JP7669094B2 - Cargo management device, cargo management method, and program - Google Patents

Description

The present invention relates to a cargo management device, a cargo management method, and a program, and in particular to a cargo management device, a cargo management method, and a program that can efficiently manage the cargo of a vehicle.

If, for example, there is a user among the users who have specified the desired boarding location who has attribute information that may be a burden on travel (e.g., being pregnant or suffering from some kind of illness), an information processing device has been disclosed that sets up a virtual bus stop in a position that reduces the burden on users with attribute information that may be a burden on travel, even if it results in a somewhat unequal distribution of travel distances from the perspective of the remaining users (see, for example, Patent Document 1).

Patent No. 6408118

However, the information processing device disclosed in Patent Document 1 sets up virtual bus stops based on user attribute information, which results in an inefficient route for vehicles. In addition, because the information processing device disclosed in Patent Document 1 places emphasis on user attribute information, there is also the problem that some users may not be dispatched to their designated dispatch location depending on their attributes, making the device almost useless for some users. Furthermore, the information processing device disclosed in Patent Document 1 also has the problem of being unable to efficiently manage the cargo on vehicles.

The present invention has been made to solve the above problems, and aims to provide a cargo management device, a cargo management method, and a program that can efficiently manage the cargo of a vehicle.

To achieve the above object, the load management device according to the first aspect of the present invention includes a storage unit that stores loading status data indicating the loading status of a vehicle, and a control unit that, in response to receiving a loading request that can identify the load of the vehicle and the priority of the load, determines whether or not the load of a predetermined priority among the loads identified from the loading request can be loaded onto the vehicle based on the loading status of the vehicle indicated by the loading status data, and if it is determined that the load of the predetermined priority can be loaded, updates the loading status of the vehicle indicated by the loading status data to a state in which the load of the predetermined priority has been increased, and determines whether or not the load of the next highest priority can be loaded.

In the above-mentioned cargo management device, the storage unit may store a first cargo increase/decrease pattern table that registers, for each loading state of the vehicle, a cargo increase/decrease pattern indicating an increase/decrease in the cargo and identification information that can identify the loading state after the cargo increase/decrease, and the control unit may determine whether the cargo of the predetermined rank can be loaded onto the vehicle by determining whether the identification information corresponding to the cargo increase/decrease pattern indicating an increase/decrease in the cargo of the predetermined rank caused by the loading request is registered in the first cargo increase/decrease pattern table corresponding to the loading state of the vehicle indicated by the loading state data.

In the above-mentioned cargo management device, the memory unit may store in advance standard values of the characteristics of the cargo, and the control unit may calculate the degree of inconsistency between the characteristics of the cargo in the specified rank and the standard values, and when it is determined that the cargo in the specified rank can be loaded based on the calculated degree of inconsistency, it may detect the identification information from the first cargo increase/decrease pattern table and update the loading state of the vehicle indicated by the loading state data to the loading state after the increase/decrease of the cargo indicated by the detected identification information.

Furthermore, in the above-mentioned cargo management device, when a plurality of standard values are stored in the memory unit, the first cargo increase/decrease pattern table may register the cargo increase/decrease pattern and the identification information in association with each standard value, and the control unit may detect from the first cargo increase/decrease pattern table the identification information corresponding to the cargo increase/decrease pattern indicating the increase/decrease of the cargo in the predetermined order caused by the loading request, the identification information corresponding to the standard value with the lowest degree of discrepancy (exceeding a threshold value defined as necessary), and update the loading state of the vehicle indicated by the loading state data to the loading state after the increase/decrease of the cargo indicated by the detected identification information.

In the above-mentioned cargo management device, the loading status data may be stored so as to be able to identify the loading status of the vehicle between the stopping positions of the vehicle (including not only fixed passing points but also free passing points described below, and a point where a cargo (person or baggage) is transferred to the vehicle is defined as a "stopping position." "Between stopping positions" means between adjacent stopping positions. The same applies below), and the control unit may determine whether the cargo of the predetermined rank can be loaded onto the vehicle between the stopping positions based on the loading status between the stopping positions of the vehicle indicated by the loading status data, and determine that the cargo of the predetermined rank can be loaded if the cargo of the predetermined rank can be loaded at all of the stopping positions, and determine that the cargo of the predetermined rank cannot be loaded if the cargo of the predetermined rank cannot be loaded at any of the stopping positions.

Furthermore, in the above-mentioned cargo management device, the control unit may include a receiving means for receiving, via a network, from a user terminal, a dispatch request including the loading request and requesting dispatch to a dispatch location specified by the user within a predetermined range between predetermined stop locations; a candidate generating means for generating multiple candidate routes that travel between the stop locations via at least one of the dispatch locations identified from each of the dispatch requests received from the multiple user terminals; an exclusion means for excluding, from the candidate route generated by the candidate generating means, a route in which an increase in the travel period of the vehicle caused by loading the cargo and passing through the dispatch location exceeds a predetermined allowable range; a numerical value calculating means for calculating a numerical value indicating the inconvenience of each of the candidate route generated by the candidate generating means; and a route determining means for determining the candidate route with the smallest numerical value calculated by the numerical value calculating means as the route along which the vehicle will travel.

In addition, in the above-mentioned cargo management device, the numerical value calculation means may calculate a numerical value indicating the effort of the vehicle driver caused by loading the cargo as the numerical value indicating the inconvenience.

The above-mentioned cargo management device may further include a transmission means for transmitting a notification that a vehicle can be dispatched via the network to the user terminal of the user whose route determined by the route determination means includes the specified dispatch location, while notifying the user terminal of the user whose route does not include the specified dispatch location that a vehicle cannot be dispatched and transmitting a notification via the network to the user recommending the next dispatch request to the vehicle, and when the number of dispatch requests received within a specified period of time exceeds a specified upper limit, the transmission means may notify the user terminal that transmitted the dispatch request that exceeds the specified upper limit that a vehicle cannot be dispatched and transmit a notification via the network to the user recommending the next dispatch request to the vehicle.

The cargo management method according to the second aspect of the present invention is a cargo management method by a cargo management device having a storage unit that stores loading status data indicating the loading status of a vehicle, and is characterized by comprising the steps of: in response to receiving a loading request that can identify the cargo of the vehicle and the priority of the cargo, a control unit determines whether or not the cargo of a predetermined priority among the cargo identified from the loading request can be loaded onto the vehicle based on the loading status of the vehicle indicated by the loading status data; and, when the control unit determines that the cargo of the predetermined priority can be loaded, updating the loading status of the vehicle indicated by the loading status data to a state in which the cargo of the predetermined priority has been increased, and determining whether or not the cargo of the next predetermined priority can be loaded.

Furthermore, the program according to the third aspect of the present invention causes a computer of a cargo management device, which has a storage unit that stores loading status data indicating the loading status of a vehicle, to execute the following steps in response to receiving a loading request that can identify the cargo of the vehicle and the priority order of the cargo: determining whether or not the cargo of a predetermined priority order among the cargo items identified from the loading request can be loaded onto the vehicle based on the loading status of the vehicle indicated by the loading status data; and, if it is determined that the cargo of the predetermined priority order can be loaded, updating the loading status of the vehicle indicated by the loading status data to a state in which the cargo of the predetermined priority order has been increased, and determining whether or not the cargo of the next predetermined priority order can be loaded.

The vehicle dispatch device according to a fourth aspect of the present invention includes a receiving means for receiving, via a network, from a user terminal, a vehicle dispatch request requesting dispatch to a vehicle dispatch location designated by the user within a predetermined range between predetermined stop locations; a candidate generating means for generating multiple candidate routes that travel between the stop locations via at least one of the vehicle dispatch locations identified from each of the vehicle dispatch requests received from the multiple user terminals; a numerical value calculating means for calculating a numerical value indicating the inconvenience of each of the candidate routes generated by the candidate generating means; and a route determining means for determining a route to be traveled by a vehicle from among the candidate routes based on the numerical value calculated by the numerical value calculating means.

The vehicle dispatch device may further include a transmission means for transmitting, via the network, a notification that a vehicle can be dispatched to the user terminal of the user whose route determined by the route determination means includes the specified vehicle dispatch location, and for transmitting, via the network, a notification that a vehicle cannot be dispatched to the user terminal of the user whose route does not include the specified vehicle dispatch location, and a notification recommending the user to make the next vehicle dispatch request.

In addition, in the above-mentioned vehicle dispatch device, when the number of vehicle dispatch requests received within a predetermined period of time exceeds a predetermined upper limit, the transmission means may notify the user terminal that transmitted the vehicle dispatch request that exceeds the predetermined upper limit that a vehicle cannot be dispatched, and may transmit a notification to the user via the network recommending the next vehicle dispatch request.

The vehicle dispatching device may further include an exclusion means for excluding, from the route candidates generated by the candidate generating means, a route in which the increase in the vehicle's travel time caused by passing through the dispatch location exceeds a predetermined tolerance range.

In the above vehicle dispatching device, the route determination means may determine the route candidate with the smallest value calculated by the value calculation means as the route along which the vehicle will travel.

Furthermore, in the above-mentioned vehicle dispatching device, the numerical value calculation means may calculate an added value of multiple types of numerical values indicating the inconvenience of each of the candidate routes.

The vehicle dispatch method according to the fifth aspect of the present invention includes a receiving step of receiving, via a network, from a user terminal, a vehicle dispatch request requesting dispatch to a vehicle dispatch location designated by a user within a predetermined range between predetermined stop locations; a candidate generating step of generating multiple candidate routes that travel between the stop locations via at least one of the vehicle dispatch locations identified from each of the vehicle dispatch requests received from the multiple user terminals; a numerical value calculating step of calculating a numerical value indicating the inconvenience of each of the candidate routes generated by the candidate generating step; and a route determining step of determining a route to be traveled by a vehicle from among the candidate routes based on the numerical value calculated by the numerical value calculating step.

The program according to the sixth aspect of the present invention causes a computer to execute a receiving step of receiving, via a network, from a user terminal, a request for dispatching a vehicle to a dispatch location designated by the user within a predetermined range between predetermined stop locations; a candidate generating step of generating multiple candidate routes for traveling between the stop locations via at least one of the dispatch locations identified from each of the dispatch requests received from the multiple user terminals; a numerical value calculating step of calculating a numerical value indicating the inconvenience of each of the candidate routes generated by the candidate generating step; and a route determining step of determining a route for the vehicle to travel from among the candidate routes based on the numerical value calculated by the numerical value calculating step.

The present invention provides a cargo management device, a cargo management method, and a program that can efficiently manage cargo on a vehicle.

FIG. 1 is a diagram for explaining an overview of a vehicle dispatch system according to an embodiment of the present invention. 1 is a diagram illustrating an example of the configuration of a vehicle dispatch system according to an embodiment of the present invention. FIG. 2 is a block diagram showing an example of the configuration of a user terminal; FIG. 2 is a block diagram showing a configuration example of a vehicle dispatching device. FIG. 2 is a block diagram showing a configuration example of a vehicle terminal. 13 is a flowchart showing details of a loading state update process. 13 is a flowchart showing details of a pattern matching process. 13 is a flowchart showing details of a vehicle dispatch process.

The best mode for implementing the present invention is described below.

First, the configuration of a vehicle dispatch system according to an embodiment of the present invention will be described with reference to the drawings.

The vehicle dispatch system of this embodiment is intended to realize a new transportation system for vehicles such as buses that is somewhere between existing community buses and demand taxis, with the premise that it will be closely linked to local urban development.

Figure 1 is a diagram for explaining an overview of the vehicle dispatch system according to this embodiment.

As shown in FIG. 1, in the dispatch system according to this embodiment, one vehicle travels around a fixed route (traveling route) at intervals of a predetermined period (for example, about 30 minutes to 1 hour). The route includes fixed stops (fixed passing points) such as fixed bus stops near commercial facilities and large hospitals, but if a user meets certain conditions, he or she can specify free passing points other than the fixed passing points as dispatch positions such as boarding and disembarking positions. The route changes from moment to moment depending on the reservation status of the user. A unique algorithm is used to formulate this route. According to this algorithm, the user's past dispatch reservation status, etc. can be scored, and the priority of other users can be taken into account. For this reason, the user's own dispatch reservation may not be reflected. In this case, the dispatch reservation is taken into account with priority given to the next round. The departure time of each fixed passing point is fixed like a bus, but the required time between fixed passing points is set to allow for a certain amount of time in anticipation of the above-mentioned route changes. The number of dispatch positions between fixed passing points is limited to two to three. This vehicle dispatch system is intended to be used not only to transport users, but also to transport items such as luggage and animals.

The vehicle dispatch system of this embodiment primarily targets elderly people who have lost their means of transportation, such as those who have surrendered their driver's licenses or those who never had a license in the first place, rather than young or middle-aged people, and provides a new transportation solution for such elderly people.

The vehicles expected to be used in the vehicle dispatch system according to this embodiment include not only buses but also general light vehicles and ordinary (medium-sized) cars, so it is possible to enter narrow alleys and pick up passengers.

Figure 2 is a diagram showing an example of the configuration of a vehicle dispatch system according to this embodiment.

As shown in FIG. 2, the vehicle dispatch system 1 comprises multiple user terminals 2-L (L is a natural number), a vehicle dispatch device (cargo management device) 3, and a vehicle terminal 4, which are connected to each other so that they can communicate with each other via a network N such as the Internet.

The user terminal 2-L is configured, for example, from a general-purpose smartphone or tablet computer. Note that the user terminal 2-L may also be configured, for example, from a general-purpose personal computer.

Figure 3 is a block diagram showing an example of the configuration of a user terminal.

As shown in FIG. 3, the user terminal 2-L includes a memory unit 21, a touch panel 22, a communication unit 23, and a control unit 24, which are connected via a bus or the like.

The storage unit 21 is composed of a non-volatile memory such as a general-purpose flash memory. Various application programs are installed in the storage unit 21. In this embodiment, an application program for realizing a vehicle reservation (hereinafter referred to as a "vehicle reservation application") is installed in the storage unit 21. Note that the vehicle reservation application is not limited to being installed in the storage unit 21 as an independent application program, and may be in a form in which, for example, a specific website is accessed and user operations and processing are performed on the website each time.

The touch panel 22 is composed of, for example, a general-purpose touch panel that combines a liquid crystal display device and a pointing device. The touch panel 22 displays various screens and accepts various operations by the user. In this embodiment, the user taps the icon of the ride reservation app displayed on the touch panel 22 to launch the ride reservation app.

Furthermore, the user specifies a free passing point within a predetermined range between predetermined stop positions (fixed passing points) on the vehicle dispatch location specification screen of the vehicle dispatch reservation app displayed on the touch panel 22. Note that the user may specify a free passing point when registering as a new user. Here, the specified range is a range in which travel is possible within the time it takes for a vehicle to normally travel between fixed passing points plus a predetermined time. Users can specify free passing points in more detail than with conventional on-demand bus services, for example, they can specify up to the eaves of the user's home. This allows users to travel very comfortably even on rainy days, and reduces physical strain. Users can also specify fixed passing points.

Furthermore, the user specifies the pickup location, drop-off location, and other vehicle dispatch locations from among pre-registered free passing points on the vehicle dispatch reservation screen of the vehicle dispatch reservation app displayed on the touch panel 22. The user also selects the type of cargo to be loaded onto the vehicle from the cargo type list displayed on the vehicle dispatch reservation screen, requests that the cargo be loaded onto the vehicle, and specifies the priority p (p is a natural number) of the cargo and inputs actual measured values of the characteristics, before instructing to reserve a seat in the vehicle (vehicle dispatch reservation).

In this embodiment, cargo includes not only luggage, but also users and animals. That is, for example, when a vehicle is carrying both users and luggage, the users are also considered to be a type of luggage, and both users and luggage are included in the cargo. The types of cargo are broadly divided into users, luggage, and animals. The types of cargo are further classified according to the characteristics of each of the cargo: users, luggage, and animals.

The characteristics of the cargo include the characteristics of the user, such as whether or not they are willing to share a ride, whether or not they are in poor health, whether or not they are elderly (e.g., over 65 years old), whether or not they are large (e.g., over 180 cm or over 100 kg), whether or not they are prone to motion sickness, and the characteristics of the luggage, such as its dimensions (size), weight, whether or not it can be turned sideways, whether or not it can be turned upside down, whether or not it is important, how easily it can be broken, softness, how easily it can be scratched, etc. For example, even if the dimensions of the luggage are within the same range, if their susceptibility to scratching is different, the cargo may be classified into different types since their characteristics are different. Conversely, even if the dimensions of the luggage are not within the same range (even if the characteristics of the cargo are different), the cargo may be classified into the same type.

In addition, in this embodiment, an upper limit is set for the number of cargo items that can be loaded onto a vehicle at one time per user. If the number of cargo items does not exceed the upper limit, the priority p of all cargo items selected by the user from the cargo item type list is set to "1". In contrast, if the number of cargo items to be loaded onto a vehicle exceeds the upper limit, the user must specify a priority for each of the cargo items selected from the cargo item type list. Specifically, the user specifies "1" as the priority p of the type of cargo items that the user wishes to load onto the vehicle together (e.g., one user and one piece of luggage such as a supermarket shopping bag), and specifies "2" as the priority p of the type of cargo items that the user wishes to load onto the vehicle together if possible (e.g., one piece of luggage such as a cardboard box).

Furthermore, if there is a difference between the cargo characteristics, such as cargo size and weight, indicated by cargo type on the vehicle reservation screen and the actual measured cargo characteristics, such as cargo size and weight, of the cargo actually being loaded, and the user needs to know the difference, the user can input the actual measured values.

If the user is an elderly person who has difficulty using the Internet, the user's caregiver or a relative may make the vehicle reservation. Also, if a vehicle reservation app is not installed in the memory unit 21 or if the user terminal 2-L is configured as a personal computer, the user can make the vehicle reservation on a website operated by the vehicle dispatch system 1. Furthermore, the user may make the vehicle reservation by telephone.

The touch panel 22 then displays whether or not a vehicle can be dispatched, and if a vehicle cannot be dispatched, displays the next dispatch timing (for example, the time when the next vehicle will pass the previous fixed passing point) and recommends the user to make a reservation for the next vehicle dispatch. The touch panel 22 also displays the cargo that can be loaded onto the vehicle, out of the cargo that the user has requested to be loaded onto the vehicle.

The communication unit 23 is composed of, for example, a general-purpose wireless communication device. In this embodiment, the communication unit 23 transmits to the dispatch device 3 via the network N a registration application for registering a free passing point designated by the user, and a dispatch request for dispatching a vehicle to a dispatch location designated by the user within a predetermined range between predetermined stopping locations (fixed passing points). In this embodiment, the dispatch request includes a loading request that can identify the vehicle's cargo and the priority p of the cargo. In addition, the communication unit 23 receives a dispatch availability notification that notifies the dispatch availability of a vehicle, which is transmitted from the dispatch device 3 via the network N.

The control unit 24 is composed of, for example, a CPU (Central Processing Unit), a ROM (Read Only Memory), and a RAM (Random Access Memory). The CPU uses the RAM as a working memory and appropriately executes various programs stored in the ROM and the memory unit 21 to control various operations of the user terminal 2-L.

In this embodiment, the control unit 24 launches the vehicle reservation app stored in the memory unit 21 in response to the user tapping the vehicle reservation app icon displayed on the touch panel 22.

Then, in response to the user specifying a free pass point in the ride-hailing app, the control unit 24 transmits a registration application capable of identifying the free pass point specified by the user from the communication unit 23 to the ride-hailing device 3 via the network N.

The control unit 24 also designates a vehicle dispatch location from among the free passing points registered in advance by the user in the vehicle dispatch reservation app, selects the type of cargo to be loaded onto the vehicle from the cargo type list, and requests that the cargo be loaded onto the vehicle. After designating the priority p of the cargo and inputting the actual measured values of the characteristics, etc., in response to the instruction to make a vehicle dispatch reservation, the control unit 24 transmits a vehicle dispatch request that can identify the vehicle dispatch location, such as the boarding and disembarking locations designated by the user, as well as a type code indicating the type of cargo, the priority p, and the actual measured values of the characteristics, etc., from the communication unit 23 via the network N to the vehicle dispatch device 3.

Then, in response to receiving a dispatch availability notification transmitted from the dispatch device 3 via the network N, the control unit 24 notifies the user of the availability of dispatch by displaying it on the touch panel 22, and if dispatch is not possible, displays the next dispatch timing on the touch panel 22 and recommends the user to make a reservation for the next vehicle dispatch. The control unit 24 also displays on the touch panel 22 the cargo items that can be loaded onto the vehicle among the cargo items that the user has requested to be loaded onto the vehicle.

The vehicle dispatch device 3 shown in FIG. 2 is composed of, for example, a general-purpose server computer and a general-purpose database (DataBase; DB), etc.

Figure 4 is a block diagram showing an example of the configuration of a vehicle dispatching device.

As shown in FIG. 4, the dispatch device 3 includes a communication unit 31, a memory unit 32, and a control unit 33, which are connected via a bus or the like.

The communication unit 31 is composed of, for example, a NIC (Network Interface Card) or the like. The communication unit 31 performs wireless communication with the user terminal 2-L and the vehicle terminal 4 via the network N. In this embodiment, the communication unit 31 receives registration applications and dispatch requests transmitted from the user terminal 2-L via the network N, and transmits dispatch availability notifications to the user terminal 2-L via the network N. The communication unit 31 also transmits route notifications notifying the vehicle terminal 4 of the planned route via the network N.

The storage unit 32 is composed of, for example, a general-purpose hard disk drive. Various application programs are installed in the storage unit 32. In this embodiment, a route planning program that plans a vehicle route using a unique algorithm is installed in the storage unit 32. If the dispatch position specified by the user is reflected on the route planned by this unique algorithm, the vehicle will be dispatched successfully. However, if the dispatch position specified by the user is not reflected, for example because a dispatch position specified by another user is given priority, the vehicle will not be dispatched.

The memory unit 32 also includes a route DB, an attribute value table, a standard value table, a matching type code table, a basic DB, a first cargo increase/decrease pattern table, and a second cargo increase/decrease pattern table.

The route DB registers in advance data as route patterns that associate, for each fixed pass point i (i is a natural number) and for each bus service, a combination of free pass points that can be passed through (stopped at) (unit route), and the time loss caused by passing through (how many minutes a bus will be delayed by passing through), etc.

The attribute value table stores attribute values that represent the characteristics of the cargo as numbers, in association with each type code. For example, the attribute value indicates the dimensions and weight of the cargo, as well as whether the cargo is important or not, as "0" or "1." The attribute value may also indicate the importance of the cargo as a number between "0" and "100."

The standard value table registers standard values for the characteristics of the cargo represented by attribute values (e.g., basic size of cargo dimensions). The standard value table may register multiple different standard values according to the characteristics of the cargo, such as the cargo dimensions and weight, even if the cargo type is the same.

The match type code table registers multiple types of match type codes that define a characteristic function Fp(x) for specifying the matching conditions with the standard value, in association with a unique serial number p (p is a natural number).

The matching type code may specify that the matching condition is met only if the characteristics of the load are completely consistent with the standard value, or that the matching condition is met if the difference between the characteristics of the load and the standard value is within a specified range. More specifically, there may be a matching type code that specifies that the matching condition is met if the characteristics of the load are below the standard value within a specified range, but not if they are even slightly above the standard value.

The characteristic function Fp(x) is a function used in pattern matching, which will be described later, and is constructed by dividing and joining multiple straight lines and curves (e.g., quadratic functions, cubic functions, etc.) at any point on the x-axis as necessary. For example, when the characteristic function Fp(x) is constructed from multiple straight lines, it becomes a broken line graph (generally with some discontinuity along the way). Note that when dividing the characteristic function Fp(x) at any point on the x-axis, it is not necessary for the graph to be continuous and smooth before and after the dividing point. Specifically, the characteristic function Fp(x) is expressed by defining a formula (e.g., y=a0x+b, etc.) for each dividing point on the x-axis to which the variable x to be substituted is applied, and listing these.

The basic DB registers a large number (basically as large a number as the hard disk capacity of the computer that handles the storage unit 32 allows) of loading state patterns that indicate the loading state inside the vehicle (for example, two users, three cardboard boxes that can store A4-sized documents, and five letter pack-sized envelopes, etc.) in association with a unique serial number r (r is a natural number) that is identification information. The basic DB registers a loading state pattern that indicates a completely empty state inside the vehicle in association with the serial number "0". The basic DB also registers a loading state pattern that indicates a virtual state in which the vehicle is full and overflowing in association with the maximum value rMax of the serial number r. The loading state pattern represents the loading state inside the vehicle by combining the type code and attribute value of the vehicle's cargo. Note that for the serial number "0" (empty state) and rMax (virtual full state), the type code and attribute value of the cargo that indicates the loading state inside the vehicle are not necessary, so they do not need to be registered.

Note that, if the types of cargo are intentionally made the same even though the cargo dimensions and other sizes are not in the same range (the cargo characteristics are different), multiple loading condition patterns can be registered in the basic DB in association with the type codes. Also, if different standard values are registered in the standard value table according to the cargo dimensions, weight, and other cargo characteristics even though the cargo types are the same, multiple loading condition patterns can be registered in the basic DB in association with the multiple standard values.

Here, the rule of the vehicle dispatch system 1 is that small items will not be accepted for loading onto a vehicle unless they are placed in a cardboard box or the like of a certain size or larger. This limits the minimum size of items that can be loaded onto a vehicle, thereby preventing an increase in loading status patterns.

In addition, it is not necessary to pre-register all loading condition patterns in the basic DB; each time a new loading condition occurs, the loading condition pattern that indicates it can be registered in sequence, either manually or mechanically using a specified algorithm.

The first load increase/decrease pattern table assumes that the load has increased or decreased due to a new reservation for a ride from the current loading state (for example, an elderly passenger boards the vehicle between specific stopping points, and one A4-sized cardboard box is cancelled in return), and enumerates all combinations of increases and decreases and registers (lists) them as patterns.

Specifically, a first load increase/decrease pattern table is provided for each serial number r corresponding to a load state pattern indicating the current load state. Each first load increase/decrease pattern table registers a load increase/decrease pattern indicating an increase/decrease in load caused by a new vehicle dispatch reservation, in association with a serial number r corresponding to a load state pattern indicating the load state in the vehicle where the load has been increased or decreased due to the new vehicle dispatch reservation (which allows the load state after the load increase/decrease can be identified). In addition, when multiple standard values for the same load type are registered in the standard value table, each first load increase/decrease pattern table stores a different first load increase/decrease pattern and serial number r in association with each standard value.

As mentioned above, by establishing rules such as limiting the number of items that can be loaded onto a vehicle per user at one time, the number of patterns of load increase/decrease can be reduced. When the load increases or decreases (especially increases) due to a new ride reservation, the driver of the vehicle is assumed to verify the identity of the user and the contents of the luggage when loading. If the load increases or decreases frequently, the driver will have to spend more time and effort checking, resulting in a large loss of time. For this reason, even in practice, it is extremely realistic to introduce rules such as limiting the number of items that can be loaded onto a vehicle per user at one time.

By introducing this first load increase/decrease pattern table, even if the number of loading status patterns registered in the basic DB becomes extremely large, and there is an increase or decrease in the load at the time of vehicle reservation, it is no longer necessary to search and compare the vast number of loading status patterns registered in the basic DB to extract the loading status pattern that is closest to the loading status between the stopping positions after the increase or decrease, thereby reducing the search and comparison time.

The second load increase/decrease pattern table registers (lists) the differences between the load condition pattern between the current stop positions and the load condition pattern between the next stop positions as a list of all possible combination patterns.

Specifically, the second cargo increase/decrease pattern table registers, in association with a unique serial number s (s is a natural number), a cargo increase/decrease pattern indicating an increase/decrease in cargo resulting from a new vehicle dispatch reservation, the time loss resulting from the change in cargo (the increase in the vehicle's travel period), and a workload value that quantifies the effort (workload) of the vehicle driver.

By introducing this second load increase/decrease pattern table, as with the first load increase/decrease pattern table, it is possible to prevent the number of loading state patterns from becoming extremely large and the search time required when directly referencing the basic DB, and in the event of a load transfer, the attribute values associated with each combination pattern of the transfer can be referenced and extracted to quickly calculate the above-mentioned time loss and increase in workload value.

The list of cargo increase/decrease patterns registered in the second cargo increase/decrease pattern table is the same as that in the first cargo increase/decrease pattern table and can be shared, but the information associated with the increase/decrease patterns is different from that in the first cargo increase/decrease pattern table. The total number of cargo increase/decrease pattern combinations registered (listed) in the first and second cargo increase/decrease pattern tables increases monotonically and accelerates in accordance with the maximum number of cargo items that can be loaded on the vehicle at one time per user. Therefore, in order to be able to refer to and search the first and second cargo increase/decrease pattern tables at a sufficiently high speed, it is necessary to keep the maximum number of cargo items that can be loaded on the vehicle at one time per user to an appropriately small value (for example, about 2 to 3), taking into account the processing speed and disk capacity of the computer.

Furthermore, the memory unit 32 stores data representing the loading state (hereinafter referred to as "loading state data") and data representing the boarding/disembarking state (hereinafter referred to as "boarding/disembarking state data").

The loading status data stores, for each stop position, a serial number r that corresponds to a loading status pattern that indicates the loading status between those stop positions.

Between stopping positions where no cargo is loaded, the serial number "0" corresponding to the loading state pattern indicating a completely empty state of the vehicle is stored in the loading state data. Note that even if no cargo is loaded, if it is desired to limit the cargo, such as when the passenger seat is broken and passengers or luggage cannot be loaded there, the cargo is assumed to be virtually loaded, and the serial number r corresponding to the loading state pattern indicating this virtual state may be stored in the loading state data. Also, if the vehicle is a forwarding vehicle, in order to limit all cargo, the maximum value rMax of the serial number r corresponding to the loading state pattern indicating a virtual state in which the vehicle is full and overflowing may be stored in the loading state data between all stopping positions.

If the dispatch request includes actual measurements of cargo characteristics such as cargo dimensions and weight, the actual measurements may be stored in the loading status data in addition to the serial number r.

For each stop position, the boarding/alighting status data registers a serial number s of the cargo increase/decrease pattern indicating the increase/decrease in cargo between the stop positions, the total time loss (increase in the vehicle's travel period) caused by changing cargo, and the total workload. Between stop positions where there is no increase/decrease in cargo, a serial number "0" indicating no increase/decrease in cargo is stored in the boarding/alighting status data. Note that if the dispatch request includes actual measurements of cargo characteristics such as baggage dimensions and weight, the actual measurements may be stored in the boarding/alighting status data in addition to the serial number s.

The control unit 33 is composed of, for example, a CPU, a ROM, and a RAM. The CPU uses the RAM as a work memory and appropriately executes programs stored in the ROM and the memory unit 32 to control various operations of the dispatch device 3.

In this embodiment, the RAM of the control unit 33 is provided with a vehicle dispatch position counter that counts the number of vehicle dispatch positions designated by the user for each fixed passing point i, a priority counter that counts the priority p of the cargo, and the like. The CPU of the control unit 33 executes the route planning program stored in the memory unit 32, thereby functioning as a receiving means, a candidate generating means, an excluding means, a numerical value calculating means, a route determining means, and a transmitting means.

First, in response to receiving a registration application transmitted from the user terminal 2-L via the network N at the communication unit 31, the control unit (receiving means) 33 determines whether or not to register the free passage point identified from the registration application.

When the control unit 33 determines that a free pass point specified in the registration application can be registered, it newly registers the free pass point and generates a route pattern that passes through the newly registered free pass point and registers it in the route DB. Specifically, the control unit 33 first generates a unit route that passes through the newly registered free pass point for each fixed pass point i. Here, the generated unit routes include unit routes that pass through multiple free pass points, such as the newly registered free pass point and one or more other free pass points that have already been registered, in addition to unit routes that pass through only the newly registered free pass point. Next, the control unit 33 calculates the time loss caused by passing through the free pass point for each generated unit route. Then, the control unit 33 associates the generated unit route with the calculated time loss and registers them in the route DB.

In addition, each time the control unit (receiving means) 33 receives a dispatch request transmitted from the user terminal 2-L via the network N at the communication unit 31, it increments the dispatch location counter value n(i) (n is a natural number) provided for the fixed pass point i between which the boarding and disembarking locations identified from the dispatch request are located by 1. Note that, to simplify the explanation, it is expressed as a function of the number i between the fixed pass points, but strictly speaking, it is defined as a function of the number i between the fixed pass points and the bus service number j (the same applies to other variables and constants with "(i)" described below).

Then, the control unit 33 judges whether the value n(i) of the dispatch location counter has reached the upper limit value B(i)max of dispatch reservations set in advance. If the value n(i) of the dispatch location counter has reached the upper limit value B(i)max of dispatch reservations, that is, if the number of dispatch requests received within a predetermined period during which dispatch reservations for the current vehicle are possible (for example, about 30 minutes to 1 hour) exceeds the predetermined upper limit value B(i)max, the control unit (transmission means) 33 closes dispatch reservations between the fixed passing points i, notifies the user terminal 2-L that sent the dispatch request that exceeded the predetermined upper limit value that dispatch is not possible, and transmits a dispatch availability notification from the communication unit 31 to the user terminal 2-L via the network N, recommending the user to make a dispatch reservation for the next vehicle.

After that, if there is a reservation from this user terminal 2-L for the next vehicle specifying the same boarding and disembarking locations, the control unit 33 will raise the priority of the route including those locations for the next vehicle, and if there is no reservation, it will determine that the user has boarded the current vehicle or that the reservation itself has been canceled. In response to this, if the value n(i) of the vehicle allocation location counter has not reached the upper limit value B(i)max for vehicle allocation reservations, the control unit 33 stores in RAM the vehicle allocation locations such as the boarding and disembarking locations specified from the vehicle allocation request, as well as the type code of the cargo, the priority order p, and the actual measured values of the characteristics, in association with each other.

Then, the control unit 33 executes the loading status update process.

In the loading status update process, first, the control unit 33 identifies the stop positions between which the boarding and disembarking positions included in the dispatch positions stored in the RAM are located, and also identifies the stop positions passed between the boarding and disembarking positions. Next, the control unit 33 reads out the serial numbers r corresponding to each of the identified stop positions from the loading status data. Then, the control unit 33 detects the first load increase/decrease pattern table corresponding to each of the read serial numbers r. The control unit 33 also sets the priority counter value provided in the RAM to "1", which is the initial count value.

Then, the control unit 33 determines whether or not the cargo type code corresponding to the priority p indicated by the value of the priority counter is stored in the RAM. If the cargo type code corresponding to the priority p is not stored in the RAM, the control unit 33 determines that all cargo requested by the user to be loaded onto the vehicle in the new dispatch request can be loaded, and ends the loading status update process.

In response to this, if the cargo type code corresponding to the priority level p is stored in the RAM, the control unit 33 identifies the increase in cargo that occurs as a result of loading the cargo with the designated priority level p onto the vehicle.

Then, the control unit 33 performs a pattern matching process to detect a serial number r corresponding to a load increase/decrease pattern indicating an increase in the specified load from each of the detected first load increase/decrease pattern tables, thereby determining whether or not the load with the designated priority p can be loaded on the vehicle. That is, the control unit 33 performs a pattern matching process to confirm that there is an increase/decrease pattern corresponding to the serial number r corresponding to the load state pattern indicating the load state between the vehicle's stop positions indicated by the load state data, and to confirm that the serial number of the load state pattern after the increase/decrease linked to the increase/decrease pattern is not rMax (full state), thereby determining whether or not the load with the priority p can be loaded on the vehicle between the stop positions. Then, the control unit 33 determines that the load with the priority p can be loaded if the load with the priority p can be loaded between all the stop positions, and determines that the load with the priority p cannot be loaded if the load with the priority p cannot be loaded between any of the stop positions.

In the pattern matching process, the control unit 33 first detects an attribute value corresponding to the type code of the cargo item for which priority level p is specified from the attribute value table. Next, the control unit 33 detects a standard value of the cargo item characteristic represented by the detected attribute value from the standard value table. Next, the control unit 33 detects a matching type code that defines a characteristic function Fp(x) for specifying a matching condition with the detected standard value from the matching type code table.

The control unit 33 then substitutes the corresponding attribute value and standard value into the characteristic function Fp(x) defined in the matching type code to calculate the degree of mismatch.

For example, in the case of a single load, the attribute values corresponding to the type code indicating the type of the load are the dimensions w x d x h, weight m, and importance fg1, and their standard values are the dimensions W x D x H, weight M, and importance FG1, and the respective special functions are Fp1(x), Fp2(x), and Fp3(x) (p1, p2, and p3 are sequential numbers), then the degree of discrepancy is defined as follows:

Discrepancy degree = Fp1 (W-w) + Fp1 (D-d) + Fp1 (H-h) + Fp2 (W-w) + Fp3 (FG1-fg1)

Also, when there are two cargo items and the attribute value, standard value, and special function Fp(x) are identical, the degree of inconsistency is a simple sum (addition) of the degrees of inconsistency for each item, as follows:

Degree of mismatch = Fp1 (W-w) + Fp1 (D-d) + Fp1 (H-h) + Fp2 (W-w) + Fp3 (FG1-fg1) + Fp1' (W-w) + Fp1' (D-d) + Fp1' (H-h) + Fp2' (W-w) + Fp3' (FG1-fg1)

Then, based on the calculated degree of inconsistency, the control unit 33 detects the serial number r corresponding to the cargo increase/decrease pattern that matches or is most similar to the specified cargo increase from each of the detected first cargo increase/decrease pattern tables, and then ends the pattern matching process. For example, when multiple standard values for the same cargo type are registered in the standard value table, the control unit 33 calculates the degree of inconsistency for each standard value, and detects from the first cargo increase/decrease pattern table the serial number r corresponding to the standard value with the lowest degree of inconsistency (highest degree of agreement) among the multiple serial numbers r corresponding to the cargo increase/decrease pattern indicating the specified cargo increase. If necessary, a threshold value can be set separately to set a maximum level of mismatch (or a minimum level of match), and even if a pattern corresponding to the standard value with the lowest level of mismatch (highest level of match) is detected from the first load increase/decrease table, including cases where only one type of standard value is registered, if the mismatch (match) exceeds the threshold, it can be determined that a corresponding increase/decrease pattern does not exist (or that the detected serial number r = rMax, i.e., the load will be full after the increase/decrease (for convenience of processing), and no increase/decrease is possible here).

When the control unit 33 detects the serial number r from all of the first cargo increase/decrease pattern tables, it determines that all of the cargo items designated with priority order p can be loaded onto the vehicle, executes a status data update process to update the loading status data and boarding/disembarking status data stored in the memory unit 32, and then terminates the loading status update process.

In the status data update process, the control unit 33 updates the serial number r stored in the loading status data in association with each of the identified stop positions to the serial number r detected from each of the first load increase/decrease pattern tables. As a result, the control unit 33 updates the loading status of the vehicle indicated by the loading status data to a state in which the load of priority p has been increased.

In addition, the control unit 33 reads out the serial number s, time loss, and workload value corresponding to each cargo increase/decrease pattern indicating an increase or decrease in cargo caused by a new vehicle dispatch reservation from the second cargo increase/decrease pattern table.

Then, the control unit 33 updates the boarding/alighting status data based on the read serial number s, time loss, and workload value, and then ends the status data update process.

Specifically, the control unit 33 first reads out the serial numbers s corresponding to the stop positions where the read-out boarding and disembarking positions are located from the boarding/disembarking status data. Next, the control unit 33 reads out the cargo increase/decrease patterns corresponding to the read-out serial numbers s from the second cargo increase/decrease pattern table. Next, the control unit 33 updates the cargo increase/decrease indicated by the cargo increase/decrease pattern read out from the second cargo increase/decrease pattern table, that is, the increase/decrease of cargo between the stop positions where the boarding and disembarking positions are located, based on the increase and decrease of cargo caused by the new vehicle dispatch reservation. Furthermore, the control unit 33 reads out the serial numbers s corresponding to the cargo increase/decrease pattern indicating the increase/decrease of cargo between the stop positions where the updated boarding and disembarking positions are located from the second cargo increase/decrease pattern table. Then, the control unit 33 updates each of the serial numbers s stored in the boarding/disembarking status data in association with the stop positions where the boarding and disembarking positions are located to the read-out serial numbers s.

The control unit 33 also updates the total time loss value and the total workload value stored in the boarding/alighting status data in association with the stop positions where the "boarding position" exists by adding the time loss and the workload value corresponding to the load increase/decrease pattern indicating an "increase" in the load. The control unit 33 also updates the total time loss value and the total workload value stored in the boarding/alighting status data in association with the stop positions where the "disembarking position" exists by adding the time loss and the workload value corresponding to the load increase/decrease pattern indicating a "decrease" in the load.

After executing the status data update process, the control unit 33 adds 1 to the value of the priority counter stored in the RAM, and then determines whether or not the cargo type code corresponding to the priority p indicated by the value of the priority counter after the increment is stored in the RAM. If the cargo type code corresponding to the priority p is stored in the RAM, the control unit 33 executes the pattern matching process again.

In response to this, if the control unit 33 cannot detect the serial number r from any of the first cargo increase/decrease pattern tables, it determines that if all cargo items with the priority p are loaded onto the vehicle, the vehicle will be full and cannot be loaded, and ends the loading status update process. This allows the control unit 33 to decide whether or not to load cargo items in order of the priority p specified by the user.

Next, the control unit (candidate generation means) 33 generates candidate vehicle routes in response to the deadline for dispatch requests, which occurs every predetermined period (e.g., 30 minutes). More specifically, the control unit (candidate generation means) 33 generates multiple candidate routes that travel between stop positions (fixed passing points) via at least one of the dispatch positions identified from each of the dispatch requests received from the multiple user terminals 2-L.

Specifically, the control unit (candidate generation means) 33 first detects and lists from the route DB unit route candidates R(i) that pass through at least one of the dispatch positions specified from each of the dispatch requests received from the multiple user terminals 2-L for each fixed pass point i between the fixed pass point that is the vehicle's current location and the fixed pass point that is k (1≦k<i) away from there. For example, if the vehicle is a circular bus, and the number of fixed pass points is 10, and the fixed pass point that is the current location is the ninth fixed pass point, and k=3, then unit route candidates R(i) are listed for each fixed pass point i at the ninth and tenth fixed pass points, as well as the first fixed pass point since it is a circular bus. Here, even if the maximum number of free passing points that can be stopped at between fixed passing points i is N(i)max (e.g., "3"), if there are already other users on the vehicle (if luggage is loaded) before the vehicle approaches the fixed passing points i, the number of dispatch positions that can actually be passed through (e.g., "1 (=3-2)") will be reduced by the number of users already on board (luggage loaded) (e.g., "2"). Therefore, the control unit (candidate generation means) 33 performs case classification for each dispatch position N(i) (0≦N(i)≦N(i)max, which is simply defined as the number obtained by subtracting the number of passengers (cargo loaded) already on board between fixed passing points i from N(i)max. Note that N(i)max is a constant specified for each day of the week, season, and time period, taking into consideration the traffic congestion on surrounding roads, the required driving time, etc.) that the vehicle will actually pass through between fixed passing points i, and lists n(i)P0+n(i)P1+n(i)P2+...+n(i)PN(i) permutations as unit route candidates R(i). For example, if the value n(i) of the dispatch location counter provided for the fixed passing point interval i of interest is "5" and the upper limit number of dispatch locations that can be visited N(i)max is "3", the control unit (candidate generation means) 33 lists 5P0 + 5P1 + 5P2 + 5P3 (= 1 + 5 + 10 + 10 = 26) permutations as unit route candidates R(i).

The upper limit B(i)max for vehicle reservations may be defined in the same way as N(i), as a value that changes dynamically based on the vehicle's passenger capacity and the number of passengers (cargo load) from moment to moment, or it may be set to a large constant value in cases where it is desired to accept a larger number of vehicle reservation applications and select from those those that are suitable for efficient operation.

Then, the control unit (candidate generation means) 33 combines the candidate unit routes R(i) listed for each fixed passing point i, and generates (n(1)P0+n(1)P1+n(1)P2+...+n(1)PN(1)) x (n(2)P0+n(2)P1+n(2)P2+...+n(2)PN(2)) x...x (n(k)P0+n(k)P1+n(k)P2+...+n(k)PN(k)) route candidates starting from the fixed passing point that is the vehicle's current location to the kth fixed passing point ahead.

Next, the control unit (exclusion means) 33 calculates, for each candidate route, the time loss (the increase in the vehicle's travel period) caused by passing through dispatch locations and transferring cargo.

Specifically, the control unit (exclusion means) 33 first detects the time loss corresponding to the candidate unit route R(i) from the route DB for each fixed pass point i after the fixed pass point that is the current location of the vehicle. Next, the control unit (exclusion means) 33 adds up the time loss of the candidate unit route R(i) detected from the route DB for each route candidate. The control unit (exclusion means) 33 also reads out the total value of the time loss between each stop position indicated by the boarding/alighting status data stored in the memory unit 32. The control unit (exclusion means) 33 then calculates the time loss between each fixed pass point i of the candidate route by further adding up the time loss between each fixed pass point i of the candidate route (time loss caused by passing through a free pass point) calculated for each route and the total value of the time loss between each stop position read from the boarding/alighting status data (time loss caused by loading and unloading the cargo. The sum of the time losses between each stop position included in the fixed pass point i).

The control unit (exclusion means) 33 then executes an exclusion process to exclude routes in which the time loss exceeds a predetermined tolerance range from the route candidates, and leaves as candidates only routes in which the time loss at each fixed way point after the fixed way point that is the vehicle's current location is within a predetermined tolerance range.

Furthermore, the control unit (numerical value calculation means) 33 calculates a total disutility Fsum, which is the sum of multiple types of numerical values indicating the inconvenience of each of the route candidates, for each of the route candidates remaining after the elimination process. Note that the control unit (numerical value calculation means) 33 may also calculate a single type of disutility indicating the inconvenience of each of the route candidates.

Here, "disutility" can be thought of as an index of inconvenience, and is expressed as a function that can also be the objective function of an optimization problem. In this embodiment, the total disutility Fsum is the sum of five types of disutility functions (numerical values), namely, boarding disutility F1, waiting disutility F2, congestion disutility F3, operator disutility F4, and workload disutility. In other words, Fsum = F1 + F2 + F3 + F4 + F5. Note that the number of types of disutility functions (numerical values) to be added is not limited to "5" and is arbitrary.

The disutility of travel F1 is some monotonically increasing one-variable function of travel time t. Simply put, it is a proportional function of t multiplied by a coefficient a1.

The waiting disutility F2 is "0" when the reserved vehicle is available, and is some monotonically increasing one-variable function of the waiting time T until the next vehicle when the reserved vehicle is not available. Simply put, it is a quadratic function of T squared multiplied by a coefficient a2.

The congestion disutility F3 is a function that quantifies the degree of congestion in the vehicle and the presence or absence of combinations that are not compatible. Simply put, it is a monotonically increasing one-variable function of the number of passengers Nc in the vehicle, a quadratic function obtained by multiplying the square of the number of passengers Nc in the vehicle by a coefficient a3, or a quantification of the compatibility between combinations of specific people or specific luggage. The combinations of specific people or specific luggage and their compatibility can be stored in a separate database. If the number of passengers in the vehicle (number of luggage loads) Nc exceeds the vehicle's passenger capacity (capacity of luggage loads), or if the combination of specific people or specific luggage is not compatible, the value of this congestion disutility F3 can be set to infinity or an extremely large value equivalent thereto, so that the candidate is not selected in the route candidate selection stage described below.

The operator disutility F4 is a function that quantifies the degree of inconvenience for the vehicle operator. More specifically, it is a function that quantifies the bad attitude of each potential passenger, as well as the degree and presence of a history of last-minute cancellations, etc.

The workload disutility F5 is a function that quantifies the effort of the vehicle driver. In this embodiment, the boarding/alighting status data stored in the memory unit 32 stores a total workload value that quantifies the effort of the vehicle driver for each stop position. The workload disutility F5 is a numerical value (total workload value) that indicates the effort of the vehicle driver caused by the loading of cargo. Note that the value of F5 is stored for each stop position, but when calculating the total disutility Fsum described below, the sum of F5 between each stop position included in the fixed pass point i is taken in accordance with the other disutilities F1 to F4, and F5 between the fixed pass points i is calculated and used.

Next, the control unit (route determination means) 33 sorts the route candidates based on the value of the total disutility Fsum, more specifically, in order of the value of the total disutility Fsum, and selects and formulates (determines) the route with the smallest value of the total disutility Fsum as the route for the current vehicle travel.

In practice, it is expected that the value of the total disutility Fsum will often be very close. Therefore, the control unit (route determination means) 33 may predetermine the range of what is considered to be a very close difference as a constant, and list all top routes that fall within that range as candidates. The control unit (route determination means) 33 may also predetermine within a certain number of top positions that a route will be unconditionally listed, and list all routes that fall within that number of positions as candidates. Conversely, when the value of the total disutility Fsum becomes extremely large (such as when the congestion disutility F3 becomes close to infinity due to exceeding the vehicle passenger capacity, etc.), a threshold value may be determined separately as a constant, and candidates that exceed that value may not be listed. Then, the person in charge may select the route for the current vehicle from the listed route candidates and formulate it.

Then, the control unit (transmission means) 33 transmits a route notification notifying the vehicle terminal 4 of the formulated route via the network N. The route notification may include a cargo increase/decrease pattern indicating an increase/decrease in cargo between each fixed passing point i (between each stop position included therein). In this case, the control unit 33 reads out the serial number s corresponding to the fixed passing point i (between each stop position included therein) indicated by the boarding/alighting status data stored in the memory unit 32 from the boarding/alighting status data, and reads out the cargo increase/decrease pattern corresponding to the read serial number s from the second cargo increase/decrease pattern table. The control unit 33 then generates a route notification capable of identifying the cargo increase/decrease pattern between each fixed passing point i (between each stop position included therein).

The control unit (transmission means) 33 also transmits the route planning result and a dispatch possibility notification according to the cargo update process from the communication unit 31 via the network N to the user terminal 2-L that sent the dispatch request. Specifically, the control unit (transmission means) 33 transmits a dispatch possibility notification indicating that a vehicle can be dispatched to the user terminal 2-L of a user whose designated dispatch location is included in the planned (decided) route. The dispatch possibility notification indicating that a vehicle can be dispatched includes a type code indicating the type of cargo that can be loaded onto the vehicle among the cargo requested by the user to be loaded onto the vehicle. On the other hand, the control unit (transmission means) 33 notifies the user terminal 2-L of a user whose designated dispatch location is not included in the planned (decided) route that dispatch is not possible, and transmits a dispatch possibility notification recommending the user to make the next dispatch request to a vehicle from the communication unit 31 via the network N.

The vehicle terminal 4 shown in FIG. 2 is mounted on a vehicle and is composed of, for example, a computer with wireless communication capabilities.

Figure 5 is a block diagram showing an example configuration of a vehicle terminal.

As shown in FIG. 5, the vehicle terminal 4 includes a communication unit 41, a display unit 42, and a control unit 43, which are connected via a bus or the like.

The communication unit 41 is composed of, for example, a general-purpose wireless communication device. In this embodiment, the communication unit 41 receives route notifications transmitted from the vehicle dispatch device 3 via the network N.

The display unit 42 is composed of, for example, a general-purpose liquid crystal display (LCD). In this embodiment, the display unit 42 displays the vehicle route determined by the dispatch device 3 on the screen. The display unit 42 may also display on the screen the cargo that is transferred between each fixed passing point i (between each stop position included therein).

The control unit 43 is composed of, for example, a CPU, a ROM, and a RAM. The CPU uses the RAM as a work memory and appropriately executes programs stored in the ROM to control various operations of the vehicle terminal 4.

In this embodiment, in response to receiving a route notification transmitted from the dispatch device 3 via the network N at the communication unit 41, the control unit 43 notifies the driver of the vehicle of the vehicle route formulated by the dispatch device 3 by displaying the route notified by the route notification on the screen of the display unit 42. The control unit 43 may also notify the driver of the vehicle of the vehicle route formulated by the dispatch device 3 by displaying the cargo transferred between each fixed pass point i (between each stop position included therein) on the screen of the display unit 42 based on the cargo increase/decrease pattern between each fixed pass point i (between each stop position included therein) included in the route notification. The driver can then drive the vehicle according to the vehicle route formulated by the dispatch device 3 to dispatch the vehicle to the user. The driver also determines whether or not the user is actually on board, and ensures that the formulated vehicle route does not overlap.

Next, the operations performed by the dispatch system 1 having the above configuration will be described with reference to the drawings.

The control unit 24 of the user terminal 2-L specifies a dispatch location such as a boarding location and a drop-off location from among the free passing points registered in advance by the user in the dispatch reservation app, selects the type of cargo to be loaded onto the vehicle from the cargo type list, and requests that the cargo be loaded onto the vehicle. In addition, the control unit 24 specifies the priority p of the cargo and inputs the actual measured values of the characteristics. In response to the dispatch reservation instruction, the control unit 24 transmits a dispatch request that can specify the dispatch location such as the boarding location and a drop-off location specified by the user, as well as the type code indicating the type of cargo, the priority p, and the actual measured values of the characteristics, from the communication unit 23 to the dispatch device 3 via the network N.

The control unit 33 of the dispatch device 3 increments the value n(i) of the dispatch location counter provided for the fixed passing point i between which the boarding location and disembarking location identified from the dispatch request exist each time the communication unit 31 receives a dispatch request transmitted from the user terminal 2-L via the network N.

Then, the control unit 33 determines whether the value n(i) of the dispatch location counter has reached a preset upper limit value B(i)max for dispatch reservations. If the value n(i) of the dispatch location counter has reached the upper limit value B(i)max for dispatch reservations, the control unit 33 closes dispatch reservations between the fixed passing points i and transmits a dispatch availability notification from the communication unit 31 to the user terminal 2-L via the network N to notify that dispatch is not possible. In response, if the value n(i) of the dispatch location counter has not reached the upper limit value B(i)max for dispatch reservations, the control unit 33 stores the dispatch locations, such as the boarding location and disembarking location, specified from the dispatch request, as well as the type code of the cargo, the priority order p, and the actual measurement value, in association with each other in the RAM.

Then, the control unit 33 executes the loading status update process.

Figure 6 is a flowchart showing the details of the loading status update process.

In the loading status update process shown in FIG. 6, first, the control unit 33 identifies the stop positions at which the boarding and disembarking positions included in the dispatch positions stored in the RAM are located, and identifies the stop positions that are passed between the boarding and disembarking positions (step S601).

Next, the control unit 33 reads out the serial numbers r corresponding to each of the stop positions identified in step S601 from the loading status data (step S602).

Next, the control unit 33 detects the first load increase/decrease pattern table corresponding to each of the serial numbers r read in step S602 (step S603).

The control unit 33 also sets the priority counter value stored in the RAM to the initial count value of "1" (step S604).

Then, the control unit 33 determines whether the type code of the load corresponding to the priority p indicated by the value of the priority counter is stored in the RAM (step S605).

If the control unit 33 determines that the cargo type code corresponding to the priority p is not stored in the RAM (step S605; No), it determines that all cargo requested by the user to be loaded onto the vehicle in the new dispatch request can be loaded, and terminates the loading status update process.

In response to this, if the control unit 33 determines that the cargo type code corresponding to the priority level p is stored in the RAM (step S605; Yes), it identifies the increase in cargo that will result from loading the cargo with the designated priority level p onto the vehicle (step S606).

Then, the control unit 33 performs a pattern matching process (step S607) to detect the presence of a cargo increase/decrease pattern indicating an increase in cargo identified in step S606 from each of the first cargo increase/decrease pattern tables detected in step S603, and by detecting that the serial number r corresponding to that cargo increase/decrease pattern is not rMax (step S608), determines whether the cargo with the designated priority p can be loaded onto the vehicle.

When the control unit 33 detects the serial number r from all of the first cargo increase/decrease pattern tables detected in step S603 (step S608; Yes), it determines that all of the cargo items designated with priority order p can be loaded onto the vehicle, and executes a status data update process (step S609).

Then, the control unit 33 increments the priority counter value stored in the RAM (step S610) and returns to the process of step S605.

In contrast, if the control unit 33 cannot detect a corresponding cargo increase/decrease pattern and a serial number r that is not rMax from all of the first cargo increase/decrease pattern tables detected in step S603 (step S608; No), it determines that if all of the cargo items with the designated priority p are loaded onto the vehicle, the vehicle will be full and loading will be impossible, and ends the loading status update process.

Figure 7 is a flowchart showing the details of the pattern matching process.

In the pattern matching process shown in FIG. 7, the control unit 33 first detects an attribute value corresponding to the type code of the cargo item for which priority order p is specified from the attribute value table (step S701).

Next, the control unit 33 detects the standard values of the characteristics of the cargo represented by the attribute values detected in step S701 from the standard value table (step S702).

Next, the control unit 33 detects from the match type code table a match type code that defines a characteristic function Fp(x) for specifying the matching condition with the detected standard value (step S703).

Then, the control unit 33 substitutes the corresponding attribute value and standard value into the characteristic function Fp(x) defined in the matching type code to calculate the degree of mismatch (step S704).

Then, based on the degree of inconsistency calculated in step S704, the control unit 33 detects the presence of a cargo increase/decrease pattern that matches or is most similar to the identified cargo increase from each of the first cargo increase/decrease pattern tables detected in step S603, and detects a serial number r that is not rMax that corresponds to that cargo increase/decrease pattern (step S705), and then terminates the pattern matching process.

Then, in response to the deadline for dispatch requests, which occurs at predetermined intervals, the control unit 33 starts the dispatch process.

Figure 8 is a flowchart showing the details of the vehicle dispatch process.

In the vehicle dispatch process shown in FIG. 8, the control unit (candidate generation means) 33 lists candidate vehicle routes (step S801).

Next, the control unit (exclusion means) 33 calculates, for each route candidate in step S801, the time loss caused by passing through the dispatch location and transferring the cargo (step S802).

The control unit (exclusion means) 33 then executes an exclusion process to exclude from the candidate routes those routes for which the time loss calculated in step S802 exceeds a predetermined tolerance, and leaves as candidates only those routes for which the time loss at each fixed passing point is within a predetermined tolerance (step S803).

Furthermore, the control unit (numerical value calculation means) 33 calculates a total disutility Fsum, which is the sum of multiple types of numerical values indicating the inconvenience of each route candidate, for each route candidate remaining after the elimination process of step S803 (step S804).

Then, the control unit (route determination means) 33 selects and formulates a route for the vehicle to travel this time from among the candidate routes based on the value of the total disutility Fsum calculated in step S804 (step S805).

Then, the control unit (transmission means) 33 transmits a route notification notifying the vehicle route formulated in step S805 to the vehicle terminal 4 via the network N, thereby displaying the formulated vehicle route on the screen of the display unit 42 of the vehicle terminal 4 and notifying the driver of the vehicle (step S806). The control unit (transmission means) 33 may also display the cargo transferred between each fixed passing point i (between each stop position included therein) on the screen of the display unit 42 and notify the driver of the vehicle.

The control unit 33 (transmission means) also transmits a notification of whether or not a vehicle can be dispatched based on the results of the route planning from the communication unit 31 via the network N to the user terminal 2-L that sent the dispatch request, thereby displaying on the touch panel 22 of the user terminal 2-L whether or not a vehicle can be dispatched and, among the cargo items that the user has requested to be loaded onto the vehicle, which can be loaded onto the vehicle, to notify the user (step S807), and then terminates the dispatch process. When the user is notified that a vehicle can be dispatched, he or she can board the vehicle at the boarding location specified by the user, or disembark at the disembarking location specified by the user, with the cargo items that can be loaded onto the vehicle.

As described above, in the vehicle dispatch system 1 according to this embodiment, the vehicle dispatch device (cargo management device) 3 includes a storage unit 32 that stores loading status data indicating the loading status of the vehicle, and a control unit 33. In response to receiving a vehicle dispatch request (loading request) that can identify the vehicle's cargo and the priority order p of the cargo, the control unit 33 determines whether or not a cargo of a predetermined rank (e.g., first rank) in the priority order p can be loaded onto the vehicle based on the vehicle's loading status indicated by the loading status data (step S607). If it is determined that the cargo of the predetermined rank can be loaded (step S608; Yes), the control unit 33 updates the loading status of the vehicle indicated by the loading status data to a state in which the cargo of the predetermined rank has been increased (step S609), and determines whether or not the cargo of the next predetermined rank (e.g., second rank) can be loaded (step S607).

This allows the dispatch device 3 to decide whether or not to load cargo in order of the cargo assigned the highest priority p, thereby enabling efficient management of cargo on vehicles.

The memory unit 32 also stores a first load increase/decrease pattern table that registers, for each loading state (loading state pattern) of the vehicle, a load increase/decrease pattern indicating an increase/decrease in the load and an identification information (serial number) that can specify the loading state after the load increase/decrease. The control unit 33 determines whether a load increase/decrease pattern indicating an increase/decrease in the load of priority p caused by a loading request exists in the first load increase/decrease pattern table corresponding to the loading state pattern indicating the loading state of the vehicle indicated by the loading state data, and whether a serial number r other than rMax corresponding to the load increase/decrease pattern is registered, thereby determining whether the load of priority p can be loaded onto the vehicle (step S608).

By using this first cargo increase/decrease pattern table, the vehicle dispatch device 3 can efficiently determine whether cargo in a specified order can be loaded onto a vehicle.

Furthermore, the memory unit 32 stores standard values of the characteristics of the load in advance. The control unit 33 calculates the degree of inconsistency between the characteristics of the load of priority p and the standard values (step S704), and based on the calculated degree of inconsistency, detects the presence of a corresponding load increase/decrease pattern from the first load increase/decrease pattern table and a serial number r that is not rMax corresponding to that load increase/decrease pattern (step S705). If it is determined that the load of priority p can be loaded (step S608; Yes), the loading state of the vehicle indicated by the loading state data is updated to the loading state after the load increase/decrease indicated by the detected serial number r (step S609).

For example, when multiple standard values are stored in the memory unit 32, the first cargo load increase/decrease pattern table registers the cargo load increase/decrease pattern and the serial number r in association with each standard value. The control unit 33 detects from the first cargo load increase/decrease pattern table the serial number r that corresponds to the cargo load increase/decrease pattern indicating the load increase/decrease of the priority p generated by the dispatch request and has a degree of inconsistency (less than a threshold value defined as necessary) that is not rMax corresponding to the lowest standard value (step S705), and updates the vehicle load state indicated by the load state data to the load state after the load increase/decrease indicated by the detected serial number r (step S609).

In this way, by detecting the load increase/decrease pattern based on the degree of discrepancy between the load characteristics and the standard values, it is possible to detect the load increase/decrease pattern that matches or most closely resembles the load increase/decrease, so that the vehicle load status indicated by the load status data can be updated more accurately, and the vehicle's load can be managed efficiently.

The loading status data stores the loading status of the vehicle for each stop position between fixed passing points i of the vehicle (i.e., between each stop position included therein) in a manner that allows the loading status of the vehicle to be specified. Specifically, the loading status data stores a serial number r corresponding to a loading status pattern indicating the loading status of the vehicle for each stop position of the vehicle. The control unit 33 determines whether or not the load of priority order p can be loaded onto the vehicle for each stop position based on the loading status (the serial number r corresponding to the loading status pattern indicating) at each stop position of the vehicle indicated by the loading status data, and determines that the load of priority order p can be loaded if the load of priority order p can be loaded at all stop positions, and determines that the load of priority order p cannot be loaded if the load of priority order p cannot be loaded at any stop position.

In this way, the control unit 33 determines whether or not cargo with priority order p can be loaded between each of the vehicle's fixed passing points i (between each of the stopping positions contained therein), and if cargo with priority order p cannot be loaded at any of the stopping positions, the control unit 33 does not load cargo with priority order p, thereby efficiently managing the cargo on the vehicle so that the vehicle does not become filled with cargo.

The control unit (receiving means) 33 of the vehicle dispatching device 3 receives a vehicle dispatch request from the user terminal 2-L via the network N, the vehicle dispatch request including a loading request and requesting a vehicle to be dispatched to a vehicle dispatch location specified by the user within a predetermined range between the fixed passing points i. The control unit (candidate generating means) 33 generates multiple route candidates that run between the fixed passing points i via at least one of the vehicle dispatch locations specified from each of the vehicle dispatch requests received from the multiple user terminals 2-L (step S801). The control unit (excluding means) 33 excludes routes in which the increase in the vehicle's running period caused by loading the cargo and passing through the vehicle dispatch location exceeds a predetermined allowable range from the route candidates generated by the candidate generating means (step S803). The control unit (numerical value calculating means) 33 calculates a total disutility Fsum, which is an added value of multiple types of numerical values indicating the inconvenience of each of the route candidates generated by the candidate generating means (step S804). The control unit (route determination means) 33 determines the route candidate with the smallest total disutility Fsum calculated by the numerical calculation means as the route along which the vehicle will travel (step S805).

As a result, the vehicle dispatch system 1 according to this embodiment can achieve efficient operation.

The control unit (numerical value calculation means) 33 also calculates a numerical value indicating the effort of the vehicle driver caused by the loading of the cargo (total workload value) as a numerical value indicating the inconvenience.

This allows the dispatch device 3 to appropriately manage the labor of vehicle drivers.

The control unit (transmission means) 33 transmits a notification via the network N to the user terminal 2-L of a user whose designated dispatch location is included in the route determined by the route determination means that a vehicle can be dispatched, while notifying the user terminal 2-L of a user whose route does not include the designated dispatch location that a vehicle cannot be dispatched and transmitting a notification via the network N recommending the user to make the next dispatch request to a vehicle. When the number of dispatch requests received within a specified period of time exceeds a specified upper limit, the control unit (transmission means) 33 notifies the user terminal 2-L that sent the dispatch request that exceeds the specified upper limit that a vehicle cannot be dispatched and transmits a notification via the network N recommending the user to make the next dispatch request to a vehicle.

As a result, the vehicle dispatch system 1 according to this embodiment can achieve efficient operation.

In addition, in the vehicle dispatch system 1 according to this embodiment, the control unit (receiving means) 33 of the vehicle dispatch device 3 receives a vehicle dispatch request from the user terminal 2-L via the network, the vehicle dispatch request requesting a vehicle to be dispatched to a vehicle dispatch location designated by the user within a predetermined range between predetermined stop locations. Next, the control unit (candidate generating means) 33 generates multiple route candidates that run between the stop locations via at least one of the vehicle dispatch locations identified from each of the vehicle dispatch requests received from the multiple user terminals 2-L. Next, the control unit (excluding means) 33 excludes, from the route candidates generated by the candidate generating means, routes in which the increase in the vehicle's running period caused by passing through the vehicle dispatch location exceeds a predetermined allowable range. Furthermore, the control unit (numerical value calculating means) 33 calculates a total disutility Fsum, which is an added value of multiple types of numerical values indicating the inconvenience of each of the route candidates. Then, the control unit (route determining means) 33 determines the route to be traveled by the vehicle from among the route candidates based on the numerical values calculated by the numerical value calculating means. Thereafter, the control unit (transmission means) 33 transmits a vehicle dispatch possibility notification to the user terminal 2-L of the user whose route determined by the route determination means includes the designated vehicle dispatch location via the network N, indicating that the vehicle can be dispatched. On the other hand, the control unit (transmission means) 33 transmits a vehicle dispatch possibility notification to the user terminal 2-L of the user whose route does not include the designated vehicle dispatch location, indicating that the vehicle cannot be dispatched, and recommends the user to make a next vehicle dispatch request via the network N. Furthermore, when the number of vehicle dispatch requests received within a specified period exceeds a specified upper limit, the control unit (transmission means) 33 notifies the user terminal 2-L that sent the vehicle dispatch request that exceeds the specified upper limit that the vehicle cannot be dispatched, and transmits a vehicle dispatch possibility notification to the user that recommends the user to make a next vehicle dispatch request via the network N.

As a result, the vehicle dispatch system 1 according to this embodiment can achieve efficient operation.

The present invention is not limited to the above embodiment, and various modifications and applications are possible. Below, we will explain the modifications of the above embodiment that can be applied to the present invention.

In the above embodiment, the programs executed by the CPUs of the control units 24, 33, and 43 have been described as being stored in advance in the ROM and the storage units 21 and 32, etc., but the present invention is not limited to this. The programs for executing the above-mentioned processes may be applied to an existing general-purpose computer to function as the user terminal 2-L, the dispatch device 3, and the vehicle terminal 4 according to the above embodiment.

Such programs may be provided in any manner, for example by storing them on a computer-readable recording medium (such as a flexible disk, a CD (Compact Disc)-ROM, or a DVD (Digital Versatile Disc)-ROM) and distributing them, or by storing the programs in storage on a network such as the Internet and providing them by downloading them.

Furthermore, when the above processing is performed by sharing the work between an OS (Operating System) and an application program, or by cooperation between the OS and the application program, only the application program may be stored in a recording medium or storage. It is also possible to superimpose the program on a carrier wave and distribute it over a network. For example, the above program may be posted on a bulletin board (BBS: Bulletin Board System) on a network and distributed over the network. The above processing may then be performed by starting up this program and executing it under the control of the OS in the same way as other application programs.

1 Vehicle allocation system 2-L User terminal 3 Vehicle allocation device (cargo management device)
4 Vehicle terminal 21, 32 Memory unit 22 Touch panel 23, 31, 41 Communication unit
42 Display unit 24, 33, 43 Control unit

Claims (8)

A storage unit that stores loading state data indicating a loading state of the vehicle;
a control unit which, in response to receiving a loading request capable of identifying a load of a vehicle and a priority order of the load, determines whether or not a load of a predetermined priority order among the loads identified from the loading request can be loaded onto the vehicle based on the loading state of the vehicle indicated by the loading state data, and when it is determined that the load of the predetermined priority order can be loaded, updates the loading state of the vehicle indicated by the loading state data to a state in which the load of the predetermined priority order has been increased, and determines whether or not the load of the next predetermined priority order can be loaded;
Equipped with
The control unit is
a receiving means for receiving, via a network, from a user terminal, a vehicle dispatch request including the loading request and requesting dispatch of a vehicle to a vehicle dispatch location designated by the user within a predetermined range between predetermined stopping locations;
a candidate generating means for generating a plurality of candidate routes for travel between the stop positions via at least one of the dispatch positions identified from each of the dispatch requests received from the plurality of user terminals;
an exclusion means for excluding, from the route candidates generated by the candidate generation means, a route in which an increase in a travel period of the vehicle caused by loading the cargo and passing through the dispatch location exceeds a predetermined allowable range;
a numerical value calculation means for calculating a numerical value indicating an inconvenience of each of the route candidates generated by the candidate generation means;
a route determination means for determining the route candidate having the smallest value calculated by the value calculation means as the route along which the vehicle will travel;
Including,
the numerical value calculation means calculates, as the numerical value indicating the inconvenience, a numerical value indicating the effort of a driver of the vehicle caused by loading the cargo;
A cargo management device comprising : A storage unit that stores loading state data indicating a loading state of the vehicle;
a control unit which, in response to receiving a loading request capable of identifying a load of a vehicle and a priority order of the load, determines whether or not a load of a predetermined priority order among the loads identified from the loading request can be loaded onto the vehicle based on the loading state of the vehicle indicated by the loading state data, and when it is determined that the load of the predetermined priority order can be loaded, updates the loading state of the vehicle indicated by the loading state data to a state in which the load of the predetermined priority order has been increased, and determines whether or not the load of the next predetermined priority order can be loaded;
Equipped with
The control unit is
a receiving means for receiving, via a network, from a user terminal, a vehicle dispatch request including the loading request and requesting dispatch of a vehicle to a vehicle dispatch location designated by the user within a predetermined range between predetermined stopping locations;
a candidate generating means for generating a plurality of candidate routes for travel between the stop positions via at least one of the dispatch positions identified from each of the dispatch requests received from the plurality of user terminals;
an exclusion means for excluding, from the route candidates generated by the candidate generation means, a route in which an increase in a travel period of the vehicle caused by loading the cargo and passing through the dispatch location exceeds a predetermined allowable range;
a numerical value calculation means for calculating a numerical value indicating an inconvenience of each of the route candidates generated by the candidate generation means;
a route determination means for determining the route candidate having the smallest value calculated by the value calculation means as the route along which the vehicle will travel;
a transmission means for transmitting, via the network, a notification that a vehicle can be dispatched to the user terminal of the user for which the route determined by the route determination means includes the designated vehicle dispatch location, and for transmitting, via the network, a notification that a vehicle cannot be dispatched to the user terminal of the user for which the route determined by the route determination means does not include the designated vehicle dispatch location, and a notification recommending the user to make the next vehicle dispatch request;
Including,
When the number of the vehicle dispatch requests received within a predetermined period of time exceeds a predetermined upper limit, the transmission means notifies the user terminal that transmitted the vehicle dispatch request that exceeds the predetermined upper limit that a vehicle cannot be dispatched, and transmits a notification to the user via the network, recommending the next vehicle dispatch request to the user.
A cargo management device comprising : the storage unit stores a first cargo increase/decrease pattern table that registers, for each of the loading states of the vehicle, a cargo increase/decrease pattern indicating an increase/decrease in the cargo and identification information that can identify the loading state after the cargo increase/decrease, in association with each other;
the control unit determines whether the cargo of the predetermined rank can be loaded onto the vehicle by determining whether the cargo increase/decrease pattern indicating an increase/decrease of the cargo of the predetermined rank caused by the loading request exists in the first cargo increase/decrease pattern table corresponding to the loading state of the vehicle indicated by the loading state data, and whether the identification information corresponding to the cargo increase/decrease pattern, which does not mean a full state, is registered.
3. The cargo management device according to claim 1 or 2 . The loading state data is stored so as to be able to specify the loading state of the vehicle for each interval between stopping positions of the vehicle,
The control unit determines whether or not the cargo of the predetermined rank can be loaded onto the vehicle between each of the stop positions based on the loading state between each of the stop positions indicated by the loading state data, and determines that the cargo of the predetermined rank can be loaded if the cargo of the predetermined rank can be loaded between all of the stop positions, and determines that the cargo of the predetermined rank cannot be loaded if the cargo of the predetermined rank cannot be loaded between any of the stop positions.
3. The cargo management device according to claim 1 or 2 . A method for managing cargo by a cargo management device including a storage unit that stores loading status data indicating a loading status of a vehicle, the method comprising:
a receiving step in which the control unit receives, via a network, from a user terminal, a vehicle dispatch request including a loading request capable of identifying a load on the vehicle and a priority order of the load, the vehicle dispatch request requesting dispatch to a vehicle dispatch location designated by the user within a predetermined range between predetermined stopping locations;
a step of the control unit, in response to receiving the loading request , determining whether or not an object of a predetermined rank in the priority order among the objects identified from the loading request can be loaded onto the vehicle based on the loading state of the vehicle indicated by the loading state data;
when the control unit determines that the load of the predetermined priority item can be loaded, updating the load status of the vehicle indicated by the loading status data to a state in which the load of the predetermined priority item has been increased, and determining whether the load of the next predetermined priority item can be loaded;
a candidate generating step in which the control unit generates a plurality of candidate routes for traveling between the stop positions via at least one of the dispatch positions identified from each of the dispatch requests received from the plurality of user terminals;
an exclusion step of the control unit excluding, from the route candidates generated by the candidate generation step, a route in which an increase in a travel period of the vehicle caused by loading the cargo and passing through the dispatch position exceeds a predetermined allowable range;
a numerical value calculation step of the control unit calculating a numerical value indicating an inconvenience of each of the route candidates generated by the candidate generating step;
a route determination step in which the control unit determines the route candidate having the smallest value calculated in the value calculation step as the route along which the vehicle will travel;
Equipped with
The numerical value calculation step calculates a numerical value indicating the effort of a driver of a vehicle caused by loading the load as the numerical value indicating the inconvenience.
A cargo management method comprising: A method for managing cargo by a cargo management device including a storage unit that stores loading status data indicating a loading status of a vehicle, the method comprising:
a receiving step in which the control unit receives, via a network, from a user terminal, a vehicle dispatch request including a loading request capable of identifying a load on the vehicle and a priority order of the load, the vehicle dispatch request requesting dispatch to a vehicle dispatch location designated by the user within a predetermined range between predetermined stopping locations;
a step of the control unit, in response to receiving the loading request , determining whether or not an object of a predetermined rank in the priority order among the objects identified from the loading request can be loaded onto the vehicle based on the loading state of the vehicle indicated by the loading state data;
when the control unit determines that the load of the predetermined priority item can be loaded, updating the load status of the vehicle indicated by the loading status data to a state in which the load of the predetermined priority item has been increased, and determining whether the load of the next predetermined priority item can be loaded;
a candidate generating step in which the control unit generates a plurality of candidate routes for traveling between the stop positions via at least one of the dispatch positions identified from each of the dispatch requests received from the plurality of user terminals;
an exclusion step of the control unit excluding, from the route candidates generated by the candidate generation step, a route in which an increase in a travel period of the vehicle caused by loading the cargo and passing through the dispatch position exceeds a predetermined allowable range;
a numerical value calculation step of the control unit calculating a numerical value indicating an inconvenience of each of the route candidates generated by the candidate generating step;
a route determination step in which the control unit determines the route candidate having the smallest value calculated in the value calculation step as the route along which the vehicle will travel;
a transmission step of transmitting, via the network, a notification that a vehicle can be dispatched to the user terminal of the user for which the route determined by the route determination step includes the specified vehicle dispatch location, while transmitting, via the network, a notification that a vehicle cannot be dispatched to the user terminal of the user for which the route determined by the route determination step does not include the specified vehicle dispatch location, and a notification recommending the user to make the next vehicle dispatch request;
Equipped with
When the number of the dispatch requests received within a predetermined period of time exceeds a predetermined upper limit, the transmission step notifies the user terminal that transmitted the dispatch request that exceeds the predetermined upper limit that a vehicle cannot be dispatched, and transmits a notification to the user via the network recommending the next dispatch request to a vehicle.
A cargo management method comprising: A computer of a cargo management device includes a storage unit that stores loading status data indicating a loading status of a vehicle.
a receiving step of receiving, from a user terminal via a network, a vehicle dispatch request including a loading request capable of identifying a load on a vehicle and a priority order of the load, the vehicle dispatch request requesting dispatch to a vehicle dispatch location designated by a user within a predetermined range between predetermined stop locations;
a step of determining, in response to receiving the loading request , whether or not an object of a predetermined priority among the objects specified in the loading request can be loaded onto the vehicle based on the loading state of the vehicle indicated by the loading state data;
a step of updating the loading state of the vehicle indicated by the loading state data to a state in which the load of the load of the vehicle of the predetermined rank has been increased when it is determined that the load of the load of the vehicle of the predetermined rank can be loaded, and determining whether or not the load of the next load of the predetermined rank can be loaded;
a candidate generating step of generating a plurality of candidate routes for traveling between the stop positions via at least one of the dispatch positions identified from each of the dispatch requests received from the plurality of user terminals;
an exclusion step of excluding, from the route candidates generated by the candidate generation step, a route in which an increase in a travel period of the vehicle caused by loading the cargo and passing through the dispatch location exceeds a predetermined allowable range;
a value calculation step of calculating a value indicating inconvenience for each of the route candidates generated by the candidate generation step;
a route determination step of determining the route candidate having the smallest value calculated by the value calculation step as the route along which the vehicle will travel;
A program for executing
the numerical value calculation step calculates, as the numerical value indicating the inconvenience, a numerical value indicating a labor of a driver of the vehicle caused by loading the cargo;
A program characterized by: A computer of a cargo management device includes a storage unit that stores loading status data indicating a loading status of a vehicle.
a receiving step of receiving, from a user terminal via a network, a vehicle dispatch request including a loading request capable of identifying a load on a vehicle and a priority order of the load, the vehicle dispatch request requesting dispatch to a vehicle dispatch location designated by a user within a predetermined range between predetermined stop locations;
a step of determining, in response to receiving the loading request , whether or not an object of a predetermined priority among the objects specified in the loading request can be loaded onto the vehicle based on the loading state of the vehicle indicated by the loading state data;
a step of updating the loading state of the vehicle indicated by the loading state data to a state in which the load of the load of the vehicle of the predetermined rank has been increased when it is determined that the load of the load of the vehicle of the predetermined rank can be loaded, and determining whether or not the load of the next load of the predetermined rank can be loaded;
a candidate generating step of generating a plurality of candidate routes for traveling between the stop positions via at least one of the dispatch positions identified from each of the dispatch requests received from the plurality of user terminals;
an exclusion step of excluding, from the route candidates generated by the candidate generation step, a route in which an increase in a travel period of the vehicle caused by loading the cargo and passing through the dispatch location exceeds a predetermined allowable range;
a value calculation step of calculating a value indicating inconvenience for each of the route candidates generated by the candidate generation step;
a route determination step of determining the route candidate having the smallest value calculated by the value calculation step as the route along which the vehicle will travel;
a transmission step of transmitting, via the network, a notification that a vehicle can be dispatched to the user terminal of the user for which the route determined by the route determination step includes the designated vehicle dispatch location, while transmitting, via the network, a notification that a vehicle cannot be dispatched to the user terminal of the user for which the route determined by the route determination step does not include the designated vehicle dispatch location, and a notification recommending the user to make the next vehicle dispatch request;
A program for executing
the transmission step, when the number of the dispatch requests received within a predetermined period exceeds a predetermined upper limit, notifies the user terminal that transmitted the dispatch request that exceeds the predetermined upper limit that a vehicle cannot be dispatched, and transmits a notification to the user via the network, recommending the next dispatch request to a vehicle;
A program characterized by:

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