Patent Application
20220129799
The present application claims priority to Korean Patent Application No. 10-2020-0140298 filed on Oct. 27, 2020, the entire contents of which is incorporated herein for all purposes by this reference.
The present invention relates to a method for determining vehicle get-on-and-off places and an operation server utilizing the same.
In a ridesharing service, when a user willing to use a vehicle designates a get-on position, the user may designate the user's current position as the get-on position only in consideration of the user's convenience. Accordingly, the get-on position may be designated in an area where parking and stoppage is prohibited, or in an area where it is difficult for a vehicle to enter. In the instant case, it may cause inconvenience to other vehicles, while the user himself may also experience an obstacle in using the vehicle. The same problem may arise when the user designates such a place to be a destination for get-off place.
Meanwhile, if the get-on place and get-off place are too far from the user's current position and destination, the user willing to use the service may experience discomfort, and the convenience and effectiveness aimed by the ridesharing service may deteriorate.
Accordingly, in vehicle operation for ridesharing, it is important to optimally allocate get-on and get-off positions for a plurality of users.
The information disclosed in this Background of the present invention section is only for enhancement of understanding of the general background of the present invention and may not be taken as an acknowledgement or any form of suggestion that this information forms the prior art already known to a person skilled in the art.
Various aspects of the present invention are directed to providing a method for determining vehicle get-on-and-off places and an operation server utilizing the same.
An exemplary method for determining vehicle get-on-and-off places may include receiving a first destination and a first origin together with a vehicle call request from a first user terminal, setting a plurality of first candidate get-on places within a predetermined distance with respect to the first origin and a plurality of first candidate get-off places within a predetermined distance with respect to the first destination, generating a plurality of first get-on-and-off pairs by combination of the plurality of first candidate get-on places and the plurality of first candidate get-off places, determining a first passenger moving time based on a pre-get-on walking time from the first origin to the first candidate get-on place, a post-get-off walking time from the first candidate get-off place to the first destination, and a vehicle travel time required for a first vehicle to travel from the first candidate get-on place to the first candidate get-off place, for each of the plurality of first get-on-and-off pairs, determining a vehicle running time based on a cost for the first vehicle to travel through the first candidate get-on place and the first candidate get-off place, for each of the plurality of first get-on-and-off pairs, determining a total travel time by summing the first passenger moving time and the vehicle running time, for each of the plurality of first get-on-and-off pairs, and selecting a first get-on place and a first get-off place as a first candidate get-on place and a first candidate get-off place having a minimum total travel time from among a plurality of total travel times with respect to the plurality of first get-on-and-off pairs, respectively.
An exemplary method may further include receiving a second origin and a second destination with a vehicle call from a second user terminal, setting a plurality of second candidate get-on places within a predetermined distance with respect to the second origin, and setting a plurality of second candidate get-off places within a predetermined distance with respect to the second destination, generating a plurality of second get-on-and-off pairs by combination of the plurality of second candidate get-on places and the plurality of second candidate get-off places, and determining a second passenger moving time based on a pre-get-on walking time from the second origin to a second candidate get-on place, a post-get-off walking time from a second candidate get-off place to the second destination, and a vehicle travel time required for the first vehicle to travel from the second candidate get-on place to the second candidate get-off place, for each of the plurality of second get-on-and-off pairs. The vehicle running time may be determined further in consideration of the plurality of second get-on-and-off pairs. The total travel time may be determined by summing the first passenger moving time, the second passenger moving time, and the vehicle running time.
The determining of the vehicle running time may include determining a vehicle running time based on a cost for the first vehicle to travel through the first and second candidate get-on places, and the first and second candidate get-off places, for each in a plurality of entire paths obtained as combination of one in the plurality of first get-on-and-off pairs and one in the plurality of second get-on-and-off pairs.
The determining of the total travel time may determine the total travel time by summing a sum of the first passenger moving time and the second passenger moving time with the vehicle running time, for each in the plurality of entire paths.
An exemplary method may further include selecting a second candidate get-on place and a second candidate get-off place having a minimum total travel time from among a plurality of total travel times with respect to the plurality of entire paths as a second get-on place and a second get-off place with respect to the second user terminal. The selecting of the first get-on place and the first get-off place may include selecting the first candidate get-on place and the first candidate get-off place of the minimum total travel time as the first get-on place and the first get-off place with respect to the first user terminal.
For each of the plurality of first get-on-and-off pairs of a second vehicle, determining the first passenger moving time, determining the vehicle running time, and determining the total travel time are performed. The selecting may include selecting a vehicle corresponding to a minimum total travel time from among a plurality of total travel times with respect to the plurality of first get-on-and-off pairs of the first vehicle and the second vehicle, and selecting the first candidate get-on place and the first candidate get-off place of the minimum total travel time as the first get-on place and the first get-off place.
An exemplary method may further include receiving a second origin and a second destination with a vehicle call from a second user terminal, setting a plurality of second candidate get-on places within a predetermined distance with respect to the second origin, and setting a plurality of second candidate get-off places within a predetermined distance with respect to the second destination, generating a plurality of second get-on-and-off pairs by combination of the plurality of second candidate get-on places and the plurality of second candidate get-off places, determining a second passenger moving time based on a pre-get-on walking time from the second origin to a second candidate get-on place, a post-get-off walking time from a second candidate get-off place to the second destination, and a vehicle travel time required for the first vehicle to travel from the second candidate get-on place to the second candidate get-off place, for each of the plurality of second get-on-and-off pairs, and determining a third passenger moving time based on a pre-get-on walking time from the second origin to the second candidate get-on place, a post-get-off walking time from the second candidate get-off place to the second destination, and a vehicle travel time required for a second vehicle to travel from the second candidate get-on place to the second candidate get-off place, for each of the plurality of second get-on-and-off pairs. For each of the first vehicle and the second vehicle, the vehicle running time may be determined by adding one in the plurality of second get-on-and-off pairs to one in the plurality of first get-on-and-off pairs, and the total travel time may be determined by adding the second passenger moving time or the third passenger moving time to the first passenger moving time.
The determining of the vehicle running time may include determining the vehicle running time based on a cost for the first vehicle to travel through the first and second candidate get-on places, and the first and second candidate get-off places, for each in a plurality of entire paths obtained as combination of one in the plurality of first get-on-and-off pairs and one in the plurality of second get-on-and-off pairs, and determining the vehicle running time based on a cost for the second vehicle to travel through the first and second candidate get-on places, and the first and second candidate get-off places, for each in the plurality of entire paths.
The determining of the total travel time may include determining a total travel time for the first vehicle by summing a sum of the first passenger moving time and the second passenger moving time with the vehicle running time, for each in the plurality of entire paths, and determining a total travel time for the r by summing a sum of the first passenger moving time and the third passenger moving time with the vehicle running time, for each in the plurality of entire paths.
An exemplary method may further include selecting a vehicle corresponding to a minimum total travel time from among a plurality of total travel times with respect to the plurality of entire paths, of the first vehicle and the second vehicle, and selecting a second candidate get-on place and a second candidate get-off place of the minimum total travel time as a second get-on place and a second get-off place with respect to the second user terminal. The selecting of the first get-on place and the first get-off place may include selecting the first candidate get-on place and the first candidate get-off place of the minimum total travel time as the first get-on place and the first get-off place with respect to the first user terminal.
The determining of the first vehicle running time may include determining the vehicle running time by summing time values converted from a time and a fuel cost required to travel from a current position of the first vehicle to the first candidate get-off place via the first candidate get-on place.
The determining of the first passenger moving time may include determining the first passenger moving time by adding the vehicle travel time from the first candidate get-on place to the first candidate get-off place to a result obtained by multiplying a sum of the pre-get-on walking time and the post-get-off walking time by a first weight value with respect to a walking time.
The determining of the first total travel time may include determining the first total travel time by reflecting a characteristic adjustment value with respect to each of the first candidate get-on place and the first candidate get-off place in consideration of a passenger's profile who has called a vehicle.
The determining of the first total travel time may include determining the first total travel time by multiplying the vehicle running time by a weight value according to relative importance between convenience of a passenger and running cost reduction.
An exemplary operation server providing a transportation service at receiving a first destination and a first origin together with a vehicle call request from a first user terminal, may include an entire path generation module configured to set a plurality of first candidate get-on places within a predetermined distance with respect to the first origin and a plurality of first candidate get-off places within a predetermined distance with respect to the first destination, and generate a plurality of first get-on-and-off pairs by combination of the plurality of first candidate get-on places and the plurality of first candidate get-off places, a passenger moving time calculation module configured to determine a first passenger moving time, a pre-get-on walking time from the first origin to a first candidate get-on place, a post-get-off walking time from a first candidate get-off place to the first destination, and a vehicle travel time required for a first vehicle to travel from the first candidate get-on place to the first candidate get-off place, for each of the plurality of first get-on-and-off pairs, a vehicle running time calculation module configured to determine a vehicle running time based on a cost for the first vehicle to travel through the first candidate get-on place and the first candidate get-off place, for each of the plurality of first get-on-and-off pairs, a total travel time calculation module configured to determine a total travel time by summing the first passenger moving time and the vehicle running time, for each of the plurality of first get-on-and-off pairs, and a get-on-and-off place selection module configured to select a first get-on place and a first get-off place as a first candidate get-on place and a first candidate get-off place having a minimum total travel time from among a plurality of total travel times with respect to the plurality of first get-on-and-off pairs, respectively.
Upon receiving a second origin and a second destination together with a vehicle call from a second user terminal, the entire path generation module may be configured to set a plurality of second candidate get-on places within a predetermined distance with respect to the second origin, set a plurality of second candidate get-off places within a predetermined distance with respect to the second destination, and generate a plurality of second get-on-and-off pairs by combination of the plurality of second candidate get-on places and the plurality of second candidate get-off places, the passenger moving time calculation module may be configured to determine a second passenger moving time based on a pre-get-on walking time from the second origin to a second candidate get-on place, a post-get-off walking time from a second candidate get-off place to the second destination, and a vehicle travel time required for the first vehicle to travel from the second candidate get-on place to the second candidate get-off place, for each of the plurality of second get-on-and-off pairs, and the vehicle running time calculation module may be configured to determine the vehicle running time further in consideration of the plurality of second get-on-and-off pairs, and determine the total travel time by summing the first passenger moving time, the second passenger moving time, and the vehicle running time.
The vehicle running time calculation module may be further configured to determine a vehicle running time based on a cost for the first vehicle to travel through the first and second candidate get-on places, and the first and second candidate get-off places, for each in a plurality of entire paths obtained as combination of one in the plurality of first get-on-and-off pairs and one in the plurality of second get-on-and-off pairs.
The total travel time calculation module may be further configured to determine the total travel time by summing a sum of the first passenger moving time and the second passenger moving time with the vehicle running time, for each in the plurality of entire paths.
The get-on-and-off place selection module may be further configured to select a first candidate get-on place and a first candidate get-off place of a minimum total travel time from among a plurality of total travel times with respect to the plurality of entire paths as a get-on place and a get-off place with respect to the first user terminal, and select a second candidate get-on place and a second candidate get-off place of the minimum total travel time as a second get-on place and a second get-off place with respect to the second user terminal.
The operation server is configured to, for each of the plurality of first get-on-and-off pairs of a second vehicle, determine the first passenger moving time and the vehicle running time to determine the total travel time, select a vehicle corresponding to a minimum total travel time from among a plurality of total travel times with respect to the plurality of first get-on-and-off pairs of the first vehicle and the second vehicle, and select the first candidate get-on place and the first candidate get-off place of the minimum total travel time as the first get-on place and the first get-off place.
Upon receiving a second origin and a second destination together with a vehicle call from a second user terminal, the entire path generation module may be configured to set a plurality of second candidate get-on places within a predetermined distance with respect to the second origin, set a plurality of second candidate get-off places within a predetermined distance with respect to the second destination, and generate a plurality of second get-on-and-off pairs by combination of the plurality of second candidate get-on places and the plurality of second candidate get-off places,
The passenger moving time calculation module may be configured to determine a second passenger moving time based on a pre-get-on walking time from the second origin to a second candidate get-on place, a post-get-off walking time from a second candidate get-off place to the second destination, and a vehicle travel time required for the first vehicle to travel from the second candidate get-on place to the second candidate get-off place, for each of the plurality of second get-on-and-off pairs, and determine a third passenger moving time based on a pre-get-on walking time from the second origin to the second candidate get-on place, a post-get-off walking time from the second candidate get-off place to the second destination, and a vehicle travel time required for a second vehicle to travel from the second candidate get-on place to the second candidate get-off place.
The vehicle running time calculation module may be configured to determine the vehicle running time by adding one in the plurality of second get-on-and-off pairs to one in the plurality of first get-on-and-off pairs, for each of the first vehicle and the second vehicle. The total travel time calculation module may be configured to determine the total travel time by adding the second passenger moving time or the third passenger moving time to the first passenger moving time.
The entire path generation module may be configured to generate a plurality of entire paths obtained as combination of one in the plurality of first get-on-and-off pairs and one in the plurality of second get-on-and-off pairs, and
The vehicle running time calculation module may be configured to, for each in the plurality of entire paths, determine a vehicle running time based on a cost for the first vehicle to travel through the first and second candidate get-on places, and the first and second candidate get-off places, and determine a vehicle running time based on a cost for the second vehicle to travel through the first and second candidate get-on places, and the first and second candidate get-off places.
The total travel time calculation module may be configured to determine the total travel time by summing a sum of the first passenger moving time and the second passenger moving time with the vehicle running time, for the first vehicle, for each in the plurality of entire paths, and determine a total travel time for the second vehicle by summing a sum of the first passenger moving time and the third passenger moving time with the vehicle running time, for each in the plurality of entire paths.
The get-on-and-off place selection module may be configured to select a vehicle corresponding to a minimum total travel time from among a plurality of total travel times with respect to the plurality of entire paths, of the first vehicle and the second vehicle, select the first candidate get-on place and the first candidate get-off place of the minimum total travel time as the first get-on place and the first get-off place for the first user terminal, and select the second candidate get-on place and the second candidate get-off place of the minimum total travel time as the second get-on place and the second get-off place for the second user terminal.
The vehicle running time calculation module may be configured to determine the vehicle running time by summing time values converted from a time and a fuel cost required to travel from a current position of the first vehicle to the first candidate get-off place via the first candidate get-on place.
The passenger moving time calculation module may be configured to determine the first passenger moving time by adding the vehicle travel time from the first candidate get-on place to the first candidate get-off place to a result obtained by multiplying a sum of the pre-get-on walking time and the post-get-off walking time by a first weight value with respect to a walking time.
The total travel time calculation module may be configured to determine the first total travel time by reflecting a characteristic adjustment value with respect to each of the first candidate get-on place and the first candidate get-off place in consideration of a passenger's profile who has called a vehicle.
The total travel time calculation module may be configured to determine the first total travel time by multiplying the vehicle running time by a weight value according to relative importance between convenience of a passenger and running cost reduction.
Thus, according to various exemplary embodiments of the present invention, a method for determining vehicle get-on-and-off places and an operation server utilizing the same may be provided as such.
The methods and apparatuses of the present invention have other features and advantages which will be apparent from or are set forth in more detail in the accompanying drawings, which are incorporated herein, and the following Detailed Description, which together serve to explain certain principles of the present invention.
It may be understood that the appended drawings are not necessarily to scale, presenting a somewhat simplified representation of various features illustrative of the basic principles of the present invention. The specific design features of the present invention as included herein, including, for example, specific dimensions, orientations, locations, and shapes will be determined in part by the particularly intended application and use environment.
In the figures, reference numbers refer to the same or equivalent portions of the present invention throughout the several figures of the drawing.
Reference will now be made in detail to various embodiments of the present invention(s), examples of which are illustrated in the accompanying drawings and described below. While the present invention(s) will be described in conjunction with exemplary embodiments of the present invention, it will be understood that the present description is not intended to limit the present invention(s) to those exemplary embodiments. On the other hand, the present invention(s) is/are intended to cover not only the exemplary embodiments of the present invention, but also various alternatives, modifications, equivalents and other embodiments, which may be included within the spirit and scope of the present invention as defined by the appended claims.
Hereinafter, various exemplary embodiments included in the exemplary embodiment will be described in detail with reference to the accompanying drawings. In the exemplary embodiment, the same or similar components will be denoted by the same or similar reference numerals, and a repeated description thereof will be omitted. Terms “module” and/or “unit” for components used in the following description are used only to easily describe the specification. Therefore, these terms do not have meanings or roles that distinguish them from each other in and of themselves. In describing exemplary embodiments of the exemplary embodiment, when it is determined that a detailed description of the well-known art associated with the present invention may obscure the gist of the present invention, it will be omitted. The accompanying drawings are provided only to allow exemplary embodiments included in the exemplary embodiment to be easily understood and are not to be interpreted as limiting the spirit included in the exemplary embodiment, and it is to be understood that the present invention includes all modifications, equivalents, and substitutions without departing from the scope and spirit of the present invention.
Terms including ordinal numbers such as first, second, and the like will be used only to describe various components, and are not to be interpreted as limiting these components. The terms are only used to differentiate one component from other components.
It is to be understood that when one component is referred to as being “connected” or “coupled” to another component, it may be connected or coupled directly to the other component or may be connected or coupled to the other component with a further component intervening therebetween. Furthermore, it is to be understood that when one component is referred to as being “directly connected” or “directly coupled” to another component, it may be connected or coupled directly to the other component without a further component intervening therebetween.
It will be further understood that terms “comprise” and “have” used in the exemplary embodiment specify the presence of stated features, numerals, steps, operations, components, parts, or combinations thereof, but do not preclude the presence or addition of one or more other features, numerals, steps, operations, components, parts, or combinations thereof.
Furthermore, the terms “-er”, “-or”, and “module” described in the specification mean units for processing at least one function and operation, and may be implemented by hardware components or software components, and combinations thereof.
A passenger transportation service system 1 includes an operation server 10, user terminals 20_1 to 20_r, and vehicle terminals 30_1 to 30_n. Here, r and n are natural numbers greater than or equal to 1. The number r and n may be referred to as Nr and Nn in the present disclosure, for better understanding of the context.
Each of the vehicles providing the passenger transportation service is provided with a vehicle terminal, and
Transmission and reception of information between the user terminal 20 and the operation server 10 and transmittal and receival of information between the vehicle terminal 30 and the operation server 10 may be carried out through a communication network 40.
A user (hereinafter, also called a passenger) willing to use the passenger transportation service may input information associated to a destination and position information related to the user into the user terminal 20, and the user terminal 20 may transmit the input data to the operation server 10. The position information related to the user may be based on a currently recognized position utilizing a global positioning system (GPS) of the user terminal 20. Alternatively, the position information related to the user may be information associated with a position which the user specifies through the user terminal 20.
The user terminal 20 may be inputted with a vehicle call, a destination, and an origin from the passenger, and may transmit the destination and the origin together with notification of the vehicle call to the operation server 10. The origin may be a current position of the user terminal 20, and the current position may be recognized using the Global Positioning System (GPS) of the user terminal 20. Furthermore, the user terminal 20 may transmit the number of passengers, etc. Along with the origin and the destination to the operation server 10.
The user terminal 20 may receive information related to a get-on place and a get-off place from the operation server 10. The user terminal 20 may receive information from the operation server 10, such as a vehicle identification number, a vehicle driver's contact information, an expected arrival time of the vehicle to the get-on place (hereinafter, an expected get-on time), an expected arrival time of the vehicle to the get-off place (hereinafter, an expected get-off time), etc., along with the get-on place and the get-off place.
The contact information may be associated with an actual driver, but the present invention is not limited thereto. The contact information may be associated with, for example, an owner of the vehicle. For another example, the vehicle may be an autonomous vehicle, and in the instant case the contact information may be associated with a company that operates the passenger transportation service.
The user terminal 20 may receive charging information for a transportation service fare from the operation server 10 and pay the fare based on the charging information. The user terminal 20 may receive identification information for identifying a passenger from the operation server 10 through the communication network 40, and may display the identification information on a display of the user terminal 20.
The user terminal 20 may be a smart phone, a laptop, a tablet PC, etc., and an application to use the passenger transportation service may be provided in the user terminal 20. The user terminal 20 may perform the aforementioned operations through the provided application.
The vehicle terminal 30 is provided in each of the vehicles used in the passenger transportation service. The vehicle terminal 30 may transmits a current position of the vehicle to the operation server 10 in real time, and may receive, from the operation server 10, information related to the get-on place and the get-off place with respect to each passenger to use the vehicle and information related to an expected get-on time for each get-on place and an expected get-off time for each get-off place. The vehicle terminal 30 may also receive an identification information for each passenger to use the vehicle from the operation server 10. The identification information for each passenger may be transmitted from the operation server 10 to both of the user terminal 20 of each passenger and the vehicle terminal 30 of the vehicle to be used by each passenger.
The vehicle terminal 30 may be a smart phone, a laptop, a tablet PC, etc., and an application for providing the passenger transportation service may be provided in the vehicle terminal 30. The vehicle terminal 30 may perform the aforementioned operations through the provided application.
The operation server 10 receives information for the origin and the destination from the user terminal 20, and selects, among vehicles configured for providing the passenger transportation service, a vehicle to pass through the get-on place corresponding to the origin received from the user terminal 10 and the get-off place corresponding to the destination.
The operation server 10 may transmit the get-on place and the get-off place, the expected get-on time and the expected get-off time, and passenger identification information, to a vehicle terminal 30_i (here, i is a natural number from in 1 to n) of the selected vehicle, and to a user terminal 20_j (here, j is a natural number from 1 to r) that requested the vehicle call. Furthermore, the operation server 10 may further transmit the vehicle identification number, the vehicle driver's contact information, charging information to the user terminal 20_j, and the like.
Furthermore, the user terminal 20 may further perform an operation required to request the passenger transportation service, if applicable. The vehicle terminal 30 may further perform an operation required to provide the passenger transportation service, if applicable. The operation server 10 may provide a further service to the user terminal 20 or the vehicle terminal 30, if applicable. The content described in various exemplary embodiments of the present invention does not limit the application of the technology not described to the present invention. That is, a new service may be provided by combining the present invention with currently known technologies, and the contents described in various exemplary embodiments of the present invention do not limit such variation.
Hereinafter, a method for selecting the get-on place and the get-off place, and a vehicle to pass through the get-on place and the get-off place, which may be performed by the operation server 10,
As shown in
First at step S1, the user terminal 20 receives the vehicle call request from the passenger along with the origin and the destination, and transmits the vehicle call request to the operation server 10 along with information for the origin and the destination.
Subsequently at step S2, the communication module 150 of the operation server 10 receives the origin, the destination, and the vehicle call request from the user terminal 20.
Subsequently at step S3, the entire path generation module 100 of the operation server 10 searches for a candidate get-on place and a candidate get-off place for get-on and get-off around the origin and the destination. The entire path generation module 100 may search for, among candidate get-on-and-off places, the candidate get-on place within a predetermined distance from the origin based on a straight-line distance, a walking distance, a walking time, and the like from the origin, and may search for the candidate get-off place within a predetermined distance with respect to the destination based on a straight-line distance, a walking distance, a walking time, and the like to the destination. The operation server 10 may preset the candidate get-on-and-off places for every point of a service area for the transportation service, in consideration of distances from each point to get-on-and-off points where the vehicle may stop. Among the plurality of candidate get-on-and-off places, the operation server 10 may find the candidate get-on-and-off places close to the origin as the candidate get-on places, and may find the candidate get-on-and-off places close to the destination as the candidate get-on places.
At step S4, the entire path generation module 100 generates a plurality of get-on-and-off pairs by combining each in a plurality of candidate get-on places and each in a plurality of candidate get-off places, and generates an entire path for each in a plurality of get-on-and-off pairs. At the instant time, when two or more user terminals are involved, the entire path generation module 100 finds, based on the origin and the destination received from each user terminal, a plurality of candidate get-on places and a plurality of candidate get-off places, generates a plurality of get-on-and-off pairs for each user terminal, and selects one from the plurality of get-on-and-off pairs for each user terminal, to generate an entire path with respect to a plurality of user terminals. The entire path generation module 100 generates a plurality of entire paths for all combinations available by selecting one from the plurality of get-on-and-off pairs for each in the plurality of user terminals. Furthermore, when a plurality of vehicles is available for the transportation service, the entire path generation module 100 generates the plurality of entire paths for each in the plurality of vehicles in the same way as described above.
At step S5, the operation server 10 determines a plurality of total travel times with respect to the plurality of entire paths. The total travel time may be determined in consideration of a first walking distance from the origin to the candidate get-on place, a second walking distance from the candidate get-off place to the destination, a first walking time required to walk the first walking distance, a second walking time required to walk the second walking distance, a vehicle travel time for the vehicle to move from the origin to the destination, the passenger's preference based on the passenger's profile and the situation in which the transportation service is provided, the vehicle running time, an existing passenger's detour cost in the case that shared ride is available, and the like. Furthermore, when a plurality of vehicles is available for the transportation service, the operation server 10 determines the plurality of total travel times for each in the plurality of vehicles in the same way as described above.
The passenger moving time calculation module 110 determines the passenger moving time for each in the plurality of entire paths. The passenger moving time calculation module 110 determines a plurality of passenger moving times with respect to all in the plurality of entire paths by utilizing map information, traffic situation information, and the like. The passenger moving time includes, the first walking distance from the origin to the candidate get-on place, the second walking distance from the candidate get-off place to the destination, the first walking time required to walk the first walking distance, the second walking time required to walk the second walking distance, and the vehicle travel time for the vehicle to move from the candidate get-on place to the candidate get-off place. When a plurality of vehicle call requests, a plurality of origins, and a plurality of destinations are received from the plurality of user terminals, the passenger moving time calculation module 110 determines the passenger moving time for each in the plurality of user terminals, and determines the passenger moving time with respect to the one entire path by summing the plurality of passenger moving times with respect to the plurality of user terminals, according to one in the plurality of entire paths. Furthermore, when a plurality of vehicles is available for the transportation service, the passenger moving time calculation module 110 determines the plurality of passenger moving times for each in the plurality of vehicles in the same way as described above.
The vehicle running time calculation module 120 determines the vehicle running time in consideration of a total running time, a fuel cost, and the like of the vehicle for each in the plurality of entire paths. The vehicle running time corresponds to a running cost of the vehicle, and the vehicle running time calculation module 120 may generate the vehicle running time by converting the vehicle running cost for each in the plurality of entire paths to time. The vehicle running time calculation module 120 may determine a plurality of vehicle running times for all in the plurality of entire paths. For example, the vehicle running time calculation module 120 may determine the vehicle running time by adding the total running time for which the vehicle travels to provide the transportation service to the time converted from the fuel consumed by running of the vehicle, for one in the plurality of entire paths. Furthermore, when a plurality of vehicles is available for the transportation service, the vehicle running time calculation module 120 determines the plurality of vehicle running times for each in the plurality of vehicles in the same way as described above.
In determining the total travel time, in the case that a shared ride of the vehicle is available, the operation server 10 may consider a detour time of the existing passengers and a detour time according to the detour distance, according to the addition of the candidate get-on place and the candidate get-off place. The passenger moving time calculation module 110 adds all of a plurality of vehicle travel times according to the plurality of vehicle call requests, through which the detour time of the existing passengers due to shared riding may be reflected. All the vehicle travel time for each passenger are summed in determining the passenger moving time. However, the vehicle actually travels according to the entire path, and therefore, the result of sum of all the vehicle travel time for each passenger may be different from an actual travel time for the vehicle travel to transport the passengers. That is, in the passenger moving time, there is a time overlap between the vehicle travel time for each passenger. As the number of passengers increases due to shared riding, the number of the vehicle travel times increases in determining the passenger moving time, resulting in more time overlap. Through this, the detour time, the detour distance, and the like of the existing passengers may be reflected in the passenger moving time.
The total travel time calculation module 130 may determine the total travel time in consideration of the passenger's preference based on the passenger's profile and the situation in which the transportation service is provided along with the passenger moving time and the vehicle running time for each in the plurality of entire paths. The situation in which the transportation service is provided includes the day of the week, time, weather, and the like, and the passenger's profile includes the gender, age group of the passenger, and the like. For example, the total travel time calculation module 130 may set a higher preference for the candidate get-on place and the candidate get-off place which may provide a shorter walking time or availability of moving through buildings in rainy weather. Selectively, the total travel time calculation module 130 may set a higher preference for the candidate get-on place and the candidate get-off place on a wider street in the case of a female passenger during the late night. The higher the preference, the higher the weight value for the factor in determining the total travel time. Furthermore, when a plurality of vehicles is available for the transportation service, the total travel time calculation module 130 determines the plurality of total travel times for each in the plurality of vehicles in the same way as described above.
At step S6, the get-on-and-off place selection module 140 of the operation server 10 may select a minimum total travel time from among the plurality of total travel times with respect to the plurality of entire paths of the plurality of vehicles. The get-on-and-off place selection module 140 includes a memory 141, and stores the plurality of total travel times with respect to the plurality of entire paths with respect to each in the plurality of vehicles in the memory 141. The get-on-and-off place selection module 140 selects the minimum total travel time from among all of the plurality of total travel times with respect to the plurality of vehicles stored in the memory 141.
At step S7, the get-on-and-off place selection module 140 finally determines, a vehicle to run an entire path corresponding to the selected total travel time, the candidate get-on place included in the corresponding entire path, and the candidate get-off place included in the corresponding entire path, as the vehicle to transport the passenger, the get-on place for each passenger to get on the vehicle, and the get-off place for each passenger to get off the vehicle.
At step S8, the communication module 150 transmits the vehicle determined by the get-on-and-off place selection module 140, each get-on place, and each get-off place, to each of the user terminal 20_j. Then at step S9, the communication module 150 may transmit information related to the entire path and the get-on place and the get-off place for each passenger, to the vehicle terminal 30_i of the determined vehicle.
The modules introduced in the operation server 10 may mean a logical portion of a program executed by the operation server 10 to perform a specific function, which may be stored in the memory the operation server 10, and may be processed by a processor of the operation server 10. Such modules may be realized as software or a combination of software. The memory of the operation server 10 stores data related to information, and may include various types of memories such as a high-speed random access memory, a magnetic disk storage device, a flash memory device, and non-volatile memory such as a non-volatile solid-state memory device, and the like.
There may be two or more passengers using the vehicle in one instance of the vehicle call. Even if two or more passengers use the vehicle through the vehicle call request received from one user terminal 20, the two or more passengers move along the same path. Therefore, the number of passengers using the vehicle through one vehicle call does not affect the passenger moving time. However, since the number of people who may ride the vehicle is limited, the number of passengers which may use the vehicle through the one vehicle call may be limited.
The number of passengers who actually get on the vehicle may not be identical to the number of the vehicle call requests. That is, the number of passengers using the vehicle by the one vehicle call request may be two or more. Hereinafter, it will be described that “passenger” and “the vehicle call request” correspond to each other 1:1. That is, although there may be several passengers who use the vehicle by one vehicle call request, the term “passenger” hereinbelow refers to one representative passenger who actually requested the vehicle call, rather than all passengers getting on the vehicle.
Furthermore, each passenger may have one origin and one destination.
Hereinafter, a method for determining the total travel time by the operation server is described in detail with reference to a specific example. As described above, the total travel time is the cost for each vehicle with respect to one entire path which may transport all passengers. Therefore, when the number of cases of the entire paths is m, m total travel times are determined. Since the entire path may be derived differently for each vehicle, the operation server may determine m total travel times of each vehicle in n vehicles, to determine the total travel times with respect to all available entire paths for all vehicles. The number n is the number of all vehicles within the service area, and the m total travel times may differ for each vehicle. The operation server 10 may select a shortest total travel time from among all of the determined total travel times, to determine the get-on place and the get-off place with respect to each vehicle and each passenger.
The entire path generation module 100 sets the plurality of get-on-and-off pairs (a_1, c_1), . . . , (a_1, c_d), . . . , (a_b, c_1), . . . , and (a_b, c_d) from combinations of the candidate get-on places (a_1, . . . , a_b) and the candidate get-off places (c_1, c_d) for each passenger, where, b and d are natural numbers that are greater than or equal to 1. In the case of two or more passengers, the entire path generation module 100 may select one in the plurality of get-on-and-off pairs for each in all passengers, and may generate one entire path for all passengers by combination of the selected get-on-and-off pairs in consideration of get-on-and-off sequence for the get-on place and the get-off place of each passenger. The entire path generation module 100 may select one in the plurality of get-on-and-off pairs for each in all passengers, and may generate the plurality of entire paths for all drivable cases in consideration of get-on-and-off sequence for the get-on place and the get-off place of each passenger. For example, although there may be e passengers and the quantity of the plurality of get-on-and-off pairs may be different for each passenger, for convenience of the description, it is supposed that the plurality of get-on-and-off pairs with respect to each passenger is in a quantity off. Accordingly, the number of cases of all entire paths for all passengers becomes e!*f. That is, the operation server 10 may determine the total travel time with respect to each of the entire paths in the quantity of e!*f. When there is only one passenger, the number of cases for the entire paths is f.
The total travel time calculation module 130 may receive the passenger moving time and the vehicle running time for each in the plurality of entire paths from the passenger moving time calculation module 110 and the vehicle running time calculation module 120, and then may determine the total travel time by use of equation 1 shown below. In equation 1, a detour cost for the shared riding passenger is not included explicitly, but such is reflected in
That is, when there exists a shared riding passenger, the entire path is changed, and an overlapping time between the vehicle travel times of all passengers increases according to the changed entire path, from which the detour cost according to the path change may be reflected.
In equation 1, h means the total number of passengers, and g is a variable indicating each in the all passengers. The vehicle running time calculation module 120 applies, to equation 1, the time to transport all passengers in the vehicle and the vehicle running time based on the cost according to each in the plurality of entire paths. That is, in various exemplary embodiments of the present invention, the vehicle running cost is converted into time according to the unit of the total travel time. Here, a is a weight value that considers the relative importance between passenger convenience and running cost reduction. For example, when the proportion of passenger convenience is relatively increased, the total travel time calculation module 130 may adjust a to be less than 1, and when the proportion of running cost reduction is relatively increased, the total travel time calculation module 130 may adjust a to be greater than 1. Furthermore, the vehicle running time calculation module 120 may adjust the a value according to an increase or decrease in fuel cost per unit time. For example, the vehicle running time calculation module 120 may increase the a value when fuel cost per unit time increases, and decrease the a value when fuel cost per unit time decreases.
The passenger moving time calculation module 110 determines the passenger moving time for each passenger by use of equation 2.
the passenger moving time=(walking time*β)+the vehicle travel time [equation 2]
In equation 2, the walking time is the sum of the walking time for a passenger to walk from the origin to the candidate get-on place and the time to walk from the candidate get-off place to the destination. The vehicle travel time is time required for a corresponding passenger to travel from the candidate get-on place to the candidate get-off place. Here, β is a weight value for walking time, which is 1 by default, but may vary depending on the situation in which the transportation service is provided. For example, on a rainy day, passengers tend to prefer get-on and get-off places closer to the origin and the destination, even if the travel time is longer. In the instant case, the passenger moving time calculation module 110 adjusts the weight value β for the walking time to a value greater than 1. Accordingly, since the total travel time relatively decreases as the walking time becomes shorter, the get-on place and the get-off place having a shorter walking time are more likely to be selected.
The passenger moving time calculation module 110 may consider the passenger's profile in determining β. For example, when a passenger is a female and utilizes a vehicle at late night, in consideration of safety, preference for the candidate get-on place and the candidate get-off place on broad street is high. At the instant time, the passenger moving time calculation module 110 may reduce β for the candidate get-on place and the candidate get-off place on the broad street.
The total travel time calculation module 130 determines the total travel time according to equation 1, and determines the total travel time for all cases of entire paths. Furthermore, when a plurality of vehicles are available for the transportation service, the total travel time is determined for all cases of entire paths, with respect to each in all vehicles. The total travel time calculation module 130 determines the plurality of total travel times with respect to the plurality of entire paths, for all vehicles.
The get-on-and-off place selection module 140 selects a minimum value from among all of the plurality of total travel times determined by the total travel time calculation module 130. The operation server 10 may notify the vehicle terminal 30_i corresponding to the minimum value and transmit information related to the corresponding vehicle terminal 30_i to the user terminal 20_j through the communication module 150.
In the passenger transportation service, various factors such as distances from and to the origin and the destination, a walking time, the situation in which the transportation service is provided, the user profile, and the like are considered in selecting get-on-and-off points of the passengers, and therefore, convenient and safe get-on-and-off of the vehicle may be available for the passengers. At the same time, vehicle travel cost is also considered and therefore, cost may be minimized from the standpoint of providing the transportation service. In the case of the transportation service where shared riding is available, the existing passenger's detour cost is also considered, so that the inconvenience of shared riding may be minimized from the standpoint of the existing passenger.
The foregoing descriptions of specific exemplary embodiments of the present invention have been presented for purposes of illustration and description. They are not intended to be exhaustive or to limit the present invention to the precise forms disclosed, and obviously many modifications and variations are possible in light of the above teachings. The exemplary embodiments were chosen and described to explain certain principles of the present invention and their practical application, to enable others skilled in the art to make and utilize various exemplary embodiments of the present invention, as well as various alternatives and modifications thereof. It is intended that the scope of the present invention be defined by the Claims appended hereto and their equivalents.
| Number | Date | Country | Kind |
|---|---|---|---|
| 10-2020-0140298 | Oct 2020 | KR | national |
