1. A path decision system for a mobile services-sharing vehicle, the path decision system comprising:

a destination information acquisition unit configured to acquire destination information input by a plurality of passengers;

a candidate route calculation unit configured to obtain a plurality of candidate routes passing through all destinations based on destination information input by the plurality of passengers, calculate a cost and a distance required for each passenger to reach its respective destination for the plurality of candidate routes, and provide the candidate routes to the passengers to select respective preferred routes;

the final route determining unit is configured to calculate the total deviation between the candidate routes and the preferred routes of all passengers in the aspects of cost and distance to obtain a final route with the minimum total deviation value;

an execution unit configured to cause the shared vehicle to travel according to the final route.

2. The path decision system of claim 1, wherein the shared vehicle is an autonomous shared vehicle.

3. The route decision system according to claim 1 or 2, characterized in that the destination information acquisition unit includes or is configured to acquire the destination information input by the plurality of passengers from: a display device on the shared vehicle and/or a mobile device of the passenger.

4. The route decision system according to claim 1 or 2, wherein the candidate route calculation unit is further configured to select the N routes having the lowest total cost and distance (e.g. N-3) to be provided to the passenger for selecting the respective preferred route.

5. A route decision system according to claim 1 or 2 wherein the cost of a passenger to reach their respective destination is calculated by compensating for the cost in terms of the distance of their detour compared to directly reaching the destination.

6. A path decision system according to claim 1 or 2, characterised in that the total deviation comprises the total percentage of candidate paths that exceed or are greater than the preferred path in terms of cost and distance, or a count of times.

7. A vehicle, characterized in that it comprises a path decision system according to any of claims 1-6.

8. A method for route decision for a mobile services-sharing vehicle, the method comprising:

(1) acquiring destination information input by a plurality of passengers;

(2) obtaining a plurality of candidate routes passing through all destinations based on destination information input by the plurality of passengers, calculating cost and distance required by each passenger to reach the respective destination for the plurality of candidate routes, and providing the candidate routes for the passengers to select respective preferred routes;

(3) calculating the total deviation between the candidate routes and the preferred routes of all passengers in the aspects of cost and distance to obtain a final route with the minimum total deviation value;

(4) and enabling the shared vehicle to travel according to the final routing path.

9. The method of claim 8, wherein the shared vehicle is an autonomous shared vehicle.

10. The method according to claim 8 or 9, characterized in that in (1), the destination information input by the plurality of passengers is acquired from: a display device on the shared vehicle and/or a mobile device of the passenger.

11. The method of claim 8 or 9, wherein in (2), the N paths with the lowest total cost and distance (e.g., N-3) are selected for the passenger to select the respective preferred path.

12. A method according to claim 8 or 9, wherein in (2) the cost of passengers to reach their respective destination is calculated, the cost being compensated for according to the distance of their detour compared to the direct destination.

13. The method of claim 8 or 9, wherein in (3), the total deviation comprises a total percentage of candidate paths that exceed or are greater than the preferred path in terms of cost and distance, or a count of times.

14. A computer-readable storage medium, characterized in that a computer program is stored thereon, which computer program, when being executed by a processor, carries out the method according to any one of the claims 8-13.

Background

In sharing rental vehicles among multiple passengers, the multiple passengers often have different points of interest in addition to different destinations, for example, some passengers may be interested in price, some passengers may be interested in distance, and other passengers may be more interested in time to reach a destination.

Therefore, when a plurality of passengers share a rental car, it is necessary to select an appropriate route to balance the choices of all the passengers.

Disclosure of Invention

One object of the present disclosure is to obtain a final route that balances a preferred route of each passenger based on the appeal of the passenger by obtaining destinations and respective preferred routes of a plurality of passengers sharing a vehicle.

Thus, according to a first aspect of the present disclosure, there is provided a path decision system for a mobile services shared vehicle, the path decision system comprising:

a destination information acquisition unit configured to acquire destination information input by a plurality of passengers;

a candidate route calculation unit configured to obtain a plurality of candidate routes passing through all destinations based on destination information input by the plurality of passengers, calculate a cost and a distance required for each passenger to reach its respective destination for the plurality of candidate routes, and provide the candidate routes to the passengers to select respective preferred routes;

the final route determining unit is configured to calculate the total deviation between the candidate routes and the preferred routes of all passengers in the aspects of cost and distance to obtain a final route with the minimum total deviation value;

an execution unit configured to cause the shared vehicle to travel according to the final route.

According to an embodiment of the present disclosure, the shared vehicle is an autonomous shared vehicle.

According to an embodiment of the present disclosure, the destination information acquiring unit includes or is configured to acquire the destination information input by the plurality of passengers from: a display device on the shared vehicle and/or a mobile device of the passenger.

According to an embodiment of the present disclosure, the candidate route calculation unit is further configured to select N routes (e.g., N-3) with the lowest total cost and distance to be provided to the passenger to select the respective preferred routes.

According to embodiments of the present disclosure, when calculating the cost of passengers to reach their respective destinations, the cost is compensated according to the distance of their detours compared to directly reaching the destination.

According to an embodiment of the disclosure, the candidate route calculation unit is further configured to select the respective preferred route by providing the route to the passenger by: a display device on the shared vehicle and/or a mobile device of the passenger.

According to an embodiment of the present disclosure, the candidate route calculation unit is further configured to display to the passenger cost and distance information of the route for the passenger.

According to an embodiment of the present disclosure, the total deviation includes a total percentage of candidate paths exceeding or being greater than the preferred path in terms of cost and distance, or a count of times.

According to a second aspect of the present disclosure, there is provided a vehicle comprising a path decision system according to the first aspect of the present disclosure.

According to a third aspect of the present disclosure, there is provided a path decision method for a mobile services shared vehicle, the method comprising:

(1) acquiring destination information input by a plurality of passengers;

(2) obtaining a plurality of candidate routes passing through all destinations based on destination information input by the plurality of passengers, calculating cost and distance required by each passenger to reach the respective destination for the plurality of candidate routes, and providing the candidate routes for the passengers to select respective preferred routes;

(3) calculating the total deviation between the candidate routes and the preferred routes of all passengers in the aspects of cost and distance to obtain a final route with the minimum total deviation value;

(4) and enabling the shared vehicle to travel according to the final routing path.

According to an embodiment of the present disclosure, the shared vehicle is an autonomous shared vehicle.

According to an embodiment of the present disclosure, in (1), the destination information input by the plurality of passengers is acquired from: a display device on the shared vehicle and/or a mobile device of the passenger.

According to an embodiment of the present disclosure, in (2), N paths (e.g., N — 3) with the lowest total cost and distance are selected and provided to the passenger to select the respective preferred paths.

According to embodiments of the present disclosure, when calculating the cost of passengers to reach their respective destinations, the cost is compensated according to the distance of their detours compared to directly reaching the destination.

According to an embodiment of the present disclosure, in (2), the paths are provided to the passenger to select the respective preferred paths by: a display device on the shared vehicle and/or a mobile device of the passenger.

According to an embodiment of the present disclosure, in (2), providing the routes to the passenger to select the respective preferred routes includes displaying to the passenger cost and distance information of the routes for the passenger.

In (3), according to an embodiment of the present disclosure, the total deviation includes a total percentage of the candidate paths exceeding or being greater than the preferred path in terms of cost and distance, or a count of times.

According to a fourth aspect of the present disclosure, there is provided a computer readable storage medium having stored thereon a computer program which, when executed by a processor, implements the method of any of the above.

By utilizing the route decision system and the route decision method disclosed by the invention, the shared vehicle can send a plurality of passengers to respective destinations by balancing the preferred routes of the plurality of passengers, so that the transportation efficiency of the shared vehicle can be improved, and taxi resources can be optimally configured.

Drawings

The present disclosure may be better understood from the following description of specific embodiments thereof taken in conjunction with the accompanying drawings, in which like reference numerals identify identical or functionally similar elements.

Fig. 1 shows a schematic view of a system according to one embodiment of the present disclosure.

Fig. 2 shows a candidate path schematic diagram of some scenarios according to one embodiment of the present disclosure.

Fig. 3 shows a block flow diagram of a method according to an embodiment of the present disclosure.

Detailed Description

Hereinafter, embodiments of the present disclosure are described with reference to the drawings. The following detailed description and drawings are provided to illustrate the principles of the disclosure, which is not to be limited to the preferred embodiments described, but is to be defined by the appended claims. The disclosure will now be described in detail with reference to exemplary embodiments thereof, some of which are illustrated in the accompanying drawings. The following description refers to the accompanying drawings, in which like reference numerals refer to the same or similar elements in different drawings unless otherwise indicated. The aspects described in the following exemplary embodiments do not represent all aspects of the present disclosure. Rather, these aspects are merely examples of systems and methods according to various aspects of the present disclosure recited in the appended claims.

According to the route decision system disclosed by the invention, the route is selected in a mode that the cost and the distance are suitable as a whole by acquiring the destination information input by a plurality of passengers and respective preferred routes. Thus, the path decision system may be mounted on or applied to a vehicle. The vehicle may be an internal combustion engine vehicle using an internal combustion engine as a drive source, an electric vehicle or a fuel cell vehicle using an electric motor as a drive source, a hybrid vehicle using both of the above as drive sources, or a vehicle having another drive source. The vehicle is preferably an autonomous vehicle which is operated by no driver at the driving position, so that an autonomous vehicle is more suitable for installing a route decision system according to the present disclosure.

The autonomous vehicles referred to herein include fully autonomous vehicles, as well as vehicles having autonomous driving modes. The automatic driving vehicle applicable to the present disclosure has the following basic features: for example, such vehicles are mounted with various sensors or positioning devices, such as an image pickup device, a laser radar, a millimeter wave radar, an ultrasonic sensor, a vehicle networking (V2X) communication device, a High Automated Driving (HAD) map, and the like, which are capable of detecting the environment around the vehicle such as surrounding objects, obstacles, infrastructure, and the like; these vehicles are able to detect the location of the current vehicle through Global Navigation Satellite System (GNSS) and one or a combination of sensor detection and HAD maps; the vehicles can obtain navigation paths through the online server; these vehicles are able to plan a route to be traveled based on the perception and location results; such vehicles can also send control commands to the powertrain, braking system, steering system, etc. based on the planned route.

Fig. 1 illustrates a path decision system 100 for a mobile services shared vehicle in accordance with an embodiment of the disclosure. As shown in fig. 1, the path decision system 100 includes a destination information acquisition unit 110, a candidate path calculation unit 120, a final path determination unit 130, and an execution unit 140.

In the present disclosure, the shared vehicle may be a shared taxi, preferably a web contract shared taxi. The shared vehicle means that two or more passengers can ride the shared vehicle together in the present disclosure, so that the passengers can reach their respective destinations more economically. In one embodiment, the passenger may use a sharing mode when calling, i.e., be willing to ride the same vehicle with other passengers in roughly the same direction. However, it will be appreciated that since two or more passengers share the shared vehicle, the time and/or distance traveled by each passenger to actually reach the destination may be longer than the time and/or distance traveled by the passenger directly to his destination. For shared vehicle use, for example, as illustrated in fig. 2a, for A, B to go to respective destinations respectively, if the departure points O and A, B constitute equilateral triangles, it is apparent that the distance (OA + OB) from O to A, B respectively is equal to the distance from O to a to B (OA + AB) or from O to B to a (OA + BA). In this case, it is uneconomical for the two passengers to use the same shared vehicle A, B as a whole.

In the present disclosure, the shared vehicle may be an autonomous vehicle. Because the autonomous vehicles do not have occupants to coordinate the individual passengers of the shared vehicle, the autonomous shared vehicle is more suitable for installing the route decision system 100 of the present disclosure.

In the present disclosure, the shared vehicle fee may be determined based on a vehicle use fee and a road toll (e.g., a high-speed fee). The vehicle usage cost is usually calculated according to the travel distance, for example, how many money is per kilometer, and the basic cost can be added on the basis of the travel distance. Vehicle usage fees may also include waiting fees for traffic congestion or other reasons to stop waiting. Typically, a vehicle traveling through a toll road requires payment of a toll fee, and in one embodiment, a passenger may not share the toll fee resulting from reaching other passenger destinations if the best route to reach his destination directly does not pass through the toll road.

In fig. 1, the destination information acquiring unit 110 is configured to acquire destination information input by a plurality of passengers. In a particular embodiment, the destination information obtaining unit 110 may comprise a display device on the shared vehicle and/or a mobile device of the passenger. In another specific embodiment, the destination information acquiring unit 110 is configured to acquire the destination information input by the plurality of passengers from: a display device on the shared vehicle and/or a mobile device of the passenger. Each passenger enters his destination either before boarding through a mobile device or after boarding through a display device within the vehicle. In the case where the shared vehicle is a taxi in the net, when a passenger calls the taxi, the passenger receives destination information input by the passenger through an application program or application software (APP) or the like installed on or applied to the mobile device, and transmits the destination information to the destination information obtaining unit 110, for example, through a mobile network. In one embodiment, the navigation path planning and display device provided for each passenger in the vehicle may be installed at any location suitable for the passenger to use, such as in front of or beside each seat.

In fig. 1, the candidate route calculation unit 120 is configured to obtain a plurality of candidate routes passing all destinations based on destination information input by the plurality of passengers, and calculate, for the plurality of candidate routes, each passenger's arrival toThe candidate routes are provided to the passenger for selection of the respective preferred route for the cost and distance required to reach their respective destination. A candidate route to all destinations may traverse all sequential combinations that may reach all passengers, for example, for three passengers starting from location O to destinations A, B and C, respectively, with the following possibilities: o is>>A>>B>>C；O>>A>>C>>B；O>>B>>A>>C；O>>B>>C>>A；O>>C>>A>>B；O>>C>>B>>A; as schematically illustrated in fig. 2b, wherein two paths are schematically shown. For a route, the distance required for a passenger to reach their respective destination can be taken from the map according to the route; the calculation of the cost of passengers to reach their respective destinations requires consideration of the distance of their detours compared to directly reaching the destination, with more compensation being obtained for the farther detours are located. This can be done by comparing the distance it directly reaches its destination with the distance it reaches its destination according to the route. In one specific example, as illustrated in FIG. 2c, A reaches the destination directly by OA at a cost of X₀B is OB as the distance to the destination and Y as the cost₀For a and B sharing one path of the vehicle, the distances are OA and (OA + AB), respectively, and the total cost is Z (generally Z should be less than X)₀+Y₀). If bypass compensation is not considered, this can be calculated as: the cost of A is Z X₀/(X₀+Y₀) The cost of B is Z x Y₀/(X₀+Y₀) (ii) a If path compensation is considered, it can be calculated as follows: x₁＝X₀*OA/OA，Y₁＝Y₀OB/(OA + AB), the cost of A is Z X₁/(X₁+Y₁) The cost of B is Z x Y₁/(X₁+Y₁). Here, since a has no detour, the coefficient is 1; b is a coefficient OB/(OA + AB) smaller than 1 due to the presence of detour. Of course, the detour compensation may be calculated in other ways, for example, by multiplying by different coefficients; it is preferable to use different coefficients for the peak hours on and off duty and the time at ordinary times. The cost of the passenger to reach their respective destination on a per-route basisAnd distance, selecting own preferred path.

In the embodiment, the distance is used as a measurement factor to calculate, and the distance can be replaced by time or supplemented. In general, longer distances mean longer time required, and for a passenger to catch up in time, a shorter distance path will generally be preferred. Under the condition of considering time, road condition factors can be taken into consideration, and real-time road conditions on a path can be obtained from the HAD map. By comparing the time it takes to reach its destination directly with the time it takes to reach its destination according to the route, it is sometimes more reasonable to compensate according to the time of the detour. The principle and idea of compensation based on the time of detour can be referred to the above compensation based on the distance of detour.

In this embodiment, for the case of sharing more passengers, there may be more possible routes passing through all destinations, and in order to optimize the system, N routes (for example, N ═ 3, 5, or 7) with the lowest total cost and distance may be selected and provided to the passengers to select their respective preferred routes.

In an embodiment, the candidate route calculation unit 120 is further configured to select the respective preferred route by providing the route to the passenger by: a display device on the shared vehicle and/or a mobile device of the passenger. Preferably, the candidate route calculation unit 120 is further configured to display to the passenger the cost and distance information of the route for the passenger.

In fig. 1, the final route determining unit 130 is configured to calculate total deviations in terms of cost and distance between the candidate routes and the preferred routes of all passengers, and obtain a final route with a minimum total deviation value. The final path determination unit 130 selects a path whose final path should consider the preferred paths of all passengers and which should be closest to the preferred paths of all passengers. The total deviation may include a total percentage of candidate paths that exceed or are greater than the preferred path in terms of cost and distance, or a count of times. Specifically, the sum of the percentage of the candidate route whose cost exceeds the preferred route of all passengers, the sum of the percentage of the candidate route whose distance is greater than the preferred route of all passengers, and the sum of both sums as the total deviation; it is also possible to count the number of times the cost of a candidate route exceeds the preferred routes of all passengers, count the number of times the distance of the candidate route is greater than the preferred routes of all passengers, and add the two count values as a total deviation. In a specific embodiment, if two or more final routes with the smallest total deviation appear, the compensation level for detour needs to be increased at the candidate route calculation unit 120, the cost and distance required for each passenger to reach their respective destination are recalculated for a plurality of candidate routes passing through all the destinations, and the candidate routes are provided to the passengers to select the respective preferred routes.

In fig. 1, the execution unit 140 is configured to cause the shared vehicle to travel according to the final route. And for the manned vehicle, the vehicle can travel according to the final route. For an autonomous vehicle, the vehicle travels along the final routing path by automatically controlling acceleration, deceleration, steering, and the like.

The path decision system of the mobile services sharing vehicle described above may be installed on a vehicle, in particular an autonomous vehicle. Accordingly, the present disclosure relates to a vehicle comprising the path decision system described above. However, it will be appreciated by those skilled in the art that the route decision system may also be installed on or applied to the mobile device in the form of an application program or application software (APP) or the like, for example, integrated into platform software and/or taxi calling software for a network reservation rental car.

A path decision method of a mobile service-sharing vehicle according to an embodiment of the present disclosure will be described below with reference to the accompanying drawings. Fig. 3 is a flowchart illustrating a path decision method S100 according to an embodiment of the present disclosure. The path decision method S100 is performed by the path decision system 100 described above.

As shown in fig. 3, in step S110, destination information input by a plurality of passengers is acquired. The destination information input by the plurality of passengers may be acquired from: a display device on the shared vehicle and/or a mobile device of the passenger. Each passenger enters his destination either before boarding through a mobile device or after boarding through a display device within the vehicle. In case the shared vehicle is a taxi in the net, the passenger receives the destination information entered by the passenger when he calls the car, e.g. over a mobile network, by means of an application or application software (APP) or the like installed on or applied to the passenger's mobile device. The navigation path planning and display device is arranged in the vehicle for each passenger, and can be arranged at any position suitable for the passenger to use, such as the front or the side of each seat.

In step S120, a plurality of candidate routes passing through all destinations are obtained based on destination information input by the plurality of passengers, costs and distances required for each passenger to reach its respective destination are calculated for the plurality of candidate routes, and the candidate routes are provided to the passengers to select respective preferred routes.

In this embodiment, a candidate route that is routed through all destinations may traverse all sequential combinations that may reach all passengers, for example, for three passengers departing from location O to destinations A, B and C, respectively, the candidate routes have the following possibilities: o is>>A>>B>>C；O>>A>>C>>B；O>>B>>A>>C；O>>B>>C>>A；O>>C>>A>>B；O>>C>>B>>A; as schematically illustrated in fig. 2b, wherein two paths are schematically shown. For a path, the distance required for a passenger to reach their respective destination can be calculated from the path; the calculation of the cost of passengers to reach their respective destinations requires consideration of the distance of their detours compared to directly reaching the destination, with more compensation being obtained for the farther detours are located. This can be done by comparing the distance it directly reaches its destination with the distance it reaches its destination according to the route. In one specific example, as illustrated in FIG. 2c, A reaches the destination directly by OA at a cost of X₀(ii) a The direct destination distance of B is OB and the cost is Y₀(ii) a For one path of the shared vehicle (O)>>A>>B) The distances of A and B are OA and (OA + AB), respectively, and the total cost is Z (A), (B), B and BIn general Z should be less than X₀+Y₀). If bypass compensation is not considered, the cost of A, B may be calculated as: the cost of A is Z X₀/(X₀+Y₀) The cost of B is Z x Y₀/(X₀+Y₀) (ii) a If path compensation is considered, the cost of A, B may be calculated as: x₁＝X₀*OA/OA，Y₁＝Y₀OB/(OA + AB), the cost of A is Z X₁/(X₁+Y₁) The cost of B is Z x Y₁/(X₁+Y₁). Here, since a has no detour, the coefficient is 1; b is a coefficient OB/(OA + AB) smaller than 1 due to the presence of detour. Of course, the detour compensation may be calculated in other ways, for example, by multiplying by different coefficients; it is preferable to use different coefficients for the peak hours on and off duty and the time at ordinary times. The passenger selects his preferred route based on the cost and distance required for each route to reach his respective destination.

In the embodiment, the distance is used as a measurement factor to calculate, and the distance can be replaced by time or supplemented. In general, longer distances mean longer time required, and for a passenger to catch up in time, a shorter distance path will generally be preferred. Under the condition of considering time, road condition factors can be taken into consideration, and real-time road conditions on a path can be obtained from the HAD map. By comparing the time it takes to reach its destination directly with the time it takes to reach its destination according to the route, it is sometimes more reasonable to compensate according to the time of the detour. The principle and idea of compensation based on the time of detour can be referred to the above compensation based on the distance of detour.

In this embodiment, for the case of sharing more passengers, there may be more possible routes passing through all destinations, and in order to optimize the system, N routes (for example, N ═ 3, 5, or 7) with the lowest total cost and distance may be selected and provided to the passengers to select their respective preferred routes.

In an embodiment, the paths may be provided to the passenger to select the respective preferred path by: a display device on the sharing vehicle and/or a mobile device of the passenger; preferably, the passenger is displayed with fare and distance information for the passenger for the path.

In step S130, for the candidate routes, the total deviation between the candidate routes and the preferred routes of all passengers in terms of cost and distance is calculated, and a final route with the minimum total deviation value is obtained. The final path is selected taking into account the preferred paths of all passengers and the final path should be the one closest to the preferred paths of all passengers. The total deviation may include the candidate route exceeding or being greater than the total percentage of the preferred routes for all passengers in terms of cost and distance, or a count of times. Specifically, the costs of the candidate paths of the passenger exceeding the percentage of the preferred path may be added, the distance of the candidate paths of the passenger being greater than the percentage of the preferred path may be added, and the two sums may be added as the total deviation; it is also possible to count the number of times the cost of the passenger's candidate route exceeds the preferred route, count the number of times the distance of the passenger's candidate route is greater than the preferred route, and add the two count values as a total deviation. In a specific embodiment, if two or more final routes with the smallest total deviation are present, the compensation level for detours needs to be increased in step S120, the cost and distance required for each passenger to reach their respective destination are recalculated for a plurality of candidate routes via all destinations, and the candidate routes are provided to the passengers to select the respective preferred routes.

In step S140, the shared vehicle is caused to travel according to the final route. And for the manned vehicle, the vehicle can be navigated to travel according to the final route. For an autonomous vehicle, the vehicle travels along the final routing path by automatically controlling acceleration, deceleration, steering, and the like.

The method of the present disclosure may be accomplished by using a computer program, calculating candidate routes to be provided to the passenger for selection by the computer program according to destination information input by the plurality of passengers acquired in step S110, obtaining a final route closest to all the selected routes according to the routes selected by the passenger, and performing driving according to the final route. Accordingly, the present disclosure may also include a computer-readable storage medium having stored thereon a computer program which, when executed by a processor, implements the method described in embodiments of the present disclosure.

It will be understood by those skilled in the art that the division and order of the various steps in the path decision method of the present disclosure are merely illustrative and not restrictive, and that various omissions, additions, substitutions, modifications and changes may be made by those skilled in the art without departing from the spirit and scope of the present disclosure as set forth in the appended claims and their equivalents.

The technical features of the above embodiments can be arbitrarily combined, and for the sake of brevity, all possible combinations of the technical features in the above embodiments are not described, but should be considered as the scope of the present specification as long as there is no contradiction between the combinations of the technical features.

While the present disclosure has been described in connection with embodiments, it is to be understood by those skilled in the art that the foregoing description and drawings are merely illustrative and not restrictive of the disclosed embodiments. Various modifications and variations are possible without departing from the spirit of the disclosure.