route RT, according to the scheduled passage order. When it is determined that the intersection point CP between the immediately preceding work area exit and the track record route RT is valid, the intersection point CP between the immediately following work area entrance and the track record route RT is also determined to be valid. On the other hand, if the intersection point CP between the exit of the immediately preceding work area and the actual route RT is determined to be invalid, the intersection point CP between the entrance of the immediately following work area and the actual route RT is also determined to be invalid and is deleted. Ru. For example, regarding the intersection point CP5 between the common entrance/exit #2Exit/#3Enter, which serves as the exit #2Exit of the work area BL2 and the entrance #3Enter of the work area BL3, and the actual route RT, the planned passage is first performed according to the scheduled passage order. The determining unit 205 makes a determination as the intersection point CP5 between the exit #2 of the work area BL2, which is fourth in order, that is, the second exit #2 of the work area BL2, and the actual route RT. When it is determined that the intersection point CP5, which is fourth in the scheduled passage order, is valid, the intersection point CP5, which is scheduled to pass through the common exit #2Exit/#3Enter, is fifth, that is, the entrance # of the third work area BL3. It is determined that the intersection point CP5 between 3Enter and the actual route RT is also valid.

Regarding the intersection points CP6 and CP7 between the exit #3 of the third work area BL3 and the actual route RT, which are the sixth in the scheduled passage order, the determination unit determines the intersections CP6 and CP7 when the same exit is passed twice in succession. 205 is performed. In this case, the intersection point CP7 that is later in the actual passing order is determined to be valid, and the intersection point CP6 that is earlier in the actual passing order is determined to be invalid and deleted.

The intersection points CP1, CP3 to CP5, and CP7 to CP10 determined to be valid by the determination unit 205 are used for calculating the required time, which will be described later. On the other hand, the intersection points CP2, CP6, and CP11 that are determined to be invalid by the determination unit 205 are excluded from the targets used for calculating the required time.

FIG. 6B is a diagram showing an example of the determination result by the determination unit 205, and shows only the intersection points CP1, CP3 to CP5, and CP7 to CP10 determined to be valid by the determination unit 205. The required time calculation unit 206 calculates the time required to pass through each work area BL1 to BL5 based on the passing time t of the intersection points CP1, CP3 to CP5, and CP7 to CP10 determined to be valid by the determination unit 205. Calculate time TP. That is, the required time TP1 to TP5 to pass through each work area BL1 to BL5 is calculated from the difference between the time t of passing the intersection CP at the entrance of each work area BL1 to BL5 and the time t of passing the intersection CP of the exit of each work area BL1 to BL5. do. Note that the required time TP is not calculated for work areas where the actual route RT does not pass through a line segment indicating an exit or an entrance. For example, in the example of FIG. 4C, since exit #1Exit of work area BL1, exit #4Exit of work area BL4, and entrance #5Enter of work area BL5 are bypassed, the required time TP1, TP4 and TP5 are not calculated.

The required time TP for each work area calculated by the required time calculation unit 206 is transmitted to the administrator terminal 3 of the delivery base as route evaluation information for evaluating the actual route RT. By checking the required time TP for each work area via the manager terminal 3, the manager of the delivery base can evaluate the actual delivery route RT of each delivery person A and B.

The information output unit 207 outputs various information by transmitting data from the management server 2 to the administrator terminal 3 via the communication unit 22. The information output by the information output unit 207 includes the passing success rate SR of the track record route RT transmitted to the administrator terminal 3, the required time TP for each work area, and the like.

7A and 7B are flowcharts showing an example of a process executed by the CPU of the management server 2 according to a pre-stored program. The process shown in this flowchart is started, for example, when a route evaluation information output request is received from the administrator terminal 3.

In the process of FIG. 7A, first, in step S1, the information acquisition unit 202 reads the route evaluation information output request received from the administrator terminal 3 via the communication unit 22, and Reads the time-series position information for specified deliverymen A and B. Further, the delivery order of the work areas and the positional information of the entrance and exit of each work area stored in the management information area 215 are read. Next, in step S2, the route calculation unit 203 calculates the distance from the starting point PS to the ending point PE where the designated delivery men A and B actually moved, based on the time-series position information acquired in step S1. Calculate the actual route RT. Next, in step S3, the intersection calculation unit 204 calculates the positions and passing times t of a plurality of intersections CP between the actual route RT calculated in step S2 and the entrance and exit of each work area. Next, in step S4, the proportion of line segments for which one or more intersection points CP were calculated in step S3 is calculated as the passing success rate SR of the actual route RT.

Next, in steps S5 and S6, the determination unit 205 determines whether each intersection point CP calculated in step S3 is valid or invalid. That is, in step S5, pairs of intersections where the straight line CL connecting adjacent intersections CP has a negative slope are extracted. Next, in step S6, for each pair of intersection points extracted in step S5, one of the intersection points is determined to be invalid and deleted. Next, in step S7, the required time calculation unit 206 calculates the passing time t of the remaining intersections CP that were determined to be invalid and not deleted in step S6, that is, the intersections CP that were determined to be valid. Based on this, the required time TP for each work area is calculated. Next, in step S8, the information output unit 207 manages route evaluation information including the passage success rate SR of the actual route RT calculated in step S4 and the required time TP for each work area calculated in step S6. the user terminal 3.

On the other hand, in the process of FIG. 7B, in steps S9 to S13 instead of steps S5 and S6 of FIG. 7A, the determination unit 205 determines whether each intersection point CP calculated in step S3 is valid or invalid. It is determined one by one according to the scheduled passage order of each intersection CP based on the delivery order of the work area acquired in step S1. That is, in step S9, n=1 is set, and in step S10, it is determined whether or not the n-th intersection CP is included in the plurality of intersections CP calculated in step S3. If the result in step S10 is affirmative, the process proceeds to step S11, and if the result is negative, the process skips step S11 and proceeds to step S12. In step S11, among the nth intersection points CP determined in step S10, the intersection point CP with the earliest actual passage order based on the passage time t calculated in step S3 is determined to be valid, and the remaining intersection points The CP is determined to be invalid. Next, in step S12, it is determined whether the n-th intersection CP is the last intersection CP in the scheduled passage order. If the result in step S12 is negative, n is incremented by 1 in step S13, and the process returns to step S10. On the other hand, if the result in step S12 is affirmative, the process advances to step S7.

The administrator of the delivery base can check the actual route RT for posting and delivery work by checking the route evaluation information including the passing success rate SR of the actual route RT and the required time TP for each work area via the administrator terminal 3. can be evaluated. In other words, since the actual route RT is evaluated as the required time TP for each work area, for example, the workload for each work area can be periodically reviewed, thereby reducing the posting and delivery work for each delivery person A and B. can be allocated in a well-balanced manner. Furthermore, since the track record route RT is evaluated as the passing success rate SR, for example, frequently detoured routes (order of delivery) can be reviewed, thereby improving the accuracy of evaluation of the track record route RT. Note that, for example, it is possible to consider a method of dividing the actual route RT using mesh-like areas AR1 to AR25 according to latitude and longitude as shown in FIG. Since the actual route RT is not divided into specific sections according to the order, it is difficult to evaluate the actual route RT as the required time TP for each work area.

<Administrator terminal 3>
Next, the administrator terminal 3 will be explained. The administrator terminal 3 is used by the administrator of the delivery base to set and evaluate the travel routes of the delivery men A and B who perform posting and delivery work. The administrator terminal 3 includes various computers installed at the delivery base, such as a personal computer, a tablet terminal, and a smartphone, and sends and receives information to and from the management server 2 via the network 4.

FIG. 9 is a block diagram showing a schematic configuration of the administrator terminal 3. As shown in FIG. As shown in FIG. 9, the administrator terminal 3 includes a control section 30, a storage section 31, a communication section 32, a display section 34, and an input section 35.

The storage unit 31 is composed of a semiconductor memory, a hard disk drive, and the like. The storage unit 31 stores an operating system (OS), software called applications, and various other information.

The communication unit 32 implements a communication protocol that enables wired communication (for example, Internet line, etc.) or wireless communication such as 3G, LTE, 4G, 5G, etc., and connects to the management server 2 to transmit and receive data.

The display unit 34 is configured with a display device such as a liquid crystal display or an organic EL panel, and displays a map, icons of touch panel operation buttons, etc. in response to instructions from the control unit 30. Furthermore, the display unit 34 displays route evaluation information and the like transmitted from the information output unit 207 of the management server 2.

The input unit 35 includes a physical switch such as a numeric keypad operated by the administrator, an input device (not shown) such as a touch panel provided on the display surface of the display unit 34, and the like. A command to switch the display screen of the display unit 34 is input via the input unit 35 . Setting of work areas (sorting of delivery destinations), assignment of delivery men A and B to each work area, setting of delivery order of work areas, and delivery order of delivery destinations in each work area are performed via the input unit 35. be able to.

The control unit 30 includes a processor having a CPU, RAM, ROM, I/O, and the like. The control unit 30 has a display control unit 301, a connection processing unit 302, an evaluation information request unit 303, and a server information acquisition unit 304 as functional components.

The display control unit 301 controls the screen display by the display unit 34 by generating an image signal according to the operation of the input unit 35 and transmitting the image signal to the display unit 34 . The screen displayed on the display unit 34 by the display control unit 301 includes a login screen for logging into the management system 100, work areas, delivery personnel A and B in charge of each work area, delivery order of the work areas, and each work area. This includes a settings screen for setting the delivery order of delivery destinations, a route evaluation screen for displaying route evaluation information, etc.

The connection processing unit 302 executes a login process to the management server 2 using, for example, an identification number (base administrator ID) that identifies the administrator or person in charge of the delivery base and a password.

The evaluation information requesting unit 303 specifies the delivery person and the delivery period and transmits a route evaluation information output request to the management server 2 in response to the operation of the input unit 35 by the administrator.

The server information acquisition unit 304 acquires route evaluation information and the like transmitted from the management server 2 (information output unit 207). When the route evaluation information is acquired by the server information acquisition unit 304, the route evaluation information is displayed on the display unit 34.

[Operation of management system 100]
Next, an example of the operation of the management system 100 will be described. For example, when the delivery person A driving the vehicle 6A departs from the delivery base, that is, at the start of work, he enters his own login ID and information via the input unit 15 on the login screen displayed on the display unit 14 of the delivery person terminal 1A. Enter your password. When this input is made, the management server 2 performs connection processing with the delivery person terminal 1A. Thereafter, the delivery person terminal 1A communicates with the management server 2 at predetermined time intervals (for example, every second) and transmits the position information of the delivery person A or the vehicle 6A to the management server 2. Communication between the delivery person terminal 1A and the management server 2 continues until the delivery person terminal 1A performs a logout operation.

On the other hand, the administrator of the delivery base inputs the base administrator ID and password via the input unit 35 on the login screen displayed on the display unit 34 of the administrator terminal 3. When this input is made, the management server 2 performs connection processing with the administrator terminal 3. When the administrator specifies the delivery person A and the delivery period through the input unit 35 (touch panel) and inputs a request to output route evaluation information, the request to output route evaluation information is transmitted to the management server 2 .

In response to this input, the management server 2 determines the actual route RT (see FIG. 4B , 4C), and the intersections CP1 to CP11 with the entrances and exits of each work area BL1 to BL5 are extracted (steps S1 to S3). Further, one or more intersection points CP are calculated, and the proportion of line segments determined to have been passed by the delivery person A is calculated as the passage success rate SR of the actual route RT (step S4). Furthermore, it is determined whether each of the intersections CP1 to CP11 is valid or invalid (steps S5, S6 or S9 to S13), and at the passing time t of the intersections CP1, CP3 to CP5, and CP7 to CP10 determined to be valid. Based on this, the required time TP for each work area is calculated (step S7). The information on the passage success rate SR of the track record RT calculated by the management server 2 and the required time TP for each work area are transmitted as route evaluation information to the administrator terminal 3 and displayed on the display unit 34 (step S8). .

The administrator of the delivery base can check the actual route RT for posting and delivery work by checking the route evaluation information including the passing success rate SR of the actual route RT and the required time TP for each work area via the administrator terminal 3. can be evaluated. This makes it possible to review the workload for each work area as needed and to allocate posting and delivery tasks to each delivery person in a well-balanced manner. For example, if the actual required time TP is thought to have become longer or shorter than the scheduled required time due to an increase or decrease in the number of delivery destinations included in each work area or changes in surrounding traffic conditions, You can review the scope of your work area. Furthermore, the delivery order can be reviewed as necessary to improve the accuracy of route evaluation.

According to this embodiment, the following effects can be achieved.
(1) The route evaluation device 5 evaluates the travel routes of the delivery men A, B or the vehicles 6A, 6B that pass through a plurality of work areas on the map. The route evaluation device 5 places a plurality of marks on a map defined to intersect with the travel route at positions corresponding to the entrances #1Enter to #5Enter and the exits #1Exit to #5Exit of the plurality of work areas BL1 to BL5. The information acquisition unit 202 includes a storage unit 21 that stores positional information on line segments, an information acquisition unit 202 that acquires positional information of deliverymen A and B or vehicles 6A and 6B, and time information corresponding to the positional information. Based on the acquired positional information and the positional information of the plurality of line segments stored in the storage unit 21, it is determined whether the delivery men A, B or the vehicles 6A, 6B have passed through each of the plurality of line segments. (FIG. 3). By determining whether or not each line segment has been passed, it is possible to grasp to what extent the delivery persons A and B or the vehicles 6A and 6B have passed through a plurality of points as planned.

(2) The passage determination unit 208 further calculates the proportion of line segments determined to have been passed by the delivery persons A and B or the vehicles 6A and 6B as the passage success rate SR of the actual route RT. Thereby, it is possible to quantitatively understand whether or not the delivery persons A and B or the vehicles 6A and 6B have passed through the plurality of points as scheduled.

(3) The route evaluation device 5 determines whether the passage time t of the line segment corresponding to the entrances #1Enter to #5Enter has been determined by the passage determination unit 208 to be passed by the delivery person A, B or the vehicle 6A, 6B multiple times. Based on the earliest passing time t, the required time TP required for the delivery persons A, B or the vehicles 6A, 6B to pass through each of the plurality of work areas BL1 to BL5 is calculated, and the passage determination unit 208 determines the delivery time. The delivery person A, B or the vehicle 6A or the vehicle 6A or the vehicle 6A or the vehicle 6A or the vehicle 6A or the vehicle 6A or the vehicle 6A or the vehicle 6A or the vehicle 6A or the vehicle 6A or the vehicle 6A or the vehicle It further includes a required time calculation unit 206 that calculates the required time TP required for 6A and 6B to pass through each of the plurality of work areas BL1 to BL5 (FIG. 3). Thereby, even when the user moves back and forth near the entrance/exit of the work area, it is possible to accurately evaluate the travel route, such as calculating the required time TP for each work area.

(4) The route evaluation device 5 evaluates the travel routes of the delivery men A, B or the vehicles 6A, 6B that pass through a plurality of work areas on the map in a predetermined order. The route evaluation device 5 places a plurality of marks on a map defined to intersect with the travel route at positions corresponding to the entrances #1Enter to #5Enter and the exits #1Exit to #5Exit of the plurality of work areas BL1 to BL5. The information acquisition unit 202 includes a storage unit 21 that stores positional information on line segments, an information acquisition unit 202 that acquires positional information of deliverymen A and B or vehicles 6A and 6B, and time information corresponding to the positional information. A route calculation unit 203 that calculates the actual route RT that the delivery persons A, B or the vehicles 6A, 6B actually traveled based on the acquired position information and time information, and the actual route calculated by the route calculation unit 203. An intersection calculation unit 204 that calculates a plurality of intersection points CP between RT and a plurality of line segments stored in the storage unit 21, and an intersection calculation unit 204 that calculates a plurality of intersection points CP between RT and a plurality of line segments stored in the storage unit 21; A determination unit 205 determines whether each of the plurality of intersection points CP calculated by the intersection calculation unit 204 is valid or invalid, and the determination unit 205 determines that the plurality of intersection points CP are valid according to the order of passage of the scheduled schedule. Based on the position information and time information acquired by the information acquisition unit 202 regarding the intersection point CP, the time required for the delivery persons A and B or the vehicles 6A and 6B to pass through each of the plurality of work areas BL1 to BL5. A required time calculation unit 206 that calculates times TP1 to TP5 is provided (FIG. 3). Thereby, it is possible to divide the track record RT in chronological order when passing through a plurality of work areas in a predetermined order, and calculate the required time TP for each work area.

(5) Based on the time information acquired by the information acquisition unit 202, the determination unit 205 determines whether the plurality of intersection points CP calculated by the intersection calculation unit 204 are valid so that the passing order of the schedule is in time order. or invalid. As a result, even if you deviate from the planned travel route due to traffic conditions, etc., the actual route RT when passing through multiple work areas in a predetermined order is divided in chronological order, and the work area The required time TP for each time can be calculated.

(6) The determination unit 205 determines, among the plurality of intersections CP determined to be valid, the actual intersection CP corresponding to the entrance with the same scheduled passing order based on the time information acquired by the information acquisition unit 202. The intersection CP with the earliest passing order is determined to be valid, the remaining intersections CP are determined to be invalid, and for the intersections CP corresponding to exits with the same planned passage order, the actual passage order is the highest. The previous intersection point CP is determined to be valid, and the remaining intersection points CP are determined to be invalid. As a result, even when moving back and forth near the entrance/exit of a work area, the actual route RT when passing through multiple work areas in a predetermined order is divided in chronological order, and the required time for each work area is Time TP can be calculated.

Note that the above embodiment can be modified in various forms. Modifications will be described below. In the above embodiment, an example has been described in which the route evaluation device 5 evaluates the movement route of a delivery person who performs posting or delivery work. Any method may be used as long as it evaluates a route. For example, the travel route when performing work such as inspecting equipment by visiting each house may be evaluated. The travel routes of visitors to a facility with multiple areas, such as an amusement park or a zoo, may be evaluated.

In the above embodiment, the exits #0Exit to #5Exit and the entrances #1Enter to #6Enter of the delivery base and each work area BL1 to BL5 are defined as straight line segments, but they are not limited to straight segments and may be curved segments. Further, the area is not limited to a line segment, but may be set as a circle, ellipse, polygon, or the like.

In the above embodiment, the information acquisition unit 202 acquires the position information calculated on the delivery person terminals 1A and 1B, but the configuration with the information acquisition unit that acquires the worker's position information is not limited to this. . For example, the management server 2 may calculate the position based on GPS signals received by the delivery person terminals 1A and 1B.

In the above embodiment, the route calculation unit 203 calculates the actual route RT by connecting the plots from the start point to the end point corresponding to the delivery person's position in chronological order. Any method may be used as long as it calculates the track record route actually traveled. For example, the actual route may be calculated based on a moving average of the position plot.

Although the present invention has been described above as the route evaluation device 5, the present invention can also be used as a route evaluation method for evaluating a travel route that passes through a plurality of work areas on a map in a predetermined order. That is, the route evaluation method acquires the position information of the delivery persons A, B or the vehicles 6A, 6B and the time information corresponding to the position information (step S1 in FIG. 7), and uses the acquired position information and time information. Based on this, the track record route R actually traveled by the delivery men A, B or the vehicles 6A, 6B is calculated (step S2), and the calculated track record route RT and the entrance #1Enter~ of each of the plurality of work areas BL1 to BL5 are calculated. A plurality of intersection points CP with a plurality of line segments on the map defined to intersect with the travel route are calculated at positions corresponding to #5Enter and exits #1Exit to #5Exit (step S3), and the actual route RT is calculated. According to a predetermined scheduled passage order to pass through the plurality of work areas BL1 to BL5 in a predetermined order, it is determined whether each of the plurality of calculated intersection points CP is valid or invalid (step S4 to S8), based on the acquired position information and time information about the intersection point CP determined to be valid, the delivery staff A, B or the vehicles 6A, 6B pass through each of the plurality of work areas BL1 to BL5. This includes calculating the required times TP1 to TP5 (step S9).

In the above, the route evaluation program is stored in the storage unit 21 of the management server 2, but it may be stored in an external storage medium such as a flash memory. The route evaluation program can also be obtained from outside the management system 100 via the network 4.

The above description is merely an example, and the present invention is not limited to the above-described embodiments and modifications as long as the characteristics of the present invention are not impaired. It is also possible to arbitrarily combine the above embodiment and one or more of the modifications, and it is also possible to combine the modifications.

1A, 1B delivery person terminal, 2 management server, 3 administrator terminal, 4 network, 5 route evaluation device, 6A, 6B vehicle, 10 control unit, 11 storage unit, 12 wireless unit, 13 sensor unit, 13a GPS sensor, 13b Gyro sensor, 14 display section, 15 input section, 20 control section, 21 storage section, 22 communication section, 24 display section, 25 input section, 30 control section, 31 storage section, 32 communication section, 34 display section, 35 input section , 100 management system, 101 display control unit, 102 connection processing unit, 103 location information notification unit, 201 connection processing unit, 202 information acquisition unit, 203 route calculation unit, 204 intersection calculation unit, 205 determination unit, 206 required time calculation unit , 207 information output section, 208 passage determination section, 211 delivery person information area, 212 vehicle information area, 213 delivery destination information area, 214 map information area, 215 management information area, 301 display control section, 302 connection processing section, 303 evaluation Information request unit, 304 Server information acquisition unit

Claims (4)

A route evaluation device that evaluates a travel route of a traveler passing through a plurality of areas on a map in a predetermined order,
a storage unit that stores position information of a plurality of elements on the map defined to intersect the travel route at positions corresponding to entrances and exits of each of the plurality of areas;
an information acquisition unit that acquires location information of the traveler and time information corresponding to the location information;
a route calculation unit that calculates a track record route actually traveled by the traveler based on the location information and the time information acquired by the information acquisition unit;
an intersection calculation unit that calculates a plurality of intersections between the actual route calculated by the route calculation unit and the plurality of elements stored in the storage unit;
Among the plurality of intersections calculated in accordance with a predetermined scheduled order of passage so that the actual route passes through the plurality of areas in the predetermined order, each of the intersections passes through a predetermined order of passage that is different from the predetermined order of passage. a determining unit that sequentially determines whether each of the plurality of intersection points calculated by the intersection calculation unit is valid or invalid so that the intersection points in the order of the intersection points are invalid;
Based on the position information and the time information acquired by the information acquisition unit regarding the intersection determined to be valid by the determination unit, the time required for the traveler to pass through each of the plurality of areas is determined. A route evaluation device comprising: a required time calculation unit that calculates the required time. The route evaluation device according to claim 1,
The determination unit determines, among the plurality of intersections determined to be valid, the actual passage order based on the time information acquired by the information acquisition unit for the intersections corresponding to the entrances having the same scheduled passage order. The earliest intersection is determined to be valid, the remaining intersections are determined to be invalid, and for the intersections corresponding to the exits with the same scheduled passage order, the actual passage order is the last intersection. A route evaluation device characterized in that the route evaluation device determines that the intersections are valid and the remaining intersections are determined to be invalid. A computer-executed route evaluation method for evaluating a travel route of a traveler passing through a plurality of areas on a map in a predetermined order, the method comprising:
obtaining location information of the traveler and time information corresponding to the location information;
Calculating the track record route actually traveled by the traveler based on the acquired location information and time information;
calculating a plurality of intersections between the calculated actual route and a plurality of elements on the map defined to intersect the travel route at positions corresponding to the entrance and exit of each of the plurality of areas;
Among the plurality of intersection points calculated based on a predetermined rule so that the actual route passes through the plurality of areas in the predetermined order, a passing order that is different from a predetermined planned passing order of each intersection point. Determine whether each of the calculated plurality of intersection points is valid or invalid so that the intersection point becomes invalid,
A route including calculating the time required for the traveler to pass through each of the plurality of areas based on the acquired position information and the time information about the intersection determined to be valid. Evaluation method. A route evaluation program that evaluates a travel route of a traveler passing through a plurality of areas on a map in a predetermined order,
a step of acquiring location information of the traveler and time information corresponding to the location information;
a step of calculating a track record route actually traveled by the traveler based on the acquired location information and the time information;
a step of calculating a plurality of intersection points between the calculated actual route and a plurality of elements on the map defined to intersect the travel route at positions corresponding to entrances and exits of each of the plurality of areas; ,
Among the plurality of intersection points calculated based on a predetermined rule so that the actual route passes through the plurality of areas in the predetermined order, a passing order that is different from a predetermined planned passing order of each intersection point. a step of determining whether each of the plurality of calculated intersection points is valid or invalid so that the intersection point is invalid;
a step of calculating the time required for the traveler to pass through each of the plurality of areas based on the acquired position information and the time information about the intersection determined to be valid; A route evaluation program to be executed by a computer.

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