JP2018063466A - Dynamic management system, dynamic management device, and dynamic management method - Google Patents

Abstract

An object of the present invention is to appropriately manage dynamics (state of activity) of a vehicle operated on a route in which the vehicle follows a plurality of predetermined stopping places in a predetermined order. SOLUTION: A dynamics management server 1 includes a route management DB 113 for each of a plurality of stop locations, information indicating a tracing order, geofence information, a first classification indicating whether the vehicle is stopped or not stopped, and vehicle passage information. / A second division indicating non-passage is stored. Upon receiving the current position from the in-vehicle terminal 4 through the communication I/F 101, the movement management unit 125 determines whether the vehicle has passed or not for each stop based on the current position and the information stored in the route management DB 113. Passage is determined, and the second classification of the information on the stop place in the route management DB 112 of the stop place determined to have passed by the vehicle is updated to "passed". [Selection drawing] Fig. 1

Description

  The present invention relates to a system, an apparatus, and a method for managing the dynamics (active state) of a pick-up vehicle used in, for example, a kindergarten, a nursery school, a swimming school, a cram school, and a day care facility.

  In kindergartens and nursery schools, traditional buses have been operated for children to reduce the burden on parents and to allow many children to attend the park safely. In general, when a kindergarten bus is operated, a plurality of pick-up bus stops (bus stops) where a plurality of kindergartens can gather are set. The pick-up bus goes around this stop in turn, and the child is put on the pick-up bus when going to the park, and the child is taken down from the pick-up bus when going to the park. For this reason, a timetable that defines the scheduled arrival time of the pick-up bus for each stop location is created. Based on the estimated arrival time indicated by this timetable, the guardian takes the child to the stop to be used when entering the park and rides on the pick-up bus, and gets off the pick-up bus at the stop to be used when leaving the park. Go pick up.

  And the pick-up bus may be delayed due to the road condition, or may arrive earlier than the expected arrival time due to the fact that multiple children happen to be absent, causing a stop location to pass. . If the arrival of the shuttle bus is delayed, parents will be worried and make inquiries by telephone, which increases the burden on the kindergarten and nursery school. Also, if the pick-up bus arrives early, the children will be worried that the guardian has not picked up, and the pick-up bus will stop so as not to obstruct traffic until the guardian picks up. Therefore, the burden on the driver of the pick-up bus and the teacher who is on board is also increased.

  For this reason, conventionally, a system has been considered in which the positional information acquired from GPS (Global Positioning System) is periodically transmitted to the garden side to manage the operation status of the pick-up bus. As another method, a system that manages the operation status of the pick-up bus by sending the status of the pick-up bus such as arrival or departure to the stop to the park with the driver's button operation as an opportunity can be considered. ing. However, in the case of the former method using the current position measured by GPS, it is not possible to clearly distinguish between arrival and departure at the stop location, and when there are multiple stop locations in the vicinity, which stop location has arrived? It is difficult to distinguish. In the case of the latter method, the burden on the driver of the pick-up bus is large, and if the user forgets to operate the button, the operation status cannot be properly grasped.

  For this reason, an arrival / departure / passage determination method is used that accurately determines arrival, departure, and passage of vehicles, reduces driver burden, and performs advanced vehicle operation management, as disclosed in Patent Document 1 described later. It is possible.

JP 2003-83756 A

  In the case of the invention described in Patent Document 1 described above, it is possible to grasp the situation such as arrival, departure and passage to each stop location (bus stop). However, in the case of the invention described in Patent Document 1, for example, whether or not the vehicle travels in a predetermined order according to a stopping place determined for each route, such as a pick-up bus for a kindergarten or a nursery school. I can't check. In the case of pick-up buses such as kindergartens and nursery schools, depending on the route, the same road may run in a different direction, or the order of tracing may be far away, but the stop location may be set closer. .

  In the case of a pick-up bus such as a kindergarten or a nursery school, for example, when there are many children absent from school, the bus may be operated without stopping at a stop where there are no children getting on and off the day. That is, the stop location to be stopped may change only on that day. For this reason, in the case of pick-up buses such as kindergartens and nursery schools, it is possible to properly grasp whether or not it is a stop location that has been set and that it is operating in order according to the stop location that stops on that day. It must be possible.

  This is not limited to kindergarten and nursery school pick-up buses, but is operated so as to circulate around designated bus stops called swimming buses, swimming schools, private schools, day service facilities, community buses, demand buses, etc. This is also true for the bus.

  In view of the above, the present invention is a route that allows a vehicle to follow a predetermined stop location in a predetermined order. Even if a stop location where the vehicle does not stop occurs, the route is operated according to the route. The purpose is to improve the convenience of the user by making it possible to appropriately manage the dynamics (active state) of the vehicle.

In order to solve the above-described problem, a dynamic management system according to claim 1 is provided.
A dynamic management server that manages the dynamics of a vehicle operated on a route that is set so as to follow a plurality of predetermined stopping places including a departure place in a predetermined order; and an in-vehicle terminal that is used in the vehicle; Is a dynamic management system configured by being connected through a network,
The in-vehicle terminal is
Current position positioning means for measuring the current position;
Transmitting means for transmitting the current position measured by the current position positioning means to the movement management server;
Control means for controlling the current position measured by the current position positioning means to be transmitted to the movement management server through the transmission means at every predetermined timing when the vehicle is operating on the route. And
The activity management server
Information indicating a predetermined area determined based on the position of the stop location, a first section indicating stop / non-stop of the vehicle, and a passage of the vehicle / Stop location information storage means for storing and holding the second section indicating non-passage;
Receiving means for receiving the current position from the in-vehicle terminal;
A discriminating unit for discriminating whether the vehicle has passed or not passed for each stop location based on the current position received by the receiving unit and information stored in the stop location information storage unit;
Update means for updating the second section of the stop location information storage means of the stop location determined that the vehicle has passed by the determination means to be passed.

  According to the behavior management system of the first aspect of the present invention, the behavior management system is configured by connecting the behavior management server and the in-vehicle terminal through the network. The vehicle-mounted terminal is used in a vehicle that is operated on a route set so as to follow a plurality of predetermined stop locations including a departure place in a predetermined order. The control unit of the in-vehicle terminal controls to transmit the current position measured by the current position positioning unit to the movement management server through the transmission unit at every predetermined timing.

  The activity management server includes a stop location information storage means for each of the plurality of stop locations, information indicating a predetermined area determined based on the position of the stop location, and whether the vehicle is stopped / not stopped And a second section indicating whether the vehicle has passed or not passed is stored and held. In the dynamic management server, when the current position from the in-vehicle terminal is received through the receiving means, the determination means determines that the vehicle for each stop location based on the current position and the information stored in the stop location information storage means. Pass / no pass. The update means updates the second section of the information in the stop location information storage means for the stop location determined by the determination means that the vehicle has passed.

  Accordingly, the current position of the vehicle, the order of tracing for each stop location, information indicating a predetermined area determined based on the location of the stop location, and the first classification indicating whether the vehicle is stopped or not stopped In consideration, it is possible to appropriately determine whether the vehicle has passed or not passed for each stop location. As a result, even if a stop location where the vehicle does not stop is generated in a route that allows the vehicle to follow a predetermined stop location in a predetermined order, the dynamics (activity of the vehicle operated by the route) Can be managed appropriately.

  According to the present invention, even if a stop location where the vehicle does not stop is generated in a route in which the vehicle follows a predetermined stop location in a predetermined order, the dynamics of the vehicle operated on the route ( The state of activity) can be managed appropriately. And since the stop place which the vehicle passed and the stop place which has not passed can be grasped | ascertained appropriately, this can be notified to a user and user convenience can be improved.

It is a figure for demonstrating the structural example of the dynamics management system of embodiment. It is a block diagram for demonstrating the structural example of the movement management server of embodiment. It is a figure for demonstrating the example of the storage data of an operator management database. It is a figure for demonstrating the example of the storage data of a user management database. It is a figure for demonstrating the example of the storage data of a route management database. It is a figure for demonstrating a stop place and the geofence for every stop place. It is a block diagram for demonstrating the structural example of the management terminal of embodiment. It is a block diagram for demonstrating the structural example of the vehicle-mounted terminal and user terminal of embodiment. It is a figure for demonstrating the example of the notification data transmitted to a dynamic management server from a vehicle-mounted terminal. It is a figure for demonstrating the example of notification data, such as absence, transmitted to a dynamic management server from a user terminal. It is a figure for demonstrating the example of the notification image displayed on the display screen of a user terminal. It is a flowchart for demonstrating the notification process of the present position performed with a vehicle-mounted terminal. It is a flowchart for demonstrating the status update process of a dynamic management server. It is a flowchart following FIG. It is a flowchart for demonstrating the target route specific process performed by the status update process of a dynamic management server. It is a flowchart for demonstrating the departure place update process performed by the status update process of a movement management server. It is a flowchart for demonstrating the 1st update process performed by the status update process of a dynamic management server. It is a flowchart for demonstrating the 2nd after update process performed by the status update process of a dynamic management server.

  Hereinafter, an embodiment of a system, apparatus, and method of the present invention will be described with reference to the drawings. In the embodiment described below, in order to simplify the description, the case where the dynamics of a pick-up bus used for picking up a child at a kindergarten (hereinafter referred to as a kindergarten bus) is described as an example. To do.

[Configuration example of dynamic management system]
FIG. 1 is a diagram for explaining a configuration example of a dynamic management system according to this embodiment. As shown in FIG. 1, the dynamic management system of this embodiment includes a dynamic management server 1, a management terminal 3, an in-vehicle terminal 4, and a plurality of user terminals 6 (1), 6 via a communication network 2. (2)... Are connected. The communication network 2 is mainly the Internet, but a telephone network or mobile phone that connects the dynamic management server 1, the management terminal 3, the in-vehicle terminal 4, the user terminals 6 (1), 6 (2),. Also includes a telephone network, a wireless local area network (LAN), and the like.

  The behavior management server 1 manages information related to the operator of the managed vehicle, information related to the user of the managed vehicle, information related to the route on which the vehicle in which a plurality of stop locations are set, and the like. And the movement management server 1 implement | achieves the function which manages the movement of the vehicle of management object based on the present position from the vehicle-mounted terminal mentioned later. In this embodiment, the vehicle to be managed is a kindergarten bus, and the operator is an operator of the kindergarten. For this reason, the dynamic management server 1 manages information about the kindergarten that operates the kindergarten bus, information about the kindergarten that uses the kindergarten bus, and information about the route in which a plurality of stop locations where the kindergarten bus is operated are set. .

  The management terminal 3 is, for example, a personal computer used by a manager on the vehicle operator side. In this embodiment, the management terminal 3 is used by a person in charge such as a manager on the kindergarten side. The management terminal 3 has a function of providing the dynamic management server 1 with and registering information related to the kindergarten that is the operator of the kindergarten bus to be managed and information about the kindergarten that is the user of the kindergarten bus to be managed. Further, the management terminal 3 also realizes a function of setting a route for operating a kindergarten bus and having a plurality of stops set in the dynamic management server 1.

  The in-vehicle terminal 4 is realized as a built-in device that is used while being always attached to the vehicle, or as a device that can be easily attached to and detached from the vehicle, such as a navigation device called a PND (Portable Navigation Device). It can be realized. The in-vehicle terminal 4 can also be realized as a portable device by a portable information terminal such as a high-function mobile phone terminal called a smartphone or a tablet PC (Personal Computer). In this embodiment, in order to simplify the description, the in-vehicle terminal 4 will be described as being realized by using a high-function mobile phone terminal called a smartphone and being brought into a managed vehicle.

  In this embodiment, since the vehicle to be managed is the kindergarten bus 5, the in-vehicle terminal 4 is connected to the kindergarten bus 5 by the driver of the kindergarten bus 5 or a teacher (a kindergarten teacher) riding on the kindergarten bus 5. To be used. And the vehicle-mounted terminal 4 implement | achieves the function which measures the present position of an own machine and transmits this to the dynamics management server 1 as a present position of the kindergarten bus 5. FIG.

  Each of the user terminals 6 (1), 6 (2),... Is a high-function mobile phone terminal called a smartphone in this embodiment, and is managed by a guardian of a child who is a user of the kindergarten bus 5 to be managed. It is used. Through the user terminals 6 (1), 6 (2),..., The use of the kindergarten bus 5 can be canceled when the kindergarten leaves the kindergarten, is late, or leaves early.

  1, each of the in-vehicle terminal 4 and the user terminals 6 (1), 6 (2),... Is a mobile phone network base station 2k (1), 2k (2),. An example of connection to the communication network 2 through a telephone network is shown.

  Further, in this embodiment, each of the management terminal 3, the in-vehicle terminal 4, the user terminals 6 (1), 6 (2),... Does not only provide information to the behavior management server 1. Each of the management terminal 3, the in-vehicle terminal 4, the user terminals 6 (1), 6 (2),... Receives information related to the dynamics of the kindergarten bus 5 from the dynamic management server 1 and displays and outputs it. You can also. In addition, the information regarding the dynamics of the kindergarten bus 5 from the dynamic management server 1 specifically, which stop location of the kindergarten bus 5 has passed and which stop location has not passed, which stop location is currently It is information that indicates whether you are heading.

  And the dynamics management server 1 of this embodiment sets up a virtual geographical boundary called a geofence for each of a plurality of stop places to be set, and provides a predetermined area. This predetermined area serves as a reference area for determining whether the kindergarten bus 5 has passed or not passed for each stop location. In consideration of this reference area and other conditions, the dynamic management server 1 can appropriately determine whether the kindergarten bus 5 has passed or not passed for each stop location.

  Further, in response to notification of absence from the user terminals 6 (1), 6 (2),..., The dynamic management server 1 determines whether there are no parked children or no parked children. It is possible to manage the vehicle as a stop where it passes, not as a stop where it stops. In addition, the movement management server 1 manages the estimated arrival time for each stop location, and the kindergarten bus 5 arrives at the guardian of the child who is a user of the stop location that is likely to arrive earlier than the estimated arrival time. It is also possible to send a notice to advance.

  In FIG. 1, only the kindergarten bus 5 is shown. However, it is not limited to this. Actually, a plurality of kindergarten buses that follow a plurality of different routes are prepared, and a different kindergarten bus is operated for each route. However, in order to simplify the description, only one kindergarten bus 5 is shown as a vehicle to be managed.

  In the following, configuration examples of the dynamic management server 1, the management terminal 3, the in-vehicle terminal 4, the user terminals 6 (1), 6 (2),... Constituting the dynamic management system of this embodiment will be described. . Note that each of the user terminals 6 (1), 6 (2),... Has basically the same configuration, and therefore the user terminal 6 (1) unless otherwise specifically indicated. ), 6 (2),... Are referred to as user terminal 6. Moreover, as above-mentioned, since both the vehicle-mounted terminal 4 and the user terminal 6 are implement | achieved as a highly functional mobile telephone terminal called a smart phone etc., the structure is demonstrated as the same.

[Configuration example of dynamic management server 1]
FIG. 2 is a block diagram for explaining a configuration example of the activity management server of the embodiment. The communication I / F 101 realizes a communication function that enables transmission / reception of information through the communication network 2. The control unit 102 is a computer device unit configured by connecting a CPU (Central Processing Unit), a ROM (Read Only Memory), and a RAM (Random Access Memory) (not shown) through a CPU bus. Each part of the server 1 is controlled. The storage device 103 includes a hard disk as a large-capacity recording medium, and writes, stores, reads, changes, and deletes information (data).

  And the movement management server 1 is provided with map information DB104, operator management DB111, user management DB112, and route management DB113, as shown in FIG. Here, the character “DB” is an abbreviation for a database (Data Base). Further, the operator management DB 111, the user management DB 112, and the route management DB 113 constitute a dynamic platform 110 for managing the dynamics of the kindergarten bus 5. Each of the map information DB 104, the operator management DB 111, the user management DB 112, and the route management DB 113 is formed on a large-capacity recording medium such as a hard disk.

  The map information DB 104 stores map data for displaying a city map, a road map, a wide area map, a local map, and a national map used to show a user a moving route, a current position, and the like. The map data for displaying a city map, road map, wide area map, regional map, and national map includes, for example, vector data, raster data, and annotation (annotation) data for drawing a map.

  The operator management DB 111 stores and holds information related to an operator who operates a vehicle on a route in which a plurality of stop locations are set in advance and the plurality of stop locations are traced in a predetermined order. FIG. 3 is a diagram for explaining an example of data stored in the operator management DB 111. As shown in FIG. 3, operator data including an operator ID, an operator name, an address, a telephone number, an e-mail address, a business type, an operation type, and other information is registered in the operator DB 111.

  The example shown in FIG. 3 shows the operator data for “□□□ Kindergarten” that operates the kindergarten bus. In addition, the movement management server 1 can manage the movement of a large number of vehicles operated by a large number of operators. For this reason, the operator management DB 111 operates vehicles for picking up and receiving users. Operator data (information related to operators) can be stored for a large number of operators such as kindergartens, nurseries, swimming schools and day service facilities.

  The user management DB 112 stores and holds information related to users of vehicles operated by the operator. FIG. 4 is a diagram for explaining an example of data stored in the user management DB 112. As shown in FIG. 4, information about users is registered in the user management DB 112 for each operator (operator ID), for each route (route ID), for each bus stop (bus stop ID), that is, for each stop location. . In the case of the information about the user of the kindergarten bus 5, the information about the user, as shown in FIG. 4, user ID, user name, guardian name, address, telephone 1, telephone 2, e-mail address, It consists of notification method and notification timing.

  The notification method is for instructing a method for notifying that the vehicle arrives at a stop (bus stop) used by the vehicle. In the example shown in FIG. 4, notification by e-mail is instructed. Yes. In addition, the notification timing indicates a timing for notifying that the vehicle arrives at a stop location (bus stop) used by the vehicle. In the case of the example shown in FIG. 4, the notification timing indicates that the kindergarten bus 5 has passed through the stop location immediately before the stop location that the user uses. Further, the telephone 1 and the telephone 2 can register two telephone numbers that can be contacted, such as a telephone number of a fixed telephone at home and a telephone number of a mobile phone terminal carried by the user. It has become.

  The route management DB 113 stores and holds information (stop location data) regarding the set stop location (bus stop) for each set route. FIG. 5 is a diagram for explaining an example of data stored in the route management DB 113 (route management data). As shown in FIG. 5, in the route management DB 113, a route name and a total number (total number of users) are registered for each operator (operator ID) and for each route (route ID), and on the route. Information on a plurality of set stop locations (bus stops) is registered in the order that the vehicle (kindergarten bus 5) follows.

  As shown in FIG. 5, the information regarding the stop location includes a stop location, a position, a geofence, the number of people, absences, a category 1, a scheduled time, an arrival time, and a category 2. The stop location is information including a stop location ID consisting of two digits and the name of the stop location. The position is a latitude and longitude indicating the location of each stop. The geofence means a virtual geographical boundary, and in this embodiment, the circumference of a circle with a radius of 100 m centering on the location of each stop is used as the geofence. The area inside this geofence, that is, the area inside the circumference of a circle with a radius of 100 m centering on the location of each stop, is used to determine whether the kindergarten bus has arrived or not arrived at the stop. This is a predetermined area.

  In addition, the number of people is the number of users (children) who use each stop location, and the absence is a user who uses each stop location who does not use each stop location due to absence on the day (so-called The number of people absent). And category 1 is information which shows stop / non-stop (passage) of the vehicles of each stop place. Therefore, if the number of users listed in the number of persons column matches the number of absent persons listed in the absent column, it means that there are no users at the stop (0 people). Thus, as will be described later, section 1 indicating stop / non-stop can be changed (updated) to non-stop (pass). Since the kindergarten bus always stops at the departure place and the arrival place, the classification 1 of the departure place and the arrival place is “stop”.

  The scheduled time indicates the scheduled arrival time of the kindergarten bus 5 at each stop location, and the arrival time indicates the actual arrival time of the kindergarten bus 5 at each stop location. As for the departure place, the scheduled time is the scheduled departure time, and the arrival time is the time at which the departure was made. And category 2 indicates whether the vehicle has passed or not passed for each stop location. In a state (initial state) before the kindergarten bus 5 departs from the departure place, all of the sections 2 are in an unpassed state. Further, the stop location data shown in FIG. 5 includes an off “0” during operation of a vehicle (a kindergarten bus in this embodiment) on a route corresponding to the stop location data, and an on “1” when the operation ends. An operation end flag is provided.

  As will be described in detail later, the behavior management server 1 of this embodiment determines whether or not the kindergarten bus 5 has passed each stop location based on the current position from the kindergarten bus 5 and the registered information in the route management DB 113. To do. And when it determines with the movement management server 1 having passed the stop place, the classification | category 2 about the corresponding stop place stored in route management DB113 is changed from the state which does not pass to the state which has already passed. Update.

  As described above, the route management DB 113 stores a predetermined area determined on the basis of the order of tracing for each of a plurality of stop locations set for one route, and the stop location of the kindergarten bus 5. The first section indicating non-stop and the second section indicating whether the kindergarten bus 5 has passed / not passed are stored and held. Furthermore, as described with reference to FIG. 5, the route management DB 113 can grasp information on the number of users, the number of absentees, the estimated arrival time, and the arrival time for each stop location. ing.

  FIG. 6 is a diagram for describing a stop location and a geofence for each stop location. In FIG. 6, the location of each stop location of the route management DB 113 described with reference to FIG. 5 is shown on a map. The position ST corresponds to the location of □□□ kindergarten, which is the departure place of the kindergarten bus 5. In addition, position P1 indicates the position of the stop where the kindergarten bus 5 heads first, position P2 indicates the stop where the kindergarten bus 5 heads second, and position P3 indicates the stop where the kindergarten bus 5 heads third. Yes. Hereinafter, similarly, position P4 is the position of the stop where the kindergarten bus 5 heads fourth, position P5 is the stop where the kindergarten bus 5 heads fifth, and position P6 is the stop where the kindergarten bus 5 heads sixth. Is shown.

  Therefore, the route with the route ID “0001” managed by the route management DB 113 shown in FIG. 5 is that the kindergarten bus 5 departs from the departure place ST, and the position P1, the position P2, the position P3, the position P4, and the position The route follows the order of P5 → position P6 and returns to the position ST. Then, based on the information on the location of each stop in the information of the route management DB 113 in FIG. 5 and the information on the geofence at each stop, as shown by dotted lines around each stop in FIG. Offenses gf0 to gf6 are set.

  In this embodiment, each of the geofences gf0 to gf6 is set to correspond to the circumference of a circle having a radius of 100 with the position (location position) of each stop location as the center. The geofences gf0 to gf6 are used as one reference for determining whether or not the kindergarten bus 5 has passed through each stop including the departure point.

  The operator registration unit 121, the user registration unit 122, and the route setting unit 123 perform processing such as data registration for the operator management DB 111, the user management DB 112, and the route management DB 113.

  The operator registration unit 121 performs processing for registering the operator data described with reference to FIG. 3 in the operator management DB 111 based on the operator information transmitted from the management terminal 3 and received through the communication I / F. The operator registration unit 121 also performs processing for changing or deleting operator data in the operator management DB 111 in response to a change request or a deletion request transmitted from the management terminal 3.

  The user registration unit 122 performs processing for registering the user data described with reference to FIG. 4 in the user management DB 112 based on the user information transmitted from the management terminal 3 and received through the communication I / F. In addition, the user registration unit 122 performs processing for changing or deleting user data in the user management DB 112 in response to a change request or a deletion request transmitted from the management terminal 3.

  In response to a request from the management terminal 3, the route setting unit 123 provides the management terminal 3 with map information as shown in FIG. The management terminal 3 that has received the map displays the map on the display unit, instructs the stop location of the kindergarten bus on the map, inputs the name of the stop location (bus stop), Enter necessary information such as the number of users and estimated arrival time. The information input in the management terminal 3 in this way is transmitted to the movement management server 1 as information on the stop location, and is supplied to the route setting unit 123 through the communication I / F.

  The route setting unit 123 performs a process of registering route management data in the route management DB described with reference to FIG. 5 based on information regarding the stop location from the management terminal 3. In addition, the route setting unit 123 changes the route name and the total number of users in the route management DB 113 in response to a change request or a deletion request transmitted from the management terminal 3, or adds, changes, or deletes information about stop locations. You can also do. It is also possible to delete data in units of route management data in the route management DB 113.

  The stop / non-stop management unit 124 is based on the notification data such as absence from the user terminal 6 and the number of absent persons in the information regarding the corresponding stop location of the corresponding route management data in the route management DB 113 shown in FIG. And the process which updates the information of the division | segmentation 1 which shows distinction of stop / non-stop is performed. That is, it is assumed that notification data such as absence from the user terminal 6 is received through the communication I / F 101. In this case, the stop / non-stop management unit 124 first updates the number of absent persons regarding the information regarding the corresponding stop location of the corresponding route management data in the route management DB 113. Then, the stop / non-stop management unit 124 changes the category 1 from stop to non-stop (pass) when the number of absentees is the same as the number of users in the information regarding the stop location. I do.

  The dynamic management unit 125 manages the dynamics (the active state) of the kindergarten bus 5 from the current position of the kindergarten bus 5 in which the own device from the in-vehicle terminal 4 is brought in and the route management data of the route management DB 113. . Specifically, the behavior management unit 125 appropriately determines whether the stop location where the kindergarten bus 5 stops has passed or has not passed, and if it is determined that the vehicle has passed, the movement management unit 125 includes the route management data in the route management DB 113. Then, a process of updating the category 2 of the information regarding the corresponding stop location from not passing to passing has been performed. That is, the behavior management unit 125 has a function as a determination unit and a function as an update unit.

  Regarding the processing performed by the movement management unit 125, the route management data of the route management DB 113 shown in FIG. 5 exists, and as described with reference to FIG. The case will be described in detail.

  First, for the departure place ST, the current position of the kindergarten bus 5 sequentially transmitted from the management terminal 3 in the predetermined area inside the geofence gf0 of the departure place ST shown in FIG. When moving outside gf0, it is determined that the vehicle has passed the departure place ST. Then, the dynamic management unit 125 updates the category 2 of the information regarding the stop location for the departure place ST from the state indicating “not passed” to the state indicating “passed”.

  Next, for the first stop location P1, the current position of the kindergarten bus 5 that is sequentially transmitted from the management terminal 3 is within a predetermined area inside the geofence gf1 for the first stop location P1. When entered, the route management data in the route management DB 113 is confirmed. And if the first stop location P1 indicates that the stop location information category 1 “stops” and the second stop location “not passed” passes the first stop location. It is discriminated that it has been performed, and the category 2 for the first stop place P1 is updated from the state indicating “not passed” to the state indicating “passed”.

  In other cases, the update of the category 2 (status update) is not performed. That is, for the first stop location, for example, there are many absentees and there are no users, and therefore category 1 is “not stopping (passing)”. In this case, it is not an update target of category 2. In addition, regarding the first stop location, even if the category 2 has already been “passed”, the category 2 is not updated.

  For the second and subsequent stops, processing different from that of the departure point ST and the first stop P1 is performed. However, since the same processing is performed for each of the second and subsequent stop locations, here, description will be given as processing for the Nth (N is an integer of 2 or more) stop location PN. For the Nth stop location PN, when the current position of the kindergarten bus 5 sequentially transmitted from the management terminal 3 enters a predetermined area inside the geofence gfN for the Nth stop location PN. The route management data in the route management DB 113 is confirmed.

  Then, the behavior management unit 125 confirms whether or not the category 2 of the information regarding the stop location of the previous stop location is in a state indicating “passed”. Here, as for the previous stop location, the category 1 of the information regarding the stop location is “stop”, the stop order is earlier than the current stop location (Nth stop location), and the current stop location It means the stop location closest to the stop location (Nth stop location) in the stop order. The stop location immediately before the Nth stop is the N-1 stop in the order. However, suppose that the segment 1 of the N-1st stop location indicates "not stop (pass)", and the segment 1 of the N-2 stop location before that is "stop". In some cases, the N-2th stop location is the stop location immediately before the current stop location, which is the Nth stop location.

  Then, it is assumed that category 2 of the previous stop location is in a state indicating “passed”. The activity management unit 125 indicates that the stop location information of the N-th stop location PN that is the target of processing is “stopped” and that the stop status is “not passed”. In some cases, it is determined that the vehicle has passed the Nth stop. In this case, the behavior management unit 125 updates the category 2 of the information regarding the Nth stop location from the state indicating “not passed” to the state indicating “passed”. In other cases, the update of the category 2 (update of the status) is not performed as in the process for the first stop location described above.

  In this way, the movement management unit 125 appropriately determines whether each stop location is “not passed” or “passed”, and appropriately determines the status (state) indicated by the category 2 of each stop location information. Update and manage. Then, the route management data of the route management DB 113 makes it possible to appropriately grasp which stop location the current kindergarten bus 5 passes and which stop location is heading.

  The notification processing unit 126 realizes a function of notifying the dynamics (active state) of the kindergarten bus 5 in response to a request from the user terminal 6. Specifically, the current location of the kindergarten bus is displayed on the map, indicating the stop location that is heading next, and the stop location that passed in the form of a timetable and the stop location that will be headed in the future Is sent to the user terminal 6.

  Further, the notification processing unit 126 protects the user of the kindergarten bus 5 that needs to be notified under the control of the control unit 102 every time it passes through each stop location based on the user data in the user management DB 112. Notification of arrival notice of kindergarten bus by e-mail etc. The notification is made according to the notification timing of the user data in the user management DB 112, such as the guardian of the user at the stop location that stops next to the stop location that passed or the user at the stop location that stops next time. A notice of arrival is given to the guardian.

  As described above, the activity management server 1 appropriately manages the operation data of the operator management DB 111, the user data of the user management DB 112, and the route management data of the route management DB 113, thereby maintaining the activity of the kindergarten bus 5. It can be managed appropriately. And the function which notifies the dynamics of the kindergarten bus 5 to a user's guardian as needed is realized.

[Configuration Example of Management Terminal 3]
FIG. 7 is a block diagram for explaining a configuration example of the management terminal 3 according to the embodiment. The management terminal 3 is configured as a personal computer, and includes a communication I / F 301, a control unit 302, a storage device 303, an operation unit 304, a display unit 305, a transmission information processing unit 306, and a reception information processing unit 307. .

  The communication I / F 301 realizes a communication function that enables transmission / reception of information through the communication network 2. Although not shown, the control unit 302 is a computer device unit configured by connecting a CPU, a ROM, and a RAM through a CPU bus, and controls each unit of the management terminal 3 of this embodiment. The storage device 303 includes a hard disk as a large-capacity recording medium, and writes, stores, reads, changes, and deletes information (data).

  The operation unit 304 includes a pointing device called a keyboard or a so-called mouse. The operation unit 304 receives an operation input from a user, converts the input into an electric signal, and supplies the electric signal to the control unit 302. The display unit 305 includes a display element such as an LCD (Liquid Crystal Display), for example, and performs processing for displaying various display information (images) on the display screen of the display element under the control of the control unit 302.

  The transmission information processing unit 306 forms information to be provided to an external device such as the behavior management server 1 under the control of the control unit 302, and transmits the information to the external device via the communication I / F 301. Process. Under the control of the control unit 302, the reception information processing unit 307 analyzes received information addressed to the own device received through the communication I / F 301 and performs processing for supplying necessary information to the control unit 302.

  Then, the management terminal 3 accesses the movement management server 1 through the communication I / F 301, receives provision of necessary application software and various data, and registers and changes operator data, user data, route management data, Perform each process of deletion. In particular, when registering route management data, the map information of the corresponding area as shown in FIG. 6 is provided, and an operation for instructing a plurality of stops on the map is performed for each route. A plurality of stop locations can be set and registered in the activity management server 1.

  In addition, the management terminal 3 receives information indicating the dynamics of the kindergarten bus from the dynamic management server 1, processes the information by the reception information processing unit 307, and displays it on the display unit 305 under the control of the control unit 302. In addition, the user can check it.

  Thus, in this embodiment, the management terminal 3 is used by the person in charge of the kindergarten who is the operator of the kindergarten bus 5, and registers, changes, and deletes the operator data, user data, and route management data. be able to. Furthermore, the management terminal 3 can receive information from the movement management server 1 and display the movement of the operating kindergarten bus 5 on the display unit 305 for confirmation.

[Configuration example of in-vehicle terminal 4 and user terminal 6]
FIG. 8 is a block diagram for explaining a configuration example of the in-vehicle terminal 4 and the user terminal 6 according to the embodiment. In this embodiment, both the in-vehicle terminal 4 and the user terminal 6 are configured as high-function mobile phone terminals called smartphones. That is, since the in-vehicle terminal 4 and the user terminal 6 have the same configuration, the configuration of the in-vehicle terminal 4 will be described here as an example.

  As shown in FIG. 8, the in-vehicle terminal 4 includes a transmission / reception antenna 401A, a wireless communication unit 401, a control unit 402, a storage device 403, an operation unit 404, a GPS unit 405, a GPS antenna 405A, a touch panel 407, an audio output unit 408, a speaker. 409, a reception information processing unit 410, and a transmission information processing unit 411.

  The transmission / reception antenna 401 </ b> A and the wireless communication unit 401 realize a communication function that enables transmission / reception of information through the communication network 2. Although not shown, the control unit 402 is a computer device unit configured by connecting a CPU, a ROM, and a RAM through a CPU bus, and controls each unit of the in-vehicle terminal 4 of this embodiment. The storage device 403 includes a nonvolatile memory as a large-capacity recording medium, and writes, stores, reads, changes, deletes information (data), and the like.

  The operation unit 404 is a part composed of several hardware keys such as a power on / off key and several function keys. The GPS unit 405 and the GPS antenna 405A receive and analyze signals from a plurality of artificial satellites, and realize a function of positioning the current position of the own device. The touch panel 407 includes a display unit 407D such as an LCD and a touch sensor 407S, and realizes a function for displaying information and a function for receiving an operation input from a user.

  The audio output unit 408 converts audio data supplied through the control unit 402 into an analog audio signal to be supplied to the speaker 409 under the control of the control unit 402, and supplies this to the speaker 409. The speaker 409 emits sound corresponding to the analog sound signal from the sound output unit 408. With the functions of the voice output unit 408 and the speaker 409, voice messages such as guidance messages and warning messages can be emitted and various alarm sounds can be emitted.

  Under the control of the control unit 402, the reception information processing unit 410 analyzes reception information addressed to the own device received through the transmission / reception antenna 401 </ b> A and the wireless communication unit 401, and performs processing for supplying necessary information to the control unit 302. The transmission information processing unit 411 forms information to be provided to an external device such as the behavior management server 1 under the control of the control unit 402, and transmits the information to the communication network 2 through the wireless communication unit 401 and the transmission / reception antenna 401A. To send to the external device.

  The in-vehicle terminal 4 having such a configuration accesses the activity management server 1 through the transmission / reception antenna 401A and the wireless communication unit 401 and receives provision of necessary application software and various data. Then, when being brought into the kindergarten bus 5, a predetermined application software is executed to measure the current position of the own machine at every predetermined timing, and a process of transmitting this to the dynamic management server 1 is performed.

  FIG. 9 is a diagram for explaining an example of notification data transmitted from the in-vehicle terminal 4 to the activity management server 1. As shown in FIG. 9, the notification data includes columns for division, operator, route, current position, and current time. In the section, “1” is input for the operation start notification, “2” for the current position notification, and “3” for the operation end notification. In the operator column, the operator ID of the kindergarten bus 5 in which the in-vehicle terminal 4 is brought in is entered. In the route column, the route ID of the route on which the kindergarten bus 5 in which the vehicle-mounted terminal 4 is brought in is input. The current position is the current position acquired through the GPS unit 405 of the in-vehicle terminal 4, and the latitude and longitude indicating the current position of the kindergarten bus 5 in which the in-vehicle terminal 4 is brought in are input. As the current time, the time when the current position is acquired is input.

  The notification data shown in FIG. 9 notifies the current position of the kindergarten bus 5 in which the vehicle-mounted terminal 4 is brought in, and also notifies whether the operation has started, is in operation, or has ended. To be able to. Further, the in-vehicle terminal 4 does not only notify the dynamic management server 1 of the current position. For example, the in-vehicle terminal 4 receives, from the dynamic management server 1, information indicating that the stop location where there are many absentees and no users are displayed from the dynamic management server 1, and displays the information on the display unit 407 </ b> D. It can also be provided.

  On the other hand, the user terminal 6 having the same configuration as the in-vehicle terminal 4 shown in FIG. 8 accesses the activity management server 1 through the transmission / reception antenna 401A and the wireless communication unit 401, and provides necessary application software and various data. Receive. Then, by executing predetermined application software, registration for not using the kindergarten bus 5 such as absence, late arrival, early departure, etc. is performed with respect to the dynamic management server 1, and information regarding the dynamics of the kindergarten bus 5 is provided. Is received from the dynamic management server 1.

  FIG. 10 is a diagram for explaining an example of notification data such as absences transmitted from the user terminal 6 to the activity management server 1 and request data for requesting provision of information. As shown in FIG. 10, the notification (request) data includes columns for division, operator, route, stop location, user, and notification information. If the data is notification data, “4” is input to the classification column, and “5” is input if the data is request data. The operator ID of the kindergarten bus 5 to be used is entered in the operator column. In the route column, the route ID of the route on which the kindergarten bus 5 to be used is operated is input.

  Further, the stop location ID of the stop location of the kindergarten bus 5 to be used is entered in the stop location column. In the user column, the user ID of the user terminal is entered. When the head classification is “4” and used as notification data, the notification information column includes “1” for absence, “2” for late arrival, and “3” for early departure. Is entered. When the head classification is “5” and used as request data, the notification information column is “4” in the case of a request for position information, and “5” in the case of a request for operation status. Is entered.

  As a result, when the head classification is “4” and used as notification data, notification (notification) of absence, lateness, or early departure is sent to the activity management server 1 using the notification data. Thereby, in the dynamic management server 1, the absence column about the information regarding the corresponding stop location of the route management data shown in FIG. 5 can be updated, and when the number of users and absentees becomes the same, It can be specified as a stop location that “passes” the stop location.

  In the case of absence, since neither going nor returning is used, the column of absence of information on the corresponding stop locations of both the going route and the returning route, and the category 1 are updated as necessary. Further, in the case of being late, since the going is not used and the return is used, the absence column of the information regarding the stop location corresponding to the going route and the category 1 are updated as necessary. In addition, in the case of early departure, since the going is used but the return is not used, the absence column of the information regarding the corresponding stop location of the return route and the category 1 are updated as necessary. In this way, even if the route is the same, the route is different for going and returning.

  In addition, when the head classification is “5” and used as request data, operation information can be requested or timetable information can be requested using the request data. FIG. 11 is a diagram for explaining an example of a notification image displayed on the display screen of the user terminal.

  When the operation information is requested by the request data shown in FIG. 10, display information for displaying the operation information as shown in FIG. The display information of the operation information shows a stop location (a location with a bus stop mark with numbers 1, 2, and 4) on the map and a part of the route being operated indicated by a bold line. A mark MK indicating the current position of the middle kindergarten bus 5 is displayed. Thus, in the case of the example shown in FIG. 11A, it can be visually recognized that the kindergarten bus 5 has passed the stop P1 and is traveling toward the stop P2 at the present time. To be.

  In addition to the map information, the screen shown in FIG. 11 (A) also shows that the operation date is the operation date, the day of the week, and the operation status is operating, and the operation is normal. Further, as shown in FIG. 11A, the operation information display screen includes an update button for requesting to update the screen to the latest information and a timetable button for requesting provision of timetable information. Is provided. By manipulating these, the activity management server 1 is requested to update the operation information shown in FIG. 11A to the latest one, and the activity management server 1 is requested to provide timetable information. Can be.

  Further, when the timetable information is requested by the request data shown in FIG. 10, display information for displaying the timetable information as shown in FIG. In the display information of the timetable information, the estimated arrival time is indicated for each stop place, and the actual arrival time is displayed at the stop place that has passed. The current location of the kindergarten bus is indicated by a black circle PP. Therefore, in the case of the example shown in FIG. 11 (B), “□□□ Kindergarten” departs at 8: 1 and passes through the first stop “1 Chome AA” at 8: 4. It is clearly shown that you are heading to “2nd Street BB”, which is the second stop. It is shown that the estimated arrival time at “2nd Street BB”, which is the second stop, is 8: 6.

  In the case of the timetable information shown in FIG. 11 (B), an update button for requesting to update the screen to the latest information or an operation for requesting provision of operation information is provided below the display screen. An information button is also provided. By operating these buttons, the timetable information can be updated, or the operation information shown in FIG. 11A can be displayed by requesting the provision of operation information.

  In this way, the user terminal 6 can notify the dynamic management server 1 when the stop location is not used due to absence or the like. In addition, the user terminal 6 transmits a request to the activity management server, receives the operation information (FIG. 11A) of the kindergarten bus 5, displays it, and displays timetable information (FIG. 11). (B)) can be received and displayed. In other words, the kindergarten bus 5 can appropriately notify the user of the user terminal 6 where to travel and to which stop place the next stop is directed.

[Processing of in-vehicle terminal 4 and processing of movement management server 1]
Next, in the movement management system of this embodiment, the details of the processing executed by the in-vehicle terminal 4 and the processing executed by the movement management server 1 that are necessary for appropriately managing the movement of the kindergarten bus 5. This will be described with reference to a flowchart.

[Processing of in-vehicle terminal 4]
FIG. 12 is a flowchart for explaining current position notification processing executed by the in-vehicle terminal 4. The process shown in the flowchart of FIG. 12 is a process performed by, for example, executing in-vehicle terminal application software provided in advance from the dynamic management server 1 in the in-vehicle terminal 4 brought into the kindergarten bus 5. . The in-vehicle terminal application software is executed in the control unit 402 of the in-vehicle terminal 4 by selecting a corresponding item from a predetermined menu displayed on the display unit 407D of the in-vehicle terminal 4, for example.

  Then, the control unit 402 first controls the transmission information processing unit 411 to form an operation start notification with the classification “1”, which is the notification data described with reference to FIG. 1 (step S101). It is assumed that the operator ID and route ID of the operation start notification are set in advance. The current position is measured immediately before through the GPS unit 405, and the current time is obtained from a clock circuit (not shown in FIG. 8) when the operation start notification is formed.

  Accordingly, route confirmation information is transmitted from the dynamic management server 1, so the control unit 402 of the in-vehicle terminal 4 receives the route confirmation information through the transmission / reception antenna 401 </ b> A and the wireless communication unit 401 and displays it. This is displayed on the part 407D (step S102). The route confirmation information is, for example, in the form shown in FIG. 11A, in which a plurality of stop locations provided on the route are displayed on a map.

  In this route confirmation information, where there are absent persons and there is no user, for example, the place where there is no user is highlighted or displayed in red letters, and is the user of the in-vehicle terminal. The driver is notified. Thereby, the driver of the kindergarten bus 5 can recognize that the stop location is a stop location that passes without stopping.

  The route confirmation information can also be displayed in the form of a list shown in FIG. That is, the route confirmation information can be displayed in either the map display mode shown in FIG. 11A or the list display mode shown in FIG. With this route confirmation information, the user of the in-vehicle terminal 4 such as the driver of the kindergarten bus appropriately recognizes the route to be operated, the stopping place where the vehicle stops, and the stopping place where it is not necessary to stop, and the kindergarten bus 5 Can be started.

  Thereafter, the control unit 402 of the in-vehicle terminal 4 measures and acquires the current position of the own device through the GPS unit 405 (step S103). Then, the control unit 402 controls the transmission information processing unit 411 to form the current position notification whose classification is “2” described with reference to FIG. S104). The operator ID and route ID of the current position notification formed in step S104 are set in advance. Further, the current position is measured through the GPS unit 405 in step S103, and the current time is obtained from a clock circuit (not shown in FIG. 8) when the current position is obtained in step S103. .

  In the case of this example, for example, the provision of the display information for notifying the operation information in the mode shown in FIG. 11A is received from the dynamic management server 1 and displayed on the display unit 407D (step S407). S105). In step S105, it is also possible to receive and display the display information for notifying the timetable information in the mode shown in FIG.

  Thereafter, the control unit 402 receives an operation completion confirmation addressed to the own machine from the movement management server 1 or a passage confirmation of a previous stop point described later (step S106), and the confirmation from the movement management server 1 Determines whether a response is required (step S107). For example, a response is not required for normal operation completion confirmation. However, even if it is confirmed that the service has ended, if the kindergarten bus 5 returns to the arrival place (final destination) without stopping at the place where it should stop, or the classification at the second and subsequent stops In the update process 2, if the previous stop has not passed, a response as to whether or not this is appropriate is required.

  In the determination process of step S107, when it is determined that the confirmation received from the dynamic management server 1 requires a response, the control unit 402 displays a response input screen on the display unit 407D and inputs the response. Accept (step S108). In this case, the control unit 402 displays a message urging input of a response on the display unit 407D, or outputs it as a voice message through the voice output unit 408 and the speaker 409. Thereafter, the control unit 402 transmits the received response to the dynamic management server 1 through the transmission information processing unit 411, the wireless communication unit 401, and the transmission / reception antenna 401A (step S109).

  In addition, even if it is an operation completion confirmation, when the kindergarten bus 5 returns to the arrival place (final destination) without passing the stop place to stop, if this is not correct, for example, stop In some cases, you have skipped a stop. In such a case, a problematic response is returned to the dynamic management server 1, but at the same time, the operation completion confirmation from the dynamic management server 1 is canceled. As a result, the kindergarten bus 5 can take a response such as heading to a stopped stop.

  After the process of step S109 and when the confirmation received from the behavior management server 1 in step S107 determines that no response is required, the process proceeds to the determination process of step S110. In this case, the control unit 402 determines whether or not the confirmation from the behavior management server 1 is an operation end confirmation (step S110), and when determining that the operation is not an operation end confirmation, repeats the processing from step S103. Even if the confirmation from the movement management server 1 received in step S106 is an operation end confirmation, if the operation end confirmation is canceled in step S109 described above, in step S110, the confirmation received in step S106 is an operation end confirmation. It is determined that it is not. Also in this case, the processing from step S103 is repeated.

  In the determination process of step S110, when it is determined that the confirmation from the movement management server 1 is the operation completion confirmation, a predetermined termination process such as forming an operation completion notification and transmitting it to the movement management server 1 is performed. (Step S111). Specifically, in step S111, based on the information provided from the dynamic management server 1 in step S105, the vehicle travels to each stop location and corresponds to the position ST that is a departure place and an arrival place (destination). Confirm that it has reached the geofence gf0. Then, the control unit 402 controls the transmission information processing unit 411 to form an operation end notification whose classification shown in FIG. 9 is “3”, and transmits this to the dynamic management server 1.

  Further, as described above, the operation end confirmation is received from the movement management server 1, and the stop location to be stopped is not yet passed, so that a response is requested, and the confirmation response is input in step S108. To do. In this case, if a response input indicating that there is no problem is made by the user of the in-vehicle terminal 4, the operation end confirmation from the dynamic management server 1 is not canceled, so the operation end confirmation is received in step S110. Is determined. Therefore, in this case, in step S111, an operation end notification with the classification “3” shown in FIG. 9 is formed and transmitted to the dynamic management server 1.

  As described above, when the in-vehicle terminal 4 is brought into the kindergarten bus 5, the in-vehicle terminal 4 dynamically executes the operation start notification, the current position notification, and the operation end notification by executing the application software that performs the processing shown in the flowchart of FIG. It can be transmitted to the management server 1. And based on the operation start notification, the current position notification, and the operation end notification from the in-vehicle terminal 4, it is possible to appropriately manage the dynamics (active state) of the kindergarten bus 5 in which the in-vehicle terminal 4 is brought in. To be done.

  As described above, the operation start notification is transmitted at the start of the operation, and the operation end notification is transmitted at the end of the operation. On the other hand, the current position notification is repeated at predetermined timings from the start of operation to the end of operation, so that the latest current position and the latest current time are transmitted.

[Processing of dynamic management server 1]
FIGS. 13 and 14 are flowcharts for explaining the status update process (category 2 update process) of the activity management server 1. The processing shown in the flowcharts of FIG. 13 and FIG. 14 is processing that can be always executed by the control unit 102 of the behavior management server 1 for each operator and for each route. This is because various operators operate vehicles for pick-up all day, such as morning, noon, night, and midnight.

  Then, the control unit 102 of the behavior management server 1 receives the notification data from the in-vehicle terminal 4 through the communication I / F 101 (step S201). In step S201, has the notification data from the in-vehicle terminal 4 been received? It is determined whether or not (step S202). If it is determined in step S202 that the notification data from the in-vehicle terminal 4 has not been received, the processing from step S201 is repeated.

  When determining that the notification data from the in-vehicle terminal 4 has been received in the determination process of step S202, the control unit 102 determines whether the received notification data is an operation start notification with the top classification “1”. (Step S203). In the determination process of step S203, when determining that the operation start notification has been received, the control unit 102 controls the movement management unit 125 to execute the target route specifying process (step S204), and performs the process from step S201. repeat. Details of the target route specifying process executed in step S204 will be described later.

  Moreover, in the determination process of step S203, when it is determined that the received notification data is not an operation start notification, it is possible to determine that the received notification data is a current position notification. For this reason, the control unit 102 controls the dynamic management unit 125, and the current position of the current position notification is one of the stop locations on the route specified by the operator ID and the route ID of the current position notification. It is determined whether or not it is in a predetermined area inside the geofence (whether or not it is in the geofence) (step S205). As described with reference to FIG. 6, the geofence at each stop location can be identified based on the location of each stop location, so that for each geofence at each stop location, the current location notification current location notification received this time It is determined whether or not the indicated position belongs.

  Briefly, as shown in FIG. 6, the geofences gf0 to gf6 of the respective stops are virtually drawn on the map, and the position indicated by the current position is indicated on the map, so that the current position is It can be determined whether it is in an offense. Further, in the case of a geofence, it is possible to specify which stop location is in the geofence. Then, in the determination process of step S205, it is determined that the position indicated by the current position of the received current position notification is not located in any geofence at any stop location. In other words, it is determined that the current position is outside the geofence.

  In this case, the control unit 102 determines whether or not the departure place flag for each route by operator is “0 (zero)” (step S206). The departure place flag indicates whether or not the stop location of the pass / no-pass discrimination target is the departure place at the present time. That is, when the departure place flag is “0 (zero)”, the stop location to be determined whether the vehicle has passed or has not passed is the departure place, and when the departure place flag is “1”, the vehicle has passed / not passed. It is possible to discriminate that the stop location that is subject to passage is other than the departure location.

  When it is determined in the determination process in step S206 that the departure place flag is “0 (zero)”, that is, when it is determined that the stop position to be processed is the departure place, the control unit 102 performs dynamic management. The part 125 is controlled to execute the departure place update process (step S207). Details of the departure place update process executed in step S207 will be described later. Then, in the determination process of step S206, when it is determined that the departure place flag is not “0 (zero)” and after the departure place update process of step S207, the control unit 102 performs the process from step S201. Will repeat.

  Also, in the determination process of step S205, it is determined that the position indicated by the current position of the current position notification received this time is determined to be located within a predetermined area inside the geofence at any stop location. That is, assume that the current position is determined to be within the geofence. In this case, the control unit 102 determines whether or not the geofence to which the current position of the current position notification belongs is the geofence gf0 of the departure place ST (step S208).

  In the determination process of step S208, it is determined that the geofence to which the current position of the current position notification belongs is the geofence gf0 of the departure place ST. In this case, since the kindergarten bus 5 is still in the geofence gf0 of the departure place ST and cannot be determined to have passed the departure place ST, the control unit 102 repeats the processing from step S201.

  In the determination process of step S208, it is determined that the geofence to which the position indicated by the current position of the current position notification belongs is not the geofence gf0 of the departure point ST. In this case, the control unit 102 determines whether or not the geofence to which the position indicated by the current position of the current position notification belongs is the geofence gf1 at the first stop P1 (step S209).

  In the determination process of step S209, when it is determined that the position indicated by the current position of the current position notification received this time is within the geofence gf1 of the first stop P1, the control unit 102 controls the dynamic management unit 125. Then, the first update process is executed (step S210). In the determination process of step S209, when it is determined that the position indicated by the current position of the current position notification received this time is not within the geofence gf1 of the first stop P1, the control unit 102 125 is controlled to perform the second and subsequent update processing (step S211).

  That is, in the determination process of step S209, it is determined that the position indicated by the current position of the current position notification received this time is not within the geofence gf1 of the first stop P1. In this case, the position indicated by the current position of the current position notification received this time is not in the geofence gf0 of the departure place nor in the geofence gf1 of the first stop, and the geofence of the second and subsequent stops. This is because it can be determined that it is within.

  After the first update process of step S210 and after the second and subsequent update processes of step S211, the process proceeds to the process of FIG. 14 and an end confirmation process is executed (step S212). In step S212, the control unit 102 controls the behavior management unit 125 and refers to the stored data in the route management DB 113 based on the received operator ID and route ID of the current position notification from the in-vehicle terminal 4 received.

  Then, all the stop locations (stop locations where category 1 is “stop”) that have been stopped on the route have all passed (category 2 is “passed”), and the current location notified by the current location notification To see if it entered the geofence at the destination (destination). If all the stops where the route should stop have been passed, and the current location notified by the current location notification is within the geofence of the destination (destination), the operation of the route is completed Can be determined. In addition, even if the current position is within the geofence of the destination (destination), if all the stops where the route should stop have not been passed, it can be determined that the operation has ended, It is necessary to ask for a response as to whether there is a stop that has been skipped.

  And the control part 102 discriminate | determines whether the operation | movement of the said route was complete | finished based on the completion | finish confirmation process of step S212 (step S213). This is transmitted to the corresponding in-vehicle terminal 4 (step S214). In addition, as mentioned above, it can be determined that the service has ended, but if it is necessary to obtain a response as to whether there is a stop that has been skipped, a response input is requested. An operation completion confirmation with information attached is formed and transmitted.

  Thereafter, as described with reference to FIG. 12, an operation end notification or confirmation response transmitted from the in-vehicle terminal 4 is received (step S215), and the information received from the in-vehicle terminal 4 is the operation end notification. It is determined whether or not (step S216). In the determination process of step S216, when it is determined that the information received from the in-vehicle terminal 4 is an operation end notification, the operation of the vehicle on the route of the operator, in this case, the operation of the kindergarten bus 5 has ended. Can be determined. In this case, as the operation end process of the route, the operation end flag of the corresponding data in the route management DB 113 is turned on “1” (step S217).

  Step S201 in FIG. 13 is performed after the process of step S217, when it is determined that the operation has not ended in step S213, and when the information received from the in-vehicle terminal 4 is not the operation end notification in step S216. Repeat the process from. In this way, the status update process for each route of each operator is performed.

  In addition, the 1st update process of step S210 is an update process of the information regarding the stop place about the 1st stop place. Further, the second and subsequent update processing in step S211 is information update processing regarding the stop location for each of the second and subsequent stop locations. Details of these first update processing and second and subsequent update processing will be described later.

  Then, in the dynamic management server 1, the status update process shown in FIGS. 13 and 14 appropriately determines whether or not the vehicle has been passed for each stop location followed by the kindergarten bus 5, and stores information on each stop location. Category 2 can be updated appropriately. Next, the target route specifying process performed in step S204 of the status update process shown in FIGS. 13 and 14, the departure place update process performed in step S207, the first update process performed in step S210, and performed in step S211. Each of the second and subsequent update processes will be described.

[Target route identification processing]
FIG. 15 is a flowchart for explaining the target route specifying process executed in step S204 of the status update process shown in FIGS. In the target route specifying process, the control unit 102 controls the behavior management unit 125 to perform a process of specifying the target route (step S301). Specifically, in step S <b> 301, the control unit 102 notifies the behavior management unit 125 of the operator ID and the route ID included in the received operation start notification from the in-vehicle terminal 4. The dynamic management unit 125 refers to the route management DB 113 based on the operator ID and the route ID from the control unit 102 and identifies the route management data to be used.

  Next, the activity management unit 125 sets “0 (zero)” to the departure place flag and the operation end flag for the identified route, that is, the route identified by the operator ID and the route ID under the control of the control unit 102. "Is set (step S302). As a result, it is specified that the stop location for passing / non-passing discrimination handling is the departure location, and that the kindergarten bus operation is started on the route, indicating that it is operating. And the movement management part 125 forms the route confirmation information of the aspect shown to FIG. 11 (A) based on the route management data specified by step S301, and the map information of map information DB104, and this is the said operation start notification. Is transmitted and provided to the in-vehicle terminal 4 of the transmission source (step S303).

  Then, the control unit 102 exits the target route specifying process routine shown in FIG. 14, returns to the process of step S204 of the status update process shown in FIG. 13, and repeats the process from step S201.

[Departure point update process]
FIG. 16 is a flowchart for explaining the departure place update process executed in step S207 of the status update process shown in FIG. When the departure place update process is executed in step S207, the current position of the in-vehicle terminal 4 brought into the kindergarten bus 5 (current position of the kindergarten bus) is outside the geofence and the departure place flag is “0”. (Zero) ". In this case, the current position in the geofence moves out of the geofence, and it can be determined that the geofence is the starting geofence.

  For this reason, under the control of the control unit 102, the dynamic management unit 125 classifies information on the departure point of the route management data identified by the current location notification and the route ID (information on the stop location). 2 is updated from “not passed” to “passed” (step S401). And the control part 102 controls the notification process part 126, and performs the notification process to a user (step S402).

  In step S <b> 402, the notification processing unit 126 extracts user user data that is the current notification destination from the user management DB 112. Here, the extracted user data is a bus stop ID whose operator ID and route ID are the same as the operator ID and route ID of the current position notification, and determined according to the notification timing of the user data. It is what you have. Then, the notification processing unit 126 notifies the user of the arrival of the kindergarten bus by a preset notification method according to the extracted user data.

  In this example, the bus stop ID that is determined according to the notification timing is the departure place where the current stop / non-pass determination is handled. For this reason, when the notification timing is “one previous”, the user at the first stop where the bus stop ID is “01”, which is the stop where the departure point is the previous one, becomes the current notification destination. . Similarly, when the notification timing is “two previous”, the user of the second stop where the bus stop ID is “02”, which is the stop where the departure point is two previous, is also the notification destination of this time. Become.

  In this way, all user data of the user at the stop location of the bus stop ID determined according to the notification timing is extracted from the user management DB 112 and the arrival of the kindergarten bus 5 is notified to all of the users. Then, for the user terminal possessed by the guardian of the user, “Kindergarten bus 5 passed the previous stop”, “Kindergarten bus 5 passed the previous stop. The kindergarten bus 5 can be notified to the guardian of the child who is the user.

  Thereafter, under the control of the control unit 102, the movement management unit 125 sets “1” to the departure place flag for the route specified by the operator ID and the route ID of the current position notification (step S403). This indicates that the status 2 status update process for the departure place has ended. Then, the control unit 102 exits the departure place update process routine shown in FIG. 16, returns to the process of step S207 of the status update process shown in FIG. 13, and repeats the process from step S201.

[First update process]
FIG. 17 is a flowchart for explaining the first update process executed in step S210 of the status update process shown in FIG. The first update process shown in FIG. 17 is an update process for category 2 for the first (first) stop location where the kindergarten bus 5 should go after the departure point. When the first update process is executed in step S210, the current position of the in-vehicle terminal 4 brought into the kindergarten bus 5 (current position of the kindergarten bus) is within the geofence and the geofence is first. It is specified that this is the geofence gf1 of the stop location.

  For this reason, the departure place ST should have passed. However, for example, when the start-up of the process shown in FIG. 12 is delayed in the in-vehicle terminal 4, it is considered that the information classification 2 regarding the departure point of the route management data may not be updated. For this reason, under the control of the control unit 102, the activity management unit 125 determines that the category 2 of the information regarding the departure point of the route management data specified by the operator ID and the route ID notified by the current position notification is “passed”. Is determined (step S501). When it is determined in the determination process of step S501 that the category 2 of the information about the departure place is not “passed”, the category 2 of the information about the departure place is updated to “passed” (step S502). Then, after the update process in step S502 and in the determination process in step S501, when it is determined that the category 2 of the information regarding the departure place is “passed”, the process proceeds to step S503.

  Next, under the control of the control unit 102, the activity management unit 125 determines that the classification 1 of the information about the first stop location of the route management data specified by the operator ID and the route ID notified by the current position notification is “ It is determined whether the vehicle is “stopped” and the section 2 is “not passed” (step S503). If it is determined that the condition of step S503 is satisfied, the behavior management unit 125 updates the category 2 of the information about the first stop location from “not passed” to “passed” (step S504). And the control part 102 controls the notification process part 126, and performs the notification process to a user (step S505). The process in step S505 is the same as the process in step S402 of the departure place update process described with reference to FIG.

  After determining that the determination condition of step S503 is not satisfied after the process of step S505 and in the determination process of step S503, the control unit 102 ends the first update process routine shown in FIG. In this case, the control unit 102 returns to the process of step S210 of the status update process shown in FIGS. 13 and 14, and executes the process from step S212 of FIG.

[Second and subsequent update processing]
FIG. 18 is a flowchart for explaining the second and subsequent update processes executed in step S211 of the status update process shown in FIG. The second and subsequent update processes shown in FIG. 16 are update processes for category 2 for the second and subsequent stop locations that are neither the departure point nor the first (first) stop location.

  Even in the second and subsequent update processes, the second and subsequent update processes are executed, and the departure place ST should have passed. For this reason, as in the case of the first update process of FIG. 17, under the control of the control unit 102, the dynamic management unit 125 performs route management data specified by the operator ID and the route ID notified by the current position notification. It is determined whether or not the category 2 of the information related to the departure place is “passed” (step S601). When it is determined in the determination process of step S601 that the category 2 of the information regarding the departure place is not “passed”, the category 2 of the information regarding the departure place is updated to “passed” (step S602). Then, after the update process in step S602 and in the determination process in step S601, when it is determined that the category 2 of the information related to the departure place is “passed”, the process proceeds to step S603.

  Then, the control unit 102 specifies which stop location the geolocation indicated by the current location of the current location notification received this time is located in the geofence (step S603). The process of step S603 corresponds to a process of specifying a stop location of a discrimination target that has passed / not passed. And as demonstrated using FIG. 6, the geofence of each stop place can be specified based on the location position of each stop place.

  Therefore, according to the determination processing in step S205 of the flowchart shown in FIG. 13 described above, the position indicated by the current position of the current position notification received this time is the stop position PN that stops at the Nth (N is an integer of 2 or more) stop. It is determined that it is within the geofence gfN. For this reason, in step S603, using the determination result, the N-th stop location can be identified as the stop location of the current pass / no-pass discrimination target.

  Then, under the control of the control unit 102, the activity management unit 125 first classifies information regarding the stop location immediately before the route management data specified by the operator ID and the route ID notified by the current position notification 2. Is determined to be “passed” (step S604). In the discrimination process in step S604, the information category 2 relating to the stop location immediately before the N-th stop location, which is the stop location of the pass / no pass discrimination target, is already “passed”. This is a process for determining whether or not the

  Here, as described above, the previous stop location is “stop” in the category 1 of the information related to the stop location, and the stop order is earlier than the current stop location (Nth stop location). In addition, it means a stop location that is closest to the current stop location (Nth stop location) in the stop order. Therefore, the stop location immediately before the Nth stop location is the (N-1) th stop location in the order.

  However, suppose that the segment 1 of the N-1st stop location indicates "not stop (pass)", and the segment 1 of the N-2 stop location before that is "stop". In some cases, the (N−2) -th stop location is the stop location immediately before the current stop location that is the N-th stop location. More specifically, when the current stop location is the stop location P2, and the category 1 of the previous stop location P1 is "not stop (pass)", the stop location one stop before the stop location P2 The place is the departure place ST.

  In the determination processing in step S604, it is determined that the category 2 of the information regarding the stop location of the stop location immediately before the current stop location is not “passed” (still remains “not passed”). . In this case, as will be described later, it may not be “passed”. However, for example, a road that has been closed due to road construction or a traffic accident has been detoured. The order of arrival may differ from the initial schedule.

  For this reason, under the control of the control unit 102, the activity management unit 125 forms a confirmation request as to whether the stop location immediately before the current stop location need not be “passed”, and processes this request. It transmits to the vehicle-mounted terminal 4 which is the transmission source of the target current position notification (step S605). Thereafter, the control unit 102 receives a response transmitted from the in-vehicle terminal (step S606), and the response does not require that the previous stop is “passed” (OK). ) Is determined (step S607).

  In the determination process of step S604, when it is determined that the category 2 of the stop location of the stop location immediately before the current stop location is “passed”, the control unit 120 performs step S608. Proceed to the discrimination process. Similarly, when it is determined in the determination processing in step S607 that the response from the in-vehicle terminal 4 indicates that the previous stop location does not have to be “passed” (is OK). In addition, the control unit 120 proceeds to the determination process in step S608.

  Then, under the control of the control unit 102, the dynamic management unit 125 refers to the information regarding the stop location of the stop location of the geofence where the current position is located, the category 1 is “stop”, and the category 2 is “ It is determined whether or not “passed” (step S608). In the process of step S608, the category 1 of the information on the Nth stop location of the route management data specified by the operator ID and the route ID notified by the current location notification is “stop”, and the category 2 is “ This is a process for determining whether or not it has not passed.

  If it is determined that the condition of step S608 is satisfied, the dynamic management unit 125 updates the category 2 of the information regarding the Nth stop location from “not passed” to “passed” (step S609). And the control part 102 controls the notification process part 126, and performs the notification process to a user (step S610). The processing in step S610 is similar to the processing in step S505 shown in FIG. 17 and the processing in step S402 shown in FIG.

  After the processing in step S610, the control unit 102 ends the second and subsequent processing routines shown in FIG. If it is determined in step S607 that the response from the in-vehicle terminal 4 is that the previous stop must be “passed” (not OK), the update process for category 2 is performed. And the second and subsequent processing routines shown in FIG. 18 are terminated. Similarly, also when it is determined that the condition of step S608 is not satisfied, the update processing for section 2 is not performed, and the second and subsequent processing routines shown in FIG. 18 are terminated. When the second and subsequent processing routines shown in FIG. 18 are completed, the control unit 102 returns to the processing in step S211 of the status update processing shown in FIGS. 13 and 14, and performs the processing from step S212 in FIG. It will be.

  And in the case of the example shown in FIG. 6, the stop place P2 which stops the 2nd and the stop place P4 which stops 4th are provided adjacent. For this reason, the case where the kindergarten bus 5 arrives in both geofences occurs. However, in the case of this second and subsequent update processing, it is also determined whether or not the previous stop has been passed, so whether the second stop P2 or the fourth stop has been passed. There is no mistake.

  Thus, even if a plurality of stop locations for the kindergarten bus 5 are provided adjacent to each other by the process of the dynamic management server 1 shown in FIGS. It is possible to determine and accurately grasp the dynamics of the kindergarten bus 5.

  Further, as described above, the user of the in-vehicle terminal 4 is requested to confirm whether it is appropriate that the previous stop location has not passed. For this reason, even when the route is suddenly changed due to road construction or a traffic accident, it is possible to appropriately update the category 2 of the information about the stop location about the stop location reached. Further, even when the stop place that was originally a stop place that should have been stopped but has been skipped is changed in order, the category 2 of the information on the stop place for the stop place is appropriately updated. be able to.

[Effect of the embodiment]
As described above, the dynamic management server 1 appropriately grasps the dynamics of the kindergarten bus 5 by the processing of the in-vehicle terminal 4 shown in FIG. 12 and the processing of the dynamic management server 1 shown in FIGS. This can be notified to the guardian of the kindergarten bus 5 user.

  In addition, a guardian of a child who is a user of the kindergarten bus 5 can notify the movement management server 1 through the user terminal 6 that the kindergarten bus 5 is not used when absent. As a result, the movement management server 1 notifies the driver of the kindergarten bus 5 through the in-vehicle terminal 4 that the vehicle does not stop (pass) for a stop where there is no user, and passes through the stop where there is no user. You can operate as you do.

  And even if the stop place to pass through occurs, the dynamic management server 1 can appropriately grasp the dynamics of the kindergarten bus 5, and accurate operation information is provided to the guardian of the kindergarten bus 5 user. And timetable information can be provided.

[Modification]
In addition, in the operation information (FIG. 11 (A)) and timetable information (FIG. 11 (B)) provided through the user terminal 6 to the guardian of the kindergarten bus 5 user, the user A stop location that does not stop because it is not present may be displayed so as to clearly show this.

  In addition, when a stop location that does not stop due to the absence of a user occurs, and the estimated arrival time for a subsequent stop location changes, the function of the notification processing unit 126 of the dynamic management server 1 causes the corresponding stop location. It is also possible to process so as to notify the user's guardian through the user terminal 6.

  In addition, the arrival time may be delayed due to traffic congestion or some kind of obstacle. In such a case, the dynamic management server 1 receives the request from the in-vehicle terminal 4 or the request from the management terminal 3 that has received the report from the in-vehicle terminal 4, and the dynamic management server 1 passes through the user terminal 6 to protect the user. It is also possible to notify the status of the delay.

  Moreover, although embodiment mentioned above demonstrated as an example the case where the kindergarten bus 5 is operated, it does not restrict to this. The present invention can be applied in the case where there are various operators and a plurality of users who operate transportation vehicles such as nurseries, swimming schools, etc., cram schools, and day service facilities.

  Further, in the case of the above-described embodiment, on the operation side of the pick-up vehicle and the user side of the pick-up vehicle, without using a new device, using an existing personal computer or smartphone, The dynamic management system of the present invention can be constructed. Of course, since the pick-up vehicle is operated daily, the in-vehicle terminal 4 can be realized as a built-in type used in a state of being always attached to the pick-up vehicle, or a so-called PND type vehicle. You may implement | achieve as a dedicated apparatus with easy attachment or detachment.

  In addition, in the case of the above-described embodiment, a special device is not installed in a pickup vehicle such as a kindergarten bus, and it is new to both the operation side of the pickup vehicle and the user side of the pickup vehicle. The dynamic management system of the present invention can be constructed using an existing personal computer or smartphone without introducing the above-described apparatus.

  In the above-described embodiment, the geofence uses the circumference of a circle with a radius of 100 m centering on the location where the stop is located. However, the present invention is not limited to this. The circumference of a circle with various radii can also be used, and a polygonal geofence of triangles or more can be defined and used.

[Others]
As can be seen from the description of the above-described embodiment, the function of the current position positioning unit of the in-vehicle terminal is realized by the GPS unit 107 of the in-vehicle device 4, and the function of the transmission unit of the in-vehicle terminal 4 is the transmission information processing unit 411. The wireless communication unit 401 and the transmission / reception antenna 401A are realized. In addition, the function of the control means of the in-vehicle terminal is realized by the control unit 402 of the in-vehicle terminal 4.

  The function of the stop location information storage means of the movement management server is realized by the route management DB 113 of the movement management server 1, and the function of the reception means of the movement management server is realized mainly by the communication I / F 101 of the movement management server 1. doing. The function of the update means of the dynamic management server is realized by the dynamic management unit 125 of the dynamic management server 1. The function of the behavior management server is realized by the control unit 102 and the notification processing unit 126 of the behavior management server 1, and the function of the behavior management server transmission unit is mainly the communication I / F 101 of the behavior management server 1. Is realized.

  The function of the notification information receiving means of the activity management server is realized mainly by the communication I / F 101 of the activity management server 1, and the function of absence update means and change means of the activity management server is the stop / non-stop of the activity management server 1. The management unit 124 is realized. Further, the function of the user terminal accepting means is realized by the touch panel 407 of the user terminal 6, and the function of the user terminal notification information transmitting means is the transmission information processing unit 411, the wireless communication unit 401, and the transmission / reception antenna 401. Realized.

  In addition, the method described with reference to the flowcharts of FIGS. 12 to 18 of the above-described embodiment is an application of the embodiment of the dynamic management method of the present invention. Moreover, the vehicle-mounted terminal of this invention is realizable by mounting in a mobile telephone terminal the program which performs the process shown in the flowchart of FIG. Moreover, the dynamic management server of this invention is realizable by mounting the program which performs the process of the flowchart shown in FIGS. 13-18 on the server on a network.

  Further, the functions of the operator registration unit 121, the user registration unit 122, the route setting unit 123, the stop / non-stop management unit 124, the dynamic management unit 125, and the notification processing unit 126 of the dynamic management server 1 are the dynamic management server 1. It can be realized as a function of the control unit 102 by a program executed by the control unit 102.

  The functions of the reception information processing unit 410 and the transmission information processing unit 411 of the in-vehicle terminal 4 and the user terminal 6 are controlled by programs executed by the control unit 402 of the in-vehicle terminal 4 and the control unit 402 of the user terminal 6. It can also be realized as a function of the unit 402.

DESCRIPTION OF SYMBOLS 1 ... Dynamics management server, 101 ... Communication I / F, 102 ... Control part, 103 ... Memory | storage device, 104 ... Map information DB, 110 ... Dynamics platform, 111 ... Operator management DB, 112 ... User management DB, 113 ... Route management DB, 121 ... operator registration unit, 122 ... user registration unit, 123 ... route setting unit, 124 ... stop / non-stop management unit, 125 ... dynamic management unit, 126 ... notification processing unit, 2 ... communication network, gf0 to gf6 ... Geofence, 3 ... Management terminal, 301 ... Wireless communication unit, 302 ... Control unit, 303 ... Storage device, 304 ... Operation unit, 305 ... Display unit, 306 ... Transmission processing unit, 307 ... Reception processing unit, DESCRIPTION OF SYMBOLS 4 ... Vehicle-mounted terminal, 401A ... Transmission / reception antenna, 401 ... Wireless communication part, 402 ... Control part, 403 ... Memory | storage device, 404 ... Operation part, 405 ... GPS part, 405A ... GPS Container, 407D ... display unit, 407S ... touch sensor 407 ... touch panel, 408 ... voice output section, 409 ... speaker, 410 ... reception processing unit, 411 ... transmission processing unit

Claims (6)

A dynamic management server that manages the dynamics of a vehicle operated on a route that is set so as to follow a plurality of predetermined stopping places including a departure place in a predetermined order; and an in-vehicle terminal that is used in the vehicle; Is a dynamic management system configured by being connected through a network,
The in-vehicle terminal is
Current position positioning means for measuring the current position;
Transmitting means for transmitting the current position measured by the current position positioning means to the movement management server;
Control means for controlling the current position measured by the current position positioning means to be transmitted to the movement management server through the transmission means at every predetermined timing when the vehicle is operating on the route. And
The activity management server
Information indicating a predetermined area determined based on the position of the stop location, a first section indicating stop / non-stop of the vehicle, and a passage of the vehicle / Stop location information storage means for storing and holding the second section indicating non-passage;
Receiving means for receiving the current position from the in-vehicle terminal;
A discriminating unit for discriminating whether the vehicle has passed or not passed for each stop location based on the current position received by the receiving unit and information stored in the stop location information storage unit;
An activity management system comprising: an update unit that updates the second section of the stop location information storage unit of the stop location that is determined that the vehicle has passed by the determination unit. The behavior management system according to claim 1,
The determination means of the activity management server includes:
When the current position from the in-vehicle terminal that was located in the predetermined area of the departure place has gone out of the predetermined area, it is determined that the departure place has been passed,
The current position from the in-vehicle terminal is in the predetermined area of the first stop location in the order of tracing, and the first section of the first stop location is a stop location to stop. When the first second section is not passed, it is determined that the first stop has been passed,
The current position from the in-vehicle terminal is in the predetermined area of the stop location where the order of tracing is N (N is an integer of 2 or more), and the second section of the N-1 stop location. Indicates that the first segment of the Nth stop location is a stop location to stop, and the Nth second segment is not passed, the Nth stop A dynamic management system characterized by determining that the vehicle has passed a stop. The dynamic management system according to claim 1 or 2, wherein
A user terminal on the user side using the vehicle can be connected to the activity management server through the network.
The activity management server
Forming means for forming information indicating the dynamics of the vehicle based on information stored in the stop location information storage means;
Transmitting means for transmitting information indicating the dynamics of the vehicle formed by the forming means to the user terminal. The behavior management system according to claim 3,
The user terminal is
Accepting means for accepting an instruction input not to use the vehicle when not using the vehicle;
When the instruction input is accepted through the accepting means, the notification information including identification information of the stopping place in use and notifying that the vehicle is not used is formed, and this is transmitted to the dynamic management server A notification information transmission means,
The stop location information storage means of the activity management server stores and holds the number of users to use for each of the plurality of stop locations,
The activity management server
Notification information receiving means for receiving the notification information from the user terminal;
When the notification information is received through the notification information receiving means, the absence update means for updating the number of persons who are not used for each stop location;
A dynamic management system comprising: changing means for changing the first classification of the stop location to non-stop, which can be determined that there is no user based on the update result of the absence update means. A dynamic management server that manages the dynamics of a vehicle operated on a route that is set so as to follow a plurality of predetermined stopping places including a departure place in a predetermined order; and an in-vehicle terminal that is used in the vehicle; The movement management server of the movement management system configured to be connected through a network,
The in-vehicle terminal includes: a current position positioning unit that measures a current position; a transmission unit that transmits the current position measured by the current position positioning unit to the movement management server; and the vehicle is operated on the route. Control means for controlling to transmit the current position measured by the current position positioning means to the dynamic management server through the transmission means at every predetermined timing,
Information indicating a predetermined area determined based on the position of the stop location, a first section indicating stop / non-stop of the vehicle, and a passage of the vehicle / Stop location information storage means for storing and holding the second section indicating non-passage;
Receiving means for receiving the current position from the in-vehicle terminal;
A discriminating unit for discriminating whether the vehicle has passed or not passed for each stop location based on the current position received by the receiving unit and information stored in the stop location information storage unit;
An activity management server comprising: an updating unit that updates the second section of the stop location information storage unit of the stop location that is determined by the determination unit that the vehicle has passed. A dynamic management server that manages the dynamics of a vehicle operated on a route that is set so as to follow a plurality of predetermined stopping places including a departure place in a predetermined order; and an in-vehicle terminal that is used in the vehicle; Is a dynamic management method used in a dynamic management system configured by being connected through a network,
In the in-vehicle terminal,
A transmission control step for controlling the current position measured by the current position positioning means to be transmitted to the movement management server through the transmission means at every predetermined timing when the vehicle is operating on the route; And
In the activity management server,
Stop location information storage means for each of a plurality of the stop locations, information indicating a predetermined area determined on the basis of the position of the stop location, a first indicating the stop / non-stop of the vehicle Storing and holding a section and a second section indicating whether the vehicle has passed or not passed;
A receiving step for receiving the current position from the in-vehicle terminal; and
Discriminating means for discriminating whether the vehicle has passed or not passed for each of the plurality of stopping locations based on the current position received through the receiving step and information stored in the stopping location information storage means Process,
An update step of updating the second section of the stop location information storage means of the stop location determined to have passed the vehicle in the determination step as having passed.

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