JP2020067933A - Automobile operation management system - Google Patents

Abstract

To satisfy both convenience for users using operation services and the prevention of unnecessary information distributions to users who are unlikely to use the operation services, while energizing the use of the operation services.SOLUTION: An automobile operation management system performs operation services with operation automobiles for many users living in predetermined areas A1-A3. Operation management devices (U1, U2) managed by an operation manager allow release or non-release of operation information to be selected by the handling of a button part display 97a (Fig. 16) when accepting boarding bookings of predetermined operation services (especially, demand operation services). The operation management devices allow a user range to be released to be selected by the handling of a button display 98a (Fig. 16) when the release is selected.SELECTED DRAWING: Figure 16

Description

  The present invention relates to a vehicle operation management system.

  Recently, as a type of car sharing, an automobile owned by a driver is used as a vehicle for operation, and an operation service for an unspecified number of users is increased by driving the vehicle for operation by the driver. ing. When such a service is provided over a wide area, a large number of operating vehicles are generally prepared for operation.

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

JP, 2014-238831, A JP, 2016-85734, A

  By the way, in rural areas, there are many problems such as aging and population decline, and in vacant areas, traffic vulnerable people are deprived of the movements that are indispensable for visiting hospitals and shopping. Therefore, as a means of transportation that is indispensable for people in areas with no traffic, paid transportation is carried out using the vehicles owned by the residents as operating vehicles and the drivers who own the vehicles as drivers of operating vehicles. Is being noticed. Such paid transportation has the potential to not only provide indispensable means of transportation to areas with no traffic, but also to revitalize the area through the maintenance and creation of rich areas. Utilization is desired.

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

  Active use of the above-mentioned service is important for enhancing the value of the service, deepening the connection between residents and improving profitability. On the other hand, particularly during demand operation, the tendency that the number of users who become passengers decreases becomes extremely strong, and some measures are desired in this respect.

  It should be noted that, regarding demand operation, widely disclosing information to users and urging them to participate in carpooling tends to cause the following problems. In other words, for users who initially booked demand service, it may happen that they do not meet their intentions (for example, because they travel on a detour route by carpooling, the arrival time at the destination will be delayed. etc). On the other hand, for many other users who are encouraged to share a car, it is practically impossible to synergize from the relationship of the traveling route and the use time zone, and there are users who do not want to use demand operation. Information that encourages carpooling to such other users is also unnecessarily distributed, which may be a nuisance to other users.

  The present invention has been made in consideration of the above circumstances, and an object thereof is to increase the convenience of a user who uses an operating flight and the possibility of using the operating flight while activating the use of the operating flight. An object of the present invention is to provide a vehicle operation management system capable of satisfying both suppression of unnecessary information distribution to users.

In order to achieve the above object, the following solution method is adopted in the present invention. That is, as described in claim 1,
A vehicle operation management system for providing an operation service using an operation vehicle to a large number of users who live in a predetermined area,
An operation management device that is managed by an operation manager and includes an information processing device,
A user terminal that is communicable with the operation management device and includes an information processing device,
Equipped with
The operation management device publishes the information on the operated flights, so that the information on the operated flights can be confirmed by the user terminal,
The operation management device includes a first selection unit that selects public and private, and a second selection unit that selects a disclosure range indicating a user range to be disclosed,
The management device does not disclose the information regarding the operating flight when the non-disclosure is selected by the first selecting unit, while the information regarding the operating flight is disclosed when the public is selected by the first selecting unit. Is done,
When the disclosure is selected by the first selection unit, the operation management device discloses the information regarding the operated flight only to the user range belonging to the disclosure range selected by the second selection unit,
Is done.

  According to the above solution method, it is possible to select whether the information regarding the operating flight is disclosed or not, and when it is disclosed, the range of disclosure can be selected, which is convenient for the user who is likely to need the information regarding the operating flight. Is ensured, and information is not unnecessarily distributed to users who are considered to have a low need for information regarding operating flights. In addition, since information regarding operating flights can be actively disclosed to users who are considered necessary, it is possible to activate the use of operating services. Furthermore, by selecting non-disclosure, it is preferable in terms of, for example, protecting the privacy of users who use operating flights.

A preferred mode based on the above solution method is as set forth in claim 2 and the subsequent claims. That is,
As the operation service, regular fixed-time operation and demand operation are set,
The operation management device always makes the scheduled flights available for public access, while only the demand operations are selected by the first selection unit and the second selection unit. Has been
This is done (corresponding to claim 2). In this case, all the scheduled fixed-route operations that are considered to be used by all users can be made public, and information regarding the scheduled fixed-route operation can be surely transmitted to the users. Also, for demand-operated flights that are operated for personal convenience, privacy will be surely protected by selecting non-disclosure, and privacy will be protected by appropriately selecting the disclosure range even when disclosure is selected. It is possible to satisfy at a high level the promotion of protection and carpooling.

  As the disclosure range selected by the second selection unit, a user range registered in advance as a fellow user who has reserved an operating flight, a user range living near the departure point of the operating flight, and a range of the operating flight Arbitrary two of a range of users who live near the travel route, a range of users who used past operated flights similar to the operated flights, and a range of users who have been on board with users who booked the operated flights. The above user range is set to be selectable (corresponding to claim 3). In this case, in order to be able to select an appropriate range of users to be disclosed, it is extremely preferable as a disclosure range for prompting passengers to board a flight.

  The disclosure of the information regarding the operating flights is made to be the information for accepting the reservation for boarding the operating flights (corresponding to claim 4). In this case, disclosure to an appropriate user range is preferable in order to increase the number of users (passengers) who use the operating flight and to improve the profitability of the operation.

Demand operation is set as an operation service,
The operation management device is configured to be able to disclose information on demand operation executed in the past to all users (corresponding to claim 5). In this case, by widely disclosing information on past demand operation, it is possible to actively encourage people to use demand operation, and to increase the use of operation services and the connection between residents. It is preferable for the purpose.

A driver terminal including an information processing device that is communicable with the operation management device and is used by a driver of the operation vehicle;
The operation management device is capable of disclosing information on demand operation executed in the past to all drivers,
This is done (corresponding to claim 6). In this case, the driver who may be in charge of the demand operation can fully understand the details of the demand operation used in the past. This is preferable, for example, in order to make each driver fully aware of the attitude and preparation for becoming the driver in charge of demand operation.

  At least the travel route is included as the information regarding the demand operation executed in the past (corresponding to claim 7). In this case, it is preferable for grasping the travel route traveled in the past demand operation in advance and more fully exerting the effect corresponding to claim 6.

  ADVANTAGE OF THE INVENTION According to this invention, while making use of a service flight active, satisfy | fill both the convenience of the user who uses a service flight, and the suppression of unnecessary information distribution to the user who is unlikely to use a service flight. be able to.

The figure which shows the example of a route of regular fixed-time service. The figure which shows an example of demand operation. The figure which shows the system system example by this invention. The figure which shows the example of a display in a vehicle-mounted terminal. The flowchart which shows the example of control for performing various registration. The flowchart which shows the control example for registering the driver who can be in charge of driving. The flowchart which shows the example of control accompanying operation of a vehicle-mounted terminal. The flowchart which shows the example of control accompanying the boarding reservation reception of fixed-time fixed-route operation. The flowchart which shows the example of control accompanying the boarding reservation reception of demand operation. The flowchart which shows the control example regarding the carpool accompanying demand driving. The figure which shows the example of a screen display in a management terminal, and is a figure which shows the driver's time zone which can be in charge of driving. The figure which shows the example of a screen display in a management terminal, and is a figure which shows the example of a display for switching the reservation state and operation formal and provisional disclosure. The figure which shows the example of a display in a user terminal at the time of making a boarding reservation of fixed-time operation. The figure which shows the example of a screen display in a user terminal, and is a figure which shows the example of a notification to the effect of stopping a regular fixed route operation. The figure which shows the example of a screen display in a user terminal, and is a figure which shows the example for making a reservation for carpooling with respect to demand operation. The figure which shows the example of a screen display in a management terminal, and is a figure which shows the example for selecting disclosure / non-disclosure and disclosure range about demand operation. The figure which shows the example of a screen display in a management terminal, and is a figure which shows the example for revealing the information regarding the demand operation performed in the past.

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

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

  A plurality of villages A1 to A3 exist at a position far away from the road D1 on the road D2. Villages A1 to A3 are remote villages 10 km or more away from the station Ra. Road D3 is a dead end. At the dead end, the event venue (open space) A4 where residents of the villages A1 to A3 gather It is said that.

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

  In order to facilitate the transportation of the residents of the villages A1 to A3, the fixed-time fixed-route operation and the demand operation are to be performed in cooperation with each other. On-time fixed-route operation is to run on a fixed route on time. The regular fixed-route stops are shown as S1 to S7. The stop S1 serves as a starting point and is for residents of the village A1. Stop S2 is for residents of village A2. Stop S3 is for residents of village A3.

  The stop S4 is set at a position where the road D2 intersects the main road D1. The stop S5 is set near a position where an elementary school and a junior high school are located. The stop S6 is set at a position near the government office. The stop S7 is the end point of the regular fixed-route operation and is set near the station Ra. In this way, the regular fixed-route operation route is a route from the stop S1 through S2, S3, S4, S5, and S6 to reach the end point S7. The return flight will follow the opposite route. The number of regular fixed-route operations is, for example, two in the morning, two in the morning, two in the afternoon, and two in the evening. In addition, the number of operating vehicles used for regular scheduled operation that departs at the same time is not limited to one, but may be more than one when there are many passengers wishing to board (for multiple operating on the same flight The vehicle may be operated).

  As a modification of regular scheduled service, temporary service (temporary flight) is performed as appropriate. This extraordinary operation is performed, for example, only when an event (for example, Bon Odori, fireworks display, Imonikai, etc.) is held at the event venue A4. This temporary operation route is a route from the stop S1 to S8, S2, S3, and S4 (reverse route is the reverse route). Temporary service is assumed to be a flight that leaves the stop S1 at a preset fixed time on the day of the event.

  The operation vehicles that carry out constant-time fixed-route operation including temporary operation and demand operation use private cars owned by the residents of the villages A1 to A3, and have been entrusted with management such as assistance and donations from local governments and companies. Private vehicles are used. The number of operating vehicles is at least two, and preferably 10 or more.

  The driver who drives the operating vehicle is selected from the residents of the villages A1 to A3. In order to be selected as a driver, it is necessary to be a person who has undergone a pre-training (for example, a half-day to one-day training) in advance. That is, the content of the training includes, for example, knowledge about safe driving and practical skills, training on how to assist passengers (especially elderly people and infants) in getting on and off the vehicle for operation, knowledge on operation management required by the driver, There is a class on how to handle. A driver who has completed the course will be registered as a driver of the vehicle for operation (the point of driver registration will be described later).

  FIG. 2 shows an example when demand operation is performed. In the figure, P1 is the residence of the passenger (user) who reserved the demand operation, and P2 and P3 are the residences of the passengers (user) who want to share the demand-served demand operation (vehicle for operation). is there. In demand driving, a departure place, a destination, and a route can be freely selected according to passengers' wishes. FIG. 2 shows a case where the passenger P1 who reserved for boarding is set at the home (nearby) as a departure place and heads toward the stop S4 via the vicinity of the home of the passenger P2 and the vicinity of the home of the passenger P3.

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

  For passengers P1 to P3, if the travel time or travel distance to the nearest stop is long, walking to the stop becomes difficult. Therefore, there is a possibility that demand operation may be required to avoid walking to the stop. In addition, when demand travel is required, when carrying large (heavy) luggage, moving to a place far from any stop, or when passengers have difficulty walking with a wheelchair or crutches, etc. . The fare for using demand operation is more expensive than the time for using fixed-time fixed-route operation, but considering the travel time and travel distance to the stop, you can use the regular fixed-route operation or It will be decided whether to use the service. It should be noted that the departure place of the demand operation is, for example, near the station Ra or near an appropriate stop (for example, S5 or S6) as long as it is within the range permitted (permitted) to perform the demand operation. You can choose.

  Here, an example of the charge system when using the scheduled service or the demand service will be described. First, when using the regular fixed-route operation, only the amount of money according to the usage distance is used, and the charge per unit distance is E1 (E1 × usage distance). On the other hand, the usage fee of the passenger P1 who initially reserved for the demand service is a fee E2 which is slightly higher than the above fee E1 according to the usage distance, and a fixed basic fee EB2 is separately collected. (The total charge is EB2 + E2 x usage distance). Further, the usage charges of the passengers P2 and P3 desiring to share in the demand service are limited to the above E2 (the basic charge EB2 is unnecessary). As described above, the regular fixed-route operation is the cheapest, the fee when the passenger initially reserves the demand operation is the most expensive, and the fee when synergized with the demand operation is an intermediate fee. Then, as the number of carpools increases during the demand service, the carpool can be promoted by reducing the charge burden on the user who reserves the demand service at the place. Of course, the above-mentioned charges are merely examples, and can be set appropriately.

  On the other hand, the reward for the driver may be, for example, a basic reward plus a reward according to the mileage. When determining the profitability of a given flight, it is possible to make a decision in consideration of the reward for this driver. It should be noted that the case where the profitability is satisfied does not necessarily mean that the profit is not in the red, and even if the profit is in the red, if the deficit width (for example, the amount of the deficit or the ratio of the payment fee to the payment paid) is within a predetermined range, It can be determined that there is.

  In the case of synergizing with demand operation, there is an advantage of synergizing if the destination of the passenger who initially reserved the demand operation is in substantially the same direction as the destination of the passenger who desires carpool. For example, when the destination of the passenger who originally reserved the demand service is near the stop S6, the destination desired by the passenger who wants to share a car is near the stop S7 (farther than S6) or near S5 (closer than S6). When it is a place, it means that there is an advantage of synergism. On the other hand, if the destination of the passenger who originally reserved the demand service and the destination desired by the passenger who is considering carpooling are in opposite directions, or if the direction changes significantly in the middle, the possibility of carpooling is extremely high. It will be low.

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

  First, U1 is a management site (a server device as an information processing device) that performs overall management, and has a CPU, a communication unit, a large-capacity storage unit (memory, etc.) 10, and the like. A management terminal U2, a user terminal U3, a driver terminal U4, and an in-vehicle terminal U5 are communicably connected to the management site U1. The management site U1 and the management end U2 substantially form an operation management device. Further, application software for exchanging various kinds of information with the management site U1 is installed in advance in each of the terminals U2 to U5.

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

  On the other hand, the user terminal U3 and the driver terminal U4 can use not only personal computers but also smartphones and tablet personal computers. As shown in FIG. 4, the vehicle-mounted terminal U5 has a display screen 20 provided at a position where it can be easily seen by the driver. The in-vehicle terminal U5 exchanges various kinds of information between the management site U1 (the administrator who operates the management terminal U2) and the driver who drives the operating vehicle, as described later. Moreover, the vehicle-mounted terminal U5 is adapted to automatically transmit the position information of the vehicle for operation to the management site U1. Note that the user terminal U3 may be capable of communicating with the administrator of the management terminal U2 by telephone or the like instead of an information processing device such as a smartphone (elderly people who are not good at handling computer-related devices). Correspondence to persons).

  FIG. 4 shows a display example on the display screen 20 which constitutes a part of the vehicle-mounted terminal U5. In FIG. 4, the display mode is substantially the same for both the scheduled service and the demand service. As the contents displayed on the display screen 20, a user name (passenger name), a boarding position and a getting-off position are displayed. If there are multiple passengers, a similar display will appear in the bottom row. The passenger names are displayed from the top to the bottom in the order of getting closer to the boarding position and later in order. Note that the names of the boarding position and the getting-off position are the stop names in the case of constant-time fixed-route operation, but in the case of demand-driving, a unique place name indication indicating the boarding position and the getting-off position according to the passenger's request. To be done.

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

  When all the users get off the vehicle, the driver touches the completion switch 23 displayed on the display screen 20. Thereby, the report information that the operation is completed is transmitted to the management site U1 and stored. When the switch 24 requesting the map display displayed on the display screen 20 is touch-operated, the traveling route is displayed. This display of the travel route is highly likely to be necessary especially during demand operation. For example, the map display as shown in FIG. 2 is performed, and the travel route is indicated by the one-dot chain line in FIG. (The driving route is preferably color-coded like the guide route display performed by the navigation device).

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

  Each time the operation of a certain flight is completed, the details of the operation, specifically, the operation flight (especially the travel route and the operation time zone), the user and the driver are associated with each other, and the memory of the management site U1 is stored. Part 10 is stored (made into a database). At the time of this storage, in addition to the reward to the driver and the fee paid by the user, the operation manager can also be stored in association with each other. The details of the stored past operation contents can be used as support information for future operation.

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

  First, FIG. 5 shows a case where various types of registration are performed. That is, in Q1, the management terminal U2 is operated to register the manager. The administrator is selected by, for example, recommendation from the staff of the public office or the residents of the villages A1 to A3, but it is preferable to register as many people as possible. When registering as an administrator, for example, the name, address, age, sex, telephone number, etc. are used. In addition, it is assumed that the person who has attended the course in advance as a premise of becoming an administrator and has fully understood the handling of this system. Regarding the administrator, in order not to operate the management terminal U2 unnecessarily, an ID and password are assigned to each administrator in advance, and the management terminal U2 cannot be operated unless the ID and password are entered. To be done.

  In Q2, the driver who drives the operating vehicle is registered by operating the management terminal U2. In this registration, for example, name, address, age, sex, telephone number, type of operating vehicle to be driven, expiration date of driver's license, attendance date of class, etc. are registered. Depending on the individual driver's request, in addition to the regular fixed-time operation only, the demand operation only, or both the fixed-time fixed operation and the demand operation Registration will also be done as to whether it is possible.

  In Q3, the user is registered by operating the management terminal U2. This registration is registration of a person who is a passenger who uses the vehicle for operation (also referred to as user's membership registration). This registration is, for example, the name, address, age, sex, telephone number, name of the nearest stop from home, travel time and travel distance to the nearest stop, and the like. Also, when registering a user, other users who are passengers can be registered as fellows when making a reservation for boarding a demand service (for example, registration with an individual name, residential area name, etc.). . Each of the above-mentioned registrations is stored in the storage means 10 of the management site U1 (made into a database).

  FIG. 6 shows a process of accepting a driver who can be in charge of driving a service vehicle. That is, for example, for each day of one month of the next month, the days and time zones in which the driver can be in charge are registered in the management site U1 via the driver terminal U4 or by operating the management terminal U2 ( Storage in storage means 10). Changes can be canceled during the days and hours during which the driver can be in charge. Note that the days and time zones in which the driver can be in charge can be registered by telephone or in paper format. In this case, the manager uses the management terminal U2 to accept the driver.

  FIG. 7 shows the processing content of the operation status at the management site U1 corresponding to the operation at the vehicle-mounted terminal U5. That is, by operating the switch 21 shown in FIG. 4, confirmation of boarding is performed in Q11. When the switch 22 shown in FIG. 4 is operated, the getting off is confirmed in Q12. Then, by operating the switch 23 shown in FIG. 4, it is confirmed in Q13 that all passengers have exited and the operation is completed. By the processing of FIG. 7, it is possible to grasp the status of the operating vehicle that is operating (this operating status includes the vehicle position information transmitted from the operating vehicle, and the administrator can manage the terminal U2 for management). You can check the display screen anytime).

  Here, all the information stored in the management site U1 can be called by the management terminal U2 and displayed on its display screen. The information displayed on the management terminal U2 can display not only the above-mentioned items regarding registration but also information regarding users of past operation services. For example, the information of the user regarding a certain flight can be displayed over the past minutes. As a result, it is possible to check the users who frequently use a certain flight, the users who occasionally use it, the users who rarely use it, and the like. Similarly, it is possible to display information on demand operation executed in the past. The display content can be appropriately disclosed by the operation of the administrator.

  FIG. 8 shows a process for performing a fixed-time fixed-route operation, and in the embodiment, the process of determining the operation and suspending the operation is performed according to profitability. First, in Q61, a driver who can be in charge of driving is temporarily selected for a certain scheduled flight that is scheduled to be operated on a regular basis, and the driver of the temporarily selected driver is driven by the driver for the predetermined scheduled flight. Notification that the person in charge has been tentatively decided is given.

  In Q62, provisional disclosure for accepting the temporary boarding reservation is performed for the predetermined service flights, and accordingly, the boarding reservation is accepted in Q63. That is, the user who intends to make a boarding reservation can make a boarding reservation for a predetermined flight by operating the user terminal to access the management site U1.

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

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

  Further, at least one of the processes of Q65 and Q66 can be performed by the judgment of the operation manager who operates the management terminal U2. In this case, when the operation manager judges that the profitable condition is satisfied, that effect is to be stated. The operation will be performed by the operation manager. Of course, the processing of Q65 and Q66 can be automatically judged at the management site U1. In determining profitability, the traveling distance can be taken into consideration (the longer the traveling distance, the higher the fee paid by the user who reserved the boarding). The operation manager displays the remuneration for the driver and the fare paid by the user who reserved the boarding on the display screen of the management terminal U2 based on the reservation contents, and judges the profitability by looking at this display screen. You can In this case, the reward for the driver and the fee paid by the user can be automatically calculated at the management site U1.

  When the determination in Q66 is YES, that is, when the profitability condition is satisfied, in Q67, processing is performed to the effect that the operation has been confirmed for the predetermined operating flight. In this confirmation processing, at least the information that the operation has been confirmed and the driver is officially determined to be the driver in charge for the driver (the driver terminal thereof) provisionally determined in Q61 is output from the management site U1. It is done for U4. Further, regarding the user terminal of the user who made the reservation for boarding, information that the operation has been confirmed and the boarding reservation has been officially accepted is provided to the user terminal U3 of the user for which the boarding reservation has been made.

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

  After Q69, in Q70, it is determined whether or not the boarding reservation deadline time has come. When the determination in Q70 is NO, the process returns to Q69 (reception of boarding reservation continues). When the determination in Q70 is YES, in Q71, the user terminal of the user who reserved the boarding, the driver terminal U4 of the driver in charge of driving, and the vehicle-mounted terminal U5 are notified of the details of the confirmed operation content. The contents of this notification are, for example, a driver name, details of the operating vehicle to be used, a user name to be used, a boarding position and a getting off position thereof, and the like.

  If the determination in Q66 is NO, in Q72, the management site U1 notifies the user terminal U3 of the user who made the temporary boarding reservation that there is a possibility that a predetermined service flight will be suspended as it is, Inquiries will be made as to whether you are willing to pay the extra fee to avoid suspensions. After that, in Q73, it is determined whether or not there is a reply from the user who made the temporary boarding reservation that the payment of the extra charge is OK. If YES in the determination in Q73, the process proceeds to Q67. Further, when the determination in Q73 is NO, in Q74, the information indicating that the operation of the predetermined service is suspended from the management site U1 is at least the driver terminal U4 of the driver provisionally determined as the driver in charge, The user terminal U3 of the user who made the temporary boarding reservation is notified.

  FIG. 9 shows a process for performing demand operation. First, in Q31, a boarding reservation for demand operation from a user is accepted. The reception contents include at least the desired date of boarding, the boarding place (departure point), the boarding time, and the boarding place (boarding point). When making a reservation for boarding, it is possible to include information on whether or not to request (permit) carpool. That is, when a user who has booked a demand service boarding wants to travel together with a family, wants to have no passengers from the viewpoint of privacy, or wants to arrive at the destination earlier, At this time, the information of "no carpool" can be included. It should be noted that unless there is information that "carriage is not allowed", it can be automatically determined that "carriage is allowed".

  Note that the boarding reservation is assumed to be made using the user terminal U3, but in addition to this, boarding reservations by telephone or paper can also be accepted (in this case, the manager uses The contents of the boarding reservation will be input to the management site U1 using the terminal U2). Of course, the contents reserved for boarding are stored in the storage unit 10 of the management site U1. It is possible to set a deadline for boarding reservations, for example, until 5 pm on the previous day, but a deadline is set up so that demand operation can be quickly performed in an emergency such as an illness or accident. It is preferable not to set it.

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

  In Q34, the travel route for demand operation is determined based on the boarded reservation contents (especially the boarding position and the getting-off position). After Q34, acceptance processing for carpooling is performed in Q35. The process of Q35 will be described later. After that, in Q36, it is determined whether or not there is a shared passenger. If YES in the determination in Q36, the traveling route determined in Q34 is corrected in Q37 according to the riding position and the exiting position desired by the passengers in the carpool.

  After Q37, or when the result of the determination in Q36 is NO, in Q38, the travel route in demand operation is notified to the driver terminal U4 and the in-vehicle terminal U5 together with the information about the passengers and the information about the boarding position and the exiting position. (Transmitted) (can be notified to the user terminal U3 for confirmation of the carpooler).

  FIG. 10 shows a process of accepting carpooling in Q35 of FIG. First, in Q51, it is determined whether or not the passenger (user) who originally reserved the passenger for demand travel is permitted to share a car. If the result of the determination in Q51 is YES, then in Q52, carpooling is accepted. By operating the management terminal U2, the carpool reception allows the user terminal U3 to determine the day and time of demand operation, the boarding position (departure point), the exit position (destination), and the travel route from the boarding position to the exit position. It is performed by notifying to. Then, based on the notified information, the ride reservation for the ride sharing is accepted from the rider desirer. A person who wants to join a car makes a reservation for a carpool by designating a desired boarding position and a getting-off position (the carpool reservation for carpool is stored in the management site U1). Note that the user range that encourages carpooling (accepts boarding reservations for carpooling) will be described later.

  In Q53, it is determined whether or not there is a desire for carpool. If YES in the determination in Q53, for example, by operating the management terminal U2, information regarding carpooling is displayed for all users (user terminal U3) and drivers in charge of driving who use the reserved demand operation for boarding. The driver terminal U4) and the vehicle-mounted terminal U5 are informed. The information regarding carpooling includes at least the travel route, the user name, and the boarding position and the dismounting position for each user.

  In the operation service by the residents themselves as described above, the driver provides the service by driving his / her own vehicle during the other work. We are not waiting for a request. Therefore, the driver and the user are not in the relationship between the service provider and the customer who uses the service, but rather as an equivalent position that establishes and continues the operation service, with the convenience of the operation notice and the subsequent notification of operation confirmation. The need to receive it is high.

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

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

  In the example shown in FIG. 11, the driver A can be in charge of driving from 6:00 am to 6:00 pm, and can be newly in charge of operating in any time zone within this time zone. . Driver B can be in charge of driving from 10:00 am to 4:00 pm, but is a person who has already been decided to be in charge of driving from 10:00 am to 1:00 pm. A person who can be in charge of driving. The driver C is a person who can newly take charge of driving from 8:00 am to 4:00 pm. The driver D is a person who is in charge of driving (running) from 6 am to 10 am. The driver E can be in charge of driving from 10:00 am to 6:00 pm, but is already determined to be in charge of driving from 4:00 pm to 6:00 pm. In FIG. 11, for example, when a driver who is newly in charge of driving is selected in the time period from 10:00 am to 12:00 am, the driver A, C or E is selected.

  The operation manager will select a driver who can be in charge of driving a predetermined operation flight while looking at the display as shown in FIG. For example, the driver is selected by touching the screen, but a touch-type switch for selection can be separately displayed for each driver. Further, for example, a touch switch for displaying detailed information about each driver may be separately displayed.

  FIG. 12 shows a display example of the boarding reservation status on the display screen of the management terminal U2. In the example shown in FIG. 12, a scheduled service operating from the stop S1 as a departure place is shown. The display is a column 81 showing the departure time, a column 82 showing the identification code (B001, B002, etc.) of the operating flight, a column 83 showing the flight number (one flight in the upper district, etc.), vehicle information (vehicle type, color, license plate) A column 84 indicating the number and the passenger capacity, a column 85 indicating the driver in charge, a column 86 relating to the boarding reservation, and a column 87 indicating the status of operating flights are displayed. In the reservation column 86, a mark in the form of a doll shows the number of people who are reserved to board, and one doll mark shows one boarding reservation.

  FIG. 12 shows that for the first flight in the upper district morning with the identification code B001, three passengers are reserved in the reservation column 86, and the reservation has already been completed. As for the operated flights indicated by the identification codes B002 and B003, it is indicated that two passengers have been reserved for boarding and the operation has been confirmed, so that they are officially open. As for the operated flight indicated by the identification code B004, the number of boarding reservations is 0, which indicates that it is temporarily open.

  For example, the operation manager operates the touch-type switch 87a displayed in the status column 87 to switch between official release (formal release) and provisional release (provisional release). By operating this switch 87a, it is possible to further select non-disclosure. When private is selected, even if the operated flight is accessed from the user terminal U3 to the management site U1 for boarding reservation, the closed operated flight is not displayed on the user terminal U3. To be taken. Private flights are considered to be in the preparation stage for boarding reservations.

  FIG. 13 is a basic display example on the display screen of the user terminal U3 at the time of making a reservation to board the fixed-time road service. For example, by operating the user terminal U3 and transmitting information to the effect that the boarding reservation for the fixed-time fixed-route operation will be performed to the management site U1, the display shown in FIG. 13 is displayed on the display screen 30 as a reply. Further, the information necessary for boarding reservation is transmitted from the management site U1 to the user terminal U3 in advance to the user terminal U3, and the transmission content is stored in the user terminal U3n. It is also possible to display such a display. On the display screen 30, in the display column 31, the boarding reservation for the regular scheduled service, the day to be reserved (the day when the regular scheduled service is used), and the user name are displayed. When the boarding reservation is confirmed, the boarding reservation is made with the displayed user name.

  The display screen 30 displays the flight numbers (first flight, second flight, ...) Of the regular scheduled service, and the departure time (departure time at the stop S1 in the embodiment) for each flight. To be done. In addition, for each flight, a touch-type button display (switch, the same applies hereinafter) 32 for selecting the boarding position, a touch-type button display 33 for selecting the exit position, and a touch-type button display 34 for selecting the number of passengers Then, a touch-type button display 35 for selecting the reservation is displayed.

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

  A plurality of boarding reservations can be selected at one time. For example, a boarding reservation can be similarly made for a return flight. After all boarding reservations have been made, the button display 36 is operated to complete the reservation. By operating the button display 36, the boarding reservation contents are transmitted from the user terminal U3 to the management site U1.

  FIG. 14 is a table on the display screen 30 of the user terminal U3 when the management site U1 notifies the user terminal U3 that the certain fixed-time route operation has been suspended due to not satisfying the profitability condition. An example is shown. In FIG. 14, the case where the first flight is stopped is shown, and, for example, the display “41st flight has been stopped” is displayed in the display column 41. In FIG. 14, although there is a display for the first flight, it is a rest, so the boarding position, the dismounting position, and the number of passengers. The button display (32 to 35 in FIG. 13) for boarding reservation is not displayed.

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

  FIG. 15 shows a display example on the user terminal U3 for prompting carpooling on demand. In the display column 41, it is displayed that the operation is on demand. In the display field 42, the departure place and the departure time are displayed. In the display column 43, the destination and the estimated arrival time at the destination are displayed. In the display field 44, the arrival time from the home of the user operating the user terminal U3 to the nearest stop is displayed. In the display field 45, the travel route (indicated by a broken line) is displayed on the map. Note that FIG. 15 shows a case where the travel route passes through the stop S1. In addition, when allowing the user to go through the synergistic user's home, the estimated arrival time at the nearest stop may be replaced with the estimated arrival time at the home.

  When a user who understands the content of demand operation makes a reservation (synergistically) to board the demand operation, the user operates the display content in the display field 46. That is, the departure point is selected by operating the touch-type button display 47 in the display field 46. The selectable departure points can include, for example, stops S1 to S7 and homes. The destination is selected by operating the touch-type button display 48. The number of passengers is selected by operating the touch-type button display 49. After the selection using the button displays 47 to 49 is completed, by operating the touch-type button display 50, the information that the demand operation is synergistic is transmitted to the management site U1 together with the reservation content.

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

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

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

  In other words, as the selectable disclosure range, (1) a companion of the user who originally reserved the boarding for demand operation (a companion registered at the time of user registration), and (2) neighborhood of the user who originally reserved the boarding for demand operation. A user who lives in the district, (3) a user who lives near the place of departure, (4) a user who lives near the travel route, and (5) similar to the operating flight (the use time zone and the use travel route are substantially the same). ) A user who has used a previously operated flight, and (6) a user who has been on board with a user who has booked the operated flight. In FIG. 16, the disclosure range is not displayed in the demand 1 flight, which is not disclosed. In demand 2 flights, disclosure is selected and the disclosure range is set to be a friend. In demand 3 flights, disclosure is selected and the disclosure range is set to (neighboring user).

  Reception of carpooling in FIG. 52 of FIG. 10 is supposed to be performed only to users in the disclosure range selected in the above-mentioned column 98. In other words, the management site U1 notifies the user terminal U3 to encourage carpooling only to the user terminals of the users in the disclosure range selected in the field 98. In addition, it is preferable that the disclosure for promoting carpooling is notified to all the user terminals U3 in the user range selected from the management site U1 without waiting for the access from the user terminal U3 to the management site U1. The urging information is transmitted to the user terminal U3, and the transmission is positively notified by ringing the chime of the user terminal U3 or blinking the lamp).

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

  In FIG. 17, demand-operated flights that have been made on a certain day in the past are sequentially displayed from top to bottom. The columns 101 to 106 are displayed for each demand-operated flight. The column 101 shows the flight number encoded. The column 102 shows a use time zone (for example, 11:30 to 11:50). The column 103 shows the point information of the departure place (displayed such that the user's individual is difficult to identify). The column 104 shows the point information of the destination (displayed such that the user's individual is difficult to identify). The column 105 shows the number of passengers (the number of passengers excluding the driver). The column 106 shows the travel route, and the travel route is displayed on the display screen 70 by operating the selection switch marked with the letter “detail”.

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

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

  Although the embodiments have been described above, the present invention is not limited to the embodiments, and appropriate modifications can be made within the scope described in the claims, and include, for example, the following cases. .

  (1) The operation vehicle (and driver) used on the outbound flight of the regular fixed-time operation can be directly used as the operation vehicle for the return flight, but the operation vehicle for the outbound flight and the return flight (and Driver) can be different.

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

  (3) The predetermined service that may be suspended due to profitability is not limited to the regular fixed-time service, and may be the demand service. For example, when the number of passengers reserved for demand operation is 1, the operation is confirmed on condition that a premium fee is paid or there is a shared car.

  (4) If the determination in Q66 of FIG. 8 is NO, the process of Q72 or Q73 may not be performed, but the process of suspending a predetermined flight may be immediately performed. It is also possible not to set a temporary boarding reservation in the regular fixed-route operation. In this case, in FIG. 8, after securing the driver (corresponding to Q61, but officially determined), the processes of Q67 to Q71 may be performed.

  (5) The open range may also be set for the regular fixed-route operation. That is, when the number of reservations for a certain fixed-time routed flight is less than the predetermined time before the deadline for boarding reservation, the user (the user terminal) is informed to prompt the boarding reservation, The range of users to be notified can be appropriately selected. In this case, the user range to be notified can be appropriately set, for example, a user who has used this regular scheduled service in the past or a user who has previously used a demand service similar to this scheduled regular service. As described above, although the fixed-time fixed-route flights are made public, it is possible to select whether to make them open to all users or open to specific users.

  (6) From the point of automation, it is preferable that the management site U1 is set so as to automatically exchange information with other terminals U2 to U5 (for example, when certain information is input, this is supported). The output information is automatically output to the other terminals U2 to U5) and the management terminal U2 is positively used to simplify the management site U1 as much as possible and reduce the installation cost. .

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

  (8) The steps or groups of steps shown in the flowchart can be expressed as means (or functions) that the management site U1 has, for example, by expressing the function contents with the names of means (or functions). Further, of course, the object of the present invention is not limited to what is specified, and implicitly includes providing what is expressed as a substantially preferable or advantage, and the present invention also includes operation management support. It can be understood as a system.

  The present invention can secure traffic in a depopulated area.

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

Claims (7)

A vehicle operation management system for providing an operation service using an operation vehicle to a large number of users who live in a predetermined area,
An operation management device that is managed by an operation manager and includes an information processing device,
A user terminal that is communicable with the operation management device and includes an information processing device,
Equipped with
The operation management device publishes the information on the operated flights, so that the information on the operated flights can be confirmed by the user terminal,
The operation management device includes a first selection unit that selects public and private, and a second selection unit that selects a disclosure range indicating a user range to be disclosed,
The management device does not disclose the information regarding the operating flight when the non-disclosure is selected by the first selecting unit, while the information regarding the operating flight is disclosed when the public is selected by the first selecting unit. Is done,
When the disclosure is selected by the first selection unit, the operation management device discloses the information regarding the operated flight only to the user range belonging to the disclosure range selected by the second selection unit,
A vehicle operation management device characterized in that In claim 1,
As the operation service, regular fixed-time operation and demand operation are set,
The operation management device always makes the scheduled flights available for public access, while only the demand operations are selected by the first selection unit and the second selection unit. Has been
A vehicle operation management device characterized in that In claim 1 or claim 2,
As the disclosure range selected by the second selection unit, a user range registered in advance as a fellow user who has reserved an operating flight, a user range living near the departure point of the operating flight, and a range of the operating flight Arbitrary two of a range of users who live near the travel route, a range of users who used a past service flight similar to the service flight, and a range of users who have been on board with the user who reserved the service flight. A vehicle operation management device characterized in that the above user range is set to be selectable. In any one of claims 1 to 3,
The vehicle operation management device, wherein the disclosure of information regarding the operating flight is information for receiving a boarding reservation for the operating flight. In any one of claims 1 to 4,
Demand operation is set as an operation service,
The vehicle operation management apparatus is characterized in that the operation management apparatus is capable of disclosing information on demand operation executed in the past to all users. In claim 5,
A driver terminal including an information processing device that is communicable with the operation management device and is used by a driver of the operation vehicle;
The operation management device is capable of disclosing information on demand operation executed in the past to all drivers,
A vehicle operation management device characterized in that In claim 5 or claim 6,
A vehicle operation management device characterized in that at least a travel route is included as information on demand operation executed in the past.

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