Patent Publication Number: US-2023147258-A1

Title: Method for managing travel, travel management apparatus, and non-transitory computer-readable recording medium

Description:
TECHNICAL FIELD 
     The present disclosure relates to a method for managing travel, a travel management apparatus, and a non-transitory computer-readable recording medium. 
     This application claims priority based on Japanese Patent Application No. 2020-081815 filed on May 7, 2020, and the entire contents of the Japanese patent application are incorporated herein by reference. 
     BACKGROUND ART 
     PTL1 discloses a technique related to delivery support that enables delivery work to be performed within an allowable time. In the PTL 1, a management terminal apparatus is used for delivery support. The management terminal displays the delay time of delivery (see FIG. 23 of PTL 1). The delay time of delivery is obtained as a time difference between the scheduled delivery time and the actual delivery time. 
     CITATION LIST 
     Patent Literature 
     PTL 1: JP2018-73032A 
     PTL2: JPH10-232991A 
     SUMMARY OF INVENTION 
     One aspect of the present disclosure is a method for managing travel of a vehicle. The method of the present disclosure includes acquiring, by a processing apparatus, travel plan data of the vehicle, and travel record data including a travel record of the vehicle having traveled along a travel route included in the travel plan data, generating, by the processing apparatus, scheduled and actual arrival time difference data indicating a first scheduled and actual time difference, based on the travel plan data and the travel record data, the first scheduled and actual time difference being a difference between a scheduled time at which the vehicle arrives at a stopover points on the travel route and a time at which the vehicle actually arrives at the stopover points or a difference between a scheduled time at which the vehicle arrives at a destination point on the travel route and a time at which the vehicle actually arrives at the destination point, generating, by the processing apparatus, scheduled and actual departure time difference data indicating a second scheduled and actual time difference, based on the travel plan data and the travel record data, the second scheduled and actual time difference being a difference between a scheduled time at which the vehicle departs from a starting point on the travel route and a time at which the vehicle actually departs from the starting point or a difference between a scheduled time at which the vehicle departs from the stopover point and a time at which the vehicle actually departs from the stopover point, and generating display data including the scheduled and actual arrival time difference data and the scheduled and actual departure time difference data. The travel plan data includes scheduled times at which the vehicle departs from the starting point and the stopover point, and scheduled times at which the vehicle arrives at the stopover points and the destination point, and the travel record data includes times at which the vehicle actually departs from the starting point and the stopover point, and times at which the vehicle actually arrives at the stopover point and the destination point. 
     Another aspect of the present disclosure is an apparatus for managing travel of a vehicle. The apparatus of the present disclosure includes a memory, and a processor configured to read a computer program stored in the memory and execute a method for managing travel of the vehicle. The method includes acquiring travel plan data of the vehicle, and travel record data including a travel record of the vehicle having traveled along a travel route included in the travel plan data, generating scheduled and actual arrival time difference data indicating a first scheduled and actual time difference, based on the travel plan data and the travel record data, the first scheduled and actual time difference being a difference between a scheduled time at which the vehicle arrives at a stopover point on the travel route and a time at which the vehicle actually arrives at the stopover point, or a difference between a scheduled time at which the vehicle arrives at a destination point on the travel route and a time at which the vehicle actually arrives at the destination point, generating scheduled and actual departure time difference data indicating a second scheduled and actual time difference, based on the travel plan data and the travel record data, the second scheduled and actual time difference being a difference between a scheduled time at which the vehicle departs from a starting point on the travel route and a time at which the vehicle actually departs from the starting point, or a difference between a scheduled time at which the vehicle departs from the stopover point and a time at which the vehicle actually departs from the stopover point, and generating display data including the scheduled and actual arrival time difference data and the scheduled and actual departure time difference data. The travel plan data includes scheduled times at which the vehicle departs from the starting point and the stopover point, and scheduled times at which the vehicle arrives at the stopover point and the destination point, and the travel record data includes times at which the vehicle actually departs from the starting point and the stopover points, and times at which the vehicle actually arrives at the stopover point and the destination point. 
     Another aspect of the present disclosure is a non-transitory computer-readable recording medium storing a computer program. The computer program of the present disclosure causes a computer to execute an analysis process, the analysis process includes acquiring travel plan data of a vehicle, and travel record data including a travel record of the vehicle having traveled along a travel route included in the travel plan data, generating scheduled and actual arrival time difference data indicating a first scheduled and actual time difference, based on the travel plan data and the travel record data, the first scheduled and actual time difference being a difference between a scheduled time at which the vehicle arrives at a stopover point on the travel route and a time at which the vehicle actually arrives at the stopover point, or a difference between a scheduled time at which the vehicle arrives at a destination point on the travel route and a time at which the vehicle actually arrives at the destination point, generating scheduled and actual departure time difference data indicating a second scheduled and actual time difference, based on the travel plan data and the travel record data, the second scheduled and actual time difference being a difference between a scheduled time at which the vehicle departs from a starting point on the travel route and a time at which the vehicle actually departs from the starting point, or a difference between a scheduled time at which the vehicle departs from the stopover point and a time at which the vehicle actually departs from the stopover point, and generating display data including the scheduled and actual arrival time difference data and the scheduled and actual departure time difference data. The travel plan data includes scheduled times at which the vehicle departs from the starting point and the stopover point, and scheduled times at which the vehicle arrives at the stopover point and the destination point, and the travel record data includes times at which the vehicle actually departs from the starting point and the stopover point, and times at which the vehicle actually arrives at the stopover point and the destination point. 
    
    
     
       BRIEF DESCRIPTION OF DRAWINGS 
         FIG.  1    is a configuration diagram of a travel management system including a travel management apparatus. 
         FIG.  2    is a data structure diagram showing travel plan data. 
         FIG.  3    is a data structure diagram showing travel record data. 
         FIG.  4    is a flow chart of the scheduled and actual time difference analysis process. 
         FIG.  5    is a data structure diagram of scheduled and actual arrival time difference data. 
         FIG.  6    is a structure diagram of an evaluation table. 
         FIG.  7    is a data structure diagram of scheduled and actual departure time difference data. 
         FIG.  8    is a data structure diagram of scheduled and actual movement time difference data. 
         FIG.  9    is a schematic diagram of an exemplary screen. 
         FIG.  10    is a schematic diagram of an exemplary screen. 
         FIG.  11    is a schematic diagram of an exemplary screen. 
         FIG.  12    is a schematic diagram of an exemplary screen. 
         FIG.  13    is a schematic diagram of an exemplary screen. 
         FIG.  14    is a schematic diagram of a modified example of the link. 
     
    
    
     DESCRIPTION OF EMBODIMENTS 
     Problems to be Solved by Present Disclosure 
     When making a new travel plan for a vehicle, the cause of the delay that has actually occurred in the past should be considered. If the cause of the delay can be easily grasped, it is useful for analyzing the delay. 
     However, in the PTL 1, the time set as a schedule is only a single time called “scheduled delivery time”. The display of the delay time such as PTL1 is useful for determining whether or not delivery has been performed as scheduled, but is not necessarily effective for grasping the cause of the delay. For example, it is difficult to determine whether the cause of the delay is during movement between delivery destinations or during work at a delivery destination from the display of the delay time such as PTL1. 
     The delay that occurs during travel between delivery destinations is, for example, a delay due to traffic congestion. The delay occurring during the work at the delivery destination is, for example, a delay due to prolonged work such as unloading after arriving at the delivery destination. 
     It would be desirable to make analysis of such delays easier. 
     Advantageous Effects of Present Disclosure 
     The present disclosure facilitates the analysis of delay. 
     Description of Embodiments of Present Disclosure 
     (1) A method for managing travel of a vehicle according to an embodiment includes acquiring, by a processing apparatus, travel plan data of the vehicle, and travel record data including a travel record of the vehicle having traveled along a travel route included in the travel plan data, generating, by the processing apparatus, scheduled and actual arrival time difference data indicating a first scheduled and actual time difference, based on the travel plan data and the travel record data, the first scheduled and actual time difference being a difference between a scheduled time at which the vehicle arrives at stopover point on the travel route and a time at which the vehicle actually arrives at the stopover point or a difference between a scheduled time at which the vehicle arrives at a destination point on the travel route and a time at which the vehicle actually arrives at the destination point, generating, by the processing apparatus, scheduled and actual departure time difference data indicating a second scheduled and actual time difference, based on the travel plan data and the travel record data, the second scheduled and actual time difference being a difference between a scheduled time at which the vehicle departs from a starting point on the travel route and a time at which the vehicle actually departs from the starting point or a difference between a scheduled time at which the vehicle departs from the stopover point and a time at which the vehicle actually departs from the stopover point, and generating display data including the scheduled and actual arrival time difference data and the scheduled and actual departure time difference data. The travel plan data includes scheduled times at which the vehicle departs from the starting point and the stopover point, and scheduled times at which the vehicle arrives at stopover points and the destination point, and the travel record data includes times at which the vehicle actually departs from the starting point and the stopover point, and times at which the vehicle actually arrives at the stopover point and the destination point. In this case, since the scheduled and actual arrival time difference data and the scheduled and actual departure time difference data are displayed, it is easy to analyze the delay. 
     (2) The scheduled and actual arrival time difference data includes a first graphical image representing the first scheduled and actual time difference without using characters or numbers. The method for managing travel according to the embodiment may include displaying the first graphical image on a screen of a display device. In this case, the scheduled and actual arrival time difference can be visually grasped. 
     (3) The scheduled and actual departure time difference data includes a second graphical image representing the second scheduled and actual time difference without using characters or numbers. The method for managing travel according to the embodiment may include displaying the second graphical image on a screen of a display device. In this case, the scheduled and actual departure time difference can be visually grasped. 
     (4) When the first scheduled and actual time difference is a difference between a scheduled time at which the vehicle arrives at the stopover point and a time at which the vehicle actually arrives at the stopover point, the first graphical image is displayed in an area of the screen, the area of the screen showing the stopover points, and when the first scheduled and actual time difference is a difference between a scheduled time at which the vehicle arrives at the destination point and a time at which the vehicle actually arrives at the destination point, the first graphical image may be displayed in an area of the screen, the area of the screen showing the destination point. In this case, the correspondence between the first scheduled and actual time difference at the stopover point and the destination point becomes clear, and the analysis of the delay becomes easy. 
     (5) When the second scheduled and actual time difference is a difference between a scheduled time at which the vehicle departs from the starting point and a time at which the vehicle actually departs from the starting point, the second graphical image may be displayed in an area of the screen, the area of the screen showing the starting point, and when the second scheduled and actual time difference is a difference between a scheduled time at which the vehicle departs from the stopover point and a time at which the vehicle actually departs from the stopover point, the second graphical image is displayed in an area of the screen, the area of the screen showing the stopover points. In this case, the correspondence between the second scheduled and actual time difference at the starting point and the stopover point becomes clear, and the analysis of the delay becomes easy. 
     (6) The screen may show a map including the travel route of the vehicle. In this case, the delay can be analyzed on the map. 
     (7) The display data may further include scheduled and actual movement time difference data indicating a scheduled and actual movement time difference, the scheduled and actual movement time difference being a difference between a scheduled time taken for the vehicle to move between two points among the starting point, one or more stopover points on the travel route, and the destination point along the travel route and a time taken for the vehicle to actually move between the two points along the travel route. In this case, it is possible to analyze the delay including the scheduled and actual movement time difference. 
     (8) A section between the two points is divided into a plurality of subsections, and the display data may further include, for each of the subsections, data indicating a difference between a scheduled time taken for the vehicle to move through the subsection along the travel route and a time taken for the vehicle to actually move through the subsection along the travel route. In this case, a detailed analysis of the scheduled and actual movement time difference is possible. 
     (9) The method for managing travel according to the embodiment may further include transmitting, by the processing apparatus, factor data to the display device, the factor data indicating a factor that causes the first scheduled and actual time difference or the second scheduled and actual time difference. In this case, a factor can be included in the analysis. 
     (10) The method for managing travel according to the embodiment may further include receiving, by the processing apparatus, a designation of a time included in a time slot during which the vehicle travels, and transmitting, by the processing apparatus, factor data to the display device, the factor data indicating a factor that causes the scheduled and actual movement time difference at the designated time. In this case, even when the factor varies with time, the factor at the designation time can be displayed. 
     (11) An apparatus for managing travel of a vehicle according to an embodiment includes a memory, and a processor configured to read a computer program stored in the memory and execute a method for managing travel of the vehicle. The method includes acquiring travel plan data of the vehicle, and travel record data including a travel record of the vehicle having traveled along a travel route included in the travel plan data, generating scheduled and actual arrival time difference data indicating a first scheduled and actual time difference, based on the travel plan data and the travel record data, the first scheduled and actual time difference being a difference between a scheduled time at which the vehicle arrives at a stopover point on the travel route and a time at which the vehicle actually arrives at the stopover point, or a difference between a scheduled time at which the vehicle arrives at a destination point on the travel route and a time at which the vehicle actually arrives at the destination point, generating scheduled and actual departure time difference data indicating a second scheduled and actual time difference, based on the travel plan data and the travel record data, the second scheduled and actual time difference being a difference between a scheduled time at which the vehicle departs from a starting point on the travel route and a time at which the vehicle actually departs from the starting point, or a difference between a scheduled time at which the vehicle departs from the stopover point and a time at which the vehicle actually departs from the stopover point, and generating display data including the scheduled and actual arrival time difference data and the scheduled and actual departure time difference data. The travel plan data includes scheduled times at which the vehicle departs from the starting point and the stopover point, and scheduled times at which the vehicle arrives at the stopover point and the destination point. The travel record data includes times at which the vehicle actually departs from the starting point and the stopover point, and times at which the vehicle actually arrives at the stopover point and the destination point. 
     (12) A non-transitory computer-readable recording medium storing a computer program according to an embodiment for causing a computer to execute an analysis process. The analysis process includes acquiring travel plan data of a vehicle, and travel record data including a travel record of the vehicle having traveled along a travel route included in the travel plan data, generating scheduled and actual arrival time difference data indicating a first scheduled and actual time difference, based on the travel plan data and the travel record data, the first scheduled and actual time difference being a difference between a scheduled time at which the vehicle arrives at a stopover point on the travel route and a time at which the vehicle actually arrives at the stopover point, or a difference between a scheduled time at which the vehicle arrives at a destination point on the travel route and a time at which the vehicle actually arrives at the destination point, generating scheduled and actual departure time difference data indicating a second scheduled and actual time difference, based on the travel plan data and the travel record data, the second scheduled and actual time difference being a difference between a scheduled time at which the vehicle departs from a starting point on the travel route and a time at which the vehicle actually departs from the starting point, or a difference between a scheduled time at which the vehicle departs from the stopover point and a time at which the vehicle actually departs from the stopover point, and generating display data including the scheduled and actual arrival time difference data and the scheduled and actual departure time difference data. The travel plan data includes scheduled times at which the vehicle departs from the starting point and the stopover point, and scheduled times at which the vehicle arrives at the stopover point and the destination point, and the travel record data includes times at which the vehicle actually departs from the starting point and the stopover point, and times at which the vehicle actually arrives at the stopover point and the destination point. The computer program is stored in a computer-readable, non-transitory storage medium. 
     Details of Embodiments of Present Disclosure 
     Hereinafter, embodiments of the present disclosure will be described in detail with reference to the drawings. It should be noted that the embodiments described below each show a specific example of the present disclosure. Numerical values, shapes, constituent elements, arrangement positions and connection forms of the constituent elements, steps, the order of the steps, and the like shown in the following embodiments are examples, and are not intended to limit the present invention. The invention is defined by the claims. At least a part of the embodiments described below may be arbitrarily combined. 
       FIG.  1    shows a travel management system  1  according to an embodiment. Travel management system  1  includes a travel management apparatus  10  connected to a network  20  such as the Internet. Travel management apparatus  10  is, for example, a server computer on network  20 . That is, in the embodiment, travel management apparatus  10  is a travel management server. Travel management system  1  includes a client terminal  30  connected to travel management apparatus  10  via network  20 . Client terminal  30  is used by, for example, a driver of a vehicle  40  or other users. The other user is, for example, a vehicle operation manager. 
     Client terminal  30  is configured by a computer including a processing apparatus  310  and a storage device  320 . Client terminal  30  may be, for example, a mobile terminal such as a laptop computer, a tablet, or a smartphone. Client terminal  30  can communicate with travel management apparatus  10  via a network. 
     Processing apparatus  310  is connected to storage device  320 . Processing apparatus  310  is, for example, a CPU. Storage device  320  includes, for example, a primary storage device and a secondary storage device. The primary storage device is, for example, a RAM. The secondary storage device is, for example, a hard disk drive (HDD) or a solid state drive (SSD). In this specification, the CPU may be referred to as a processor, and storage device  320  may be referred to as a memory. 
     A travel management application computer program  321  for operating a computer as client terminal  30  is stored in storage device  320 . Travel management application computer program  321  is configured, for example, to cause client terminal  30  to execute a travel management process  311  associated with travel management apparatus  10 . The computer executing travel management process  311  operates as client terminal  30  shown in  FIG.  1   . 
     Processing apparatus  310  reads out travel management application computer program  321  from storage device  320  and executes it. Travel management application computer program  321  includes code for causing a computer to execute travel management process  311 . 
     Client terminal  30  includes an input device  330  for user input and a display  340 . Input device  330  is, for example, a keyboard, a mouse, or a touch panel. 
     Travel management apparatus  10  according to the embodiment is used, for example, for travel management of vehicle  40  for package delivery. Vehicle  40  may be used for delivery of a package or transportation of a person such as picking a person up. Travel management apparatus  10  is used to analyze a travel plan and a travel record of vehicle  40 . In the analysis, a scheduled and actual time difference that is a difference between the travel plan and the travel record of vehicle  40  is obtained. Travel management apparatus  10  provides an analysis result of the travel plan and the travel record of the vehicle to client terminal  30  in response to a request from client terminal  30 . The analysis result provided to client terminal  30  includes a scheduled and actual time difference that is a difference between the travel plan and the travel record. The analysis result including the scheduled and actual time difference is displayed on display  340  of client terminal  30 . Client terminal  30  including display  340  functions as a display device that displays the scheduled and actual time difference and the like. 
     Travel management apparatus  10  is configured by a computer including a processing apparatus  110  and a storage device  120 . Processing apparatus  110  is connected to storage device  120 . Processing apparatus  110  is, for example, a CPU. Storage device  120  includes, for example, a primary storage device and a secondary storage device. The primary storage device is, for example, a RAM. The secondary storage device is, for example, a hard disk drive (HDD) or a solid state drive (SSD). In the present specification, storage device  120  may be referred to as a memory. 
     Storage device  120  stores a computer program  140  for causing a computer to operate as travel management apparatus  10 . Computer program  140  is configured to cause processing apparatus  110  to execute, for example, a travel plan creation process  111  and a scheduled and actual time difference analysis process  113 . The computer executing travel plan creation process  111  and scheduled and actual time difference analysis process  113  operates as travel management apparatus  10  shown in  FIG.  1   . 
     Processing apparatus  110  reads out computer program  140  from storage device  120  and executes it. Computer program  140  includes code for causing the computer to execute travel plan creation process  111  and code for causing the computer to execute scheduled and actual time difference analysis process  113 . 
     The computer that operates as travel management apparatus  10  includes a communication interface  130 . Communication interface  130  is used for travel management apparatus  10  to communicate with other computers such as client terminal  30  via network  20 . Travel management apparatus  10  can acquire data from vehicle  40  via communication interface  130 . The data acquired from vehicle  40  is, for example, probe data. The probe data includes, for example, the position and the speed of vehicle  40  at each time. The probe data is used to generate a travel record data  122  according to the embodiment. 
     Storage device  120  may store a travel plan data  121  and travel record data  122 . Travel plan data  121  indicates, for example, a delivery plan of a package to be delivered by vehicle  40 . Travel record data  122  indicates, for example, a delivery record of a package delivered by vehicle  40 . 
     The delivery plan is, for example, a travel plan in which vehicle  40  returns from a vehicle base (starting point S) that is a base of delivery to a vehicle base (destination point D) via one or more stopover points P 1 , P 2 , and P 3  that are delivery destinations. Travel plan data  121  is data indicating such a travel plan. In the travel plan, a starting point S may be different from a destination point D. 
     As shown in  FIG.  2   , travel plan data  121  includes starting point S, a first point P 1 , a second point P 2 , a third point P 3 , and destination point D included in the travel plan, a scheduled arrival time at each point, and a scheduled departure time at each point. As an example, in travel plan data  121  of  FIG.  2   , vehicle  40  is scheduled to depart from starting point S, which is a vehicle base, at 10:00 on May 15, 2020. Vehicle  40  is scheduled to arrive at first point P 1 , which is the first delivery destination, at 10:30 on the same day and depart at 10:40. Vehicle  40  is scheduled to arrive at second point P 2 , which is the second delivery destination, at 11:20 on the same day and depart at 11:25. Vehicle  40  is scheduled to arrive at third point P 3 , which is a third delivery destination, at 11:55 on the same day and depart at 12:20. Vehicle  40  is scheduled to arrive at destination point D, which is the vehicle base, at 12:55 on the same day. 
     Travel plan data  121  is generated, for example, by executing a vehicle operation plan creation method described in PTL2 in travel management apparatus  10 . Further, travel plan data  121  may be generated by another computer for generating a travel plan. In this case, travel management apparatus  10  acquires travel plan data  121  from the other computer and stores it in storage device  120 . Travel plan data  121  may be generated by a user such as a driver or a vehicle operation manager inputting a travel plan in client terminal  30 . In this case, travel management apparatus  10  acquires travel plan data  121  from client terminal  30 , and stores it in storage device  120 . 
     The delivery record indicates a travel result of vehicle  40  in a case where vehicle  40  performs delivery according to the travel plan. The delivery record is, for example, a travel record until vehicle  40  returns to the vehicle base (destination point D) via first point P 1 , second point P 2 , and third point P 3  which are delivery destinations from the vehicle base (starting point S) which is a base of delivery. Travel record data  122  is data indicating such a travel record. The travel record is usually different from the travel plan and has a difference with respect to the travel plan. 
     As shown in  FIG.  3   , travel record data  122  includes starting point S, first point P 1 , second point P 2 , third point P 3 , and destination point D included in an actual travel route, an actual arrival time at each point, and an actual departure time at each point. As an example, in travel record data  122  of  FIG.  3   , vehicle  40  departs from starting point S, which is a vehicle base, at 9:50 on May 15, 2020. Vehicle  40  arrived at first point P 1 , which is the first delivery destination, at 10:20 on the same day, and departed at 10:35. Vehicle  40  arrived at second point P 2 , which is the second delivery destination, at 11:20 on the same day, and departed at 11:30. Vehicle  40  arrived at third point P 3 , which is the third delivery destination, at 12:04 on the same day, and departed at 12:35. Vehicle  40  arrived at destination point D, which is the vehicle base, at 13:10 on the same day. 
     Travel record data  122  is generated by travel management apparatus  10  based on, for example, probe data transmitted from vehicle  40 . Travel record data  122  may be generated by a user such as a driver inputting a travel record in client terminal  30 . In this case, travel management apparatus  10  acquires travel record data  122  from client terminal  30 , and stores it in storage device  120 . 
     Travel management apparatus  10  may acquire travel plan data  121  and travel record data  122  in advance prior to the analysis, or may acquire them from client terminal  30  when an analysis request is received from client terminal  30 . 
     Storage device  120  may store a factor data  128  as shown in  FIG.  1   . The factor data  128  is information indicating a factor that affects the travel record of vehicle  40 . The factors that affect the travel record of vehicle  40  are, for example, traffic information such as traffic jam information, weather information, disaster information such as flood damage and earthquake, and information on a delivery method of a package at a stopover point that is a delivery destination. 
     Factors that affect the travel record include a factor that affects a travel time between points and a factor that affects a stay time at a point. Factors that affect the travel time between locations are, for example, congestion or weather. A factor that affects the stay time at a point is, for example, a delivery method of a package. The package delivery method includes, for example, Free on truck and Delivered at place. In the case of Free on truck, the stay time at the delivery destination is relatively short, and in the case of Delivered at place, the stay time at the delivery destination may be very long in some cases. 
     Factor data  128  may be generated by travel management apparatus  10  or may be generated by a computer other than travel management apparatus  10 . When factor data  128  is generated by another computer, travel management apparatus  10  acquires factor data  128  from the other computer and stores it in storage device  120 . Factor data  128  may be generated by a user such as a driver or a vehicle operation manager inputting factor data in client terminal  30 . In this case, travel management apparatus  10  acquires factor data  128  from client terminal  30 , and stores it in storage device  120 . 
       FIG.  4    shows an example procedure of scheduled and actual time difference analysis process  113  performed by processing apparatus  110  of travel management apparatus  10 . In step S 11 , processing apparatus  110  receives an analysis request from client terminal  30 . In step S 12 , processing apparatus  110  that has received the analyzing request acquires travel plan data  121  and travel record data  122  from another computer or client terminal  30 , and stores them in storage device  120 . In step S 12 , processing apparatus  110  may acquire travel plan data  121  and travel record data  122  stored in advance in storage device  120  from storage device  120 . 
     In step S 13 , processing apparatus  110  calculates a first scheduled and actual time difference that is a scheduled and actual arrival time difference at first point P 1 , second point P 2 , third point P 3 , and destination point D included in the travel plan of vehicle  40 . In step S 14 , processing apparatus  110  generates a scheduled and actual arrival time difference data  123  indicating the calculated first scheduled and actual time difference. 
     Scheduled and actual arrival time difference data  123  shown in  FIG.  5    indicates the first scheduled and actual time difference, which is the difference between the scheduled arrival time included in travel plan data  121  shown in  FIG.  2    and the actual arrival time included in travel record data  122  shown in  FIG.  3   . The first scheduled and actual time difference is calculated for each of first point P 1 , second point P 2 , third point P 3 , and destination point D. 
     As shown in  FIG.  5   , the scheduled and actual arrival time difference at first point P 1  is +10 minutes. The scheduled and actual arrival time difference of +10 minutes indicates that vehicle  40  arrived 10 minutes earlier than the scheduled arrival time. The scheduled and actual arrival time difference at second point P 2  is 0 minutes. The scheduled and actual arrival time difference of 0 minutes indicates that vehicle  40  has arrived at the scheduled arrival time. The scheduled and actual arrival time difference at third point P 3  is −9 minutes. The scheduled and actual arrival time difference of −9 minutes indicates that vehicle  40  arrived 9 minutes later than the scheduled arrival time. The scheduled and actual arrival time difference at destination point D (vehicle base) is −15 minutes. The scheduled and actual arrival time difference of −15 minutes indicates that vehicle  40  arrived 15 minutes later than the scheduled arrival time. 
     In an embodiment, the scheduled and actual arrival time difference and other scheduled and actual time differences are evaluated by processing apparatus  110  according to an evaluation table  126  shown in  FIG.  6   . In an embodiment, the scheduled and actual time difference is evaluated in multiple stages. Here, the scheduled and actual time difference is evaluated in four stages. If the scheduled and actual time difference is 0 minutes or more, i.e., there is no delay, the scheduled and actual time difference is evaluated as A. If the scheduled and actual time difference is −5 minutes or more and less than 0 minutes, i.e., if the delay is within 5 minutes, the scheduled and actual time difference is evaluated as B. If the scheduled and actual time difference is −10 minutes or more and less than −5 minutes, i.e., the delay is from 10 minutes to less than 5 minutes, the evaluation of the scheduled and actual time difference is C. If the scheduled and actual time difference is less than −10 minutes, i.e., the delay is greater than 10 minutes, then the evaluation of the scheduled and actual time difference is D. Note that evaluation table  126  is stored in storage device  120 . 
     As shown in  FIG.  6   , at client terminal  30 , the scheduled and actual time difference of evaluation A is displayed as a blue graphical image. The scheduled and actual time difference of evaluation B is displayed as a light red graphical image. The scheduled and actual time difference of evaluation C is displayed as a red graphical image. The scheduled and actual time difference of evaluation D is displayed as a deep red graphical image. Note that the graphical image is an image for visually indicating information not by character but by a difference in color, a difference in shape, or the like. Details of the graphical image will be described later. 
     In  FIG.  5   , the evaluation of the scheduled and actual arrival time difference of first point P 1  is A. Therefore, a blue graphical image is used to display the scheduled and actual arrival time difference of first point P 1 . The evaluation of the scheduled and actual arrival time difference of second point P 2  is A. Therefore, a blue graphical image is used to display the scheduled and actual arrival time difference of second point P 2 . The evaluation of the scheduled and actual arrival time difference of third point P 3  is C. Therefore, a red graphical image is used to display the scheduled and actual arrival time difference of third point P 3 . The evaluation of the scheduled and actual arrival time difference of destination point D is D. Therefore, a deep red graphical image is used to display the scheduled and actual arrival time difference of destination point D. As described above, scheduled and actual arrival time difference data  123  is configured to display a graphical image indicating the four evaluation indexes (A, B, C, and D) indicating the degree of the length of the scheduled and actual arrival time difference in different colors on client terminal  30  which is a display device. 
     In step S 15  of  FIG.  4   , processing apparatus  110  calculates a second scheduled and actual time difference which is a scheduled and actual departure time difference at starting point S, first point P 1 , second point P 2 , and third point P 3  included in the travel plan of vehicle  40 . In step S 16 , processing apparatus  110  generates a scheduled and actual departure time difference data  124  indicating the calculated second scheduled and actual time difference. 
     Scheduled and actual departure time difference data  124  shown in  FIG.  7    indicates the second scheduled and actual time difference, which is the difference between the scheduled departure time included in travel plan data  121  shown in  FIG.  2    and the actual departure time included in travel record data  122  shown in  FIG.  3   . The second scheduled and actual time difference is calculated for each of starting point S, first point P 1 , second point P 2 , and third point P 3 . 
     As shown in  FIG.  7   , the scheduled and actual departure time difference at starting point S is +10 minutes. The scheduled and actual departure time difference of +10 minutes indicates that vehicle  40  has departed 10 minutes earlier than the scheduled departure time. The scheduled and actual departure time difference at first point P 1  is +5 minutes. The scheduled and actual departure time difference of +5 minutes indicates that vehicle  40  has departed 5 minutes earlier than the scheduled departure time. The scheduled and actual departure time difference at second point P 2  is −5 minutes. The scheduled and actual departure time difference of −5 minutes indicates that vehicle  40  has departed 5 minutes later than the scheduled departure time. The scheduled and actual departure time difference at third point P 3  is −15 minutes. The scheduled and actual departure time difference of −15 minutes indicates that vehicle  40  has departed 15 minutes later than the scheduled departure time. 
     In  FIG.  7   , the evaluation of the scheduled and actual departure time difference of starting point S is A. Therefore, a blue graphical image is used to display the scheduled and actual departure time difference of starting point S. The evaluation of the scheduled and actual departure time difference of first point P 1  is A. Therefore, a blue graphical image is used to display the scheduled and actual departure time difference of first point P 1 . The evaluation of the scheduled and actual departure time difference of second point P 2  is B. Therefore, a light red graphical image is used to display the scheduled and actual departure time difference of second point P 2 . The evaluation of the scheduled and actual departure time difference of third point P 3  is C. Therefore, a red graphical image is used to display the scheduled and actual departure time difference of third point P 3 . As described above, scheduled and actual departure time difference data  124  is configured to display graphical images indicating four evaluation indices (A, B, C, and D) indicating the degree of the length of the scheduled and actual departure time difference in different colors on client terminal  30 , which is a display device. 
     In step S 17  of  FIG.  4   , processing apparatus  110  calculates a third scheduled and actual time difference, which is a scheduled and actual time difference of the travel time between the two points. In step S 18 , processing apparatus  110  generates a scheduled and actual movement time difference data  125  indicating the calculated third scheduled and actual time difference. 
     Scheduled and actual movement time difference data  125  shown in  FIG.  8    indicates the scheduled required time determined from travel plan data  121  shown in  FIG.  2   , the actual required time determined from travel record data  122  shown in  FIG.  3   , the scheduled and actual time difference (scheduled and actual movement time difference), which is the difference between the scheduled required time and the actual required time, and an evaluation of the scheduled and actual movement time difference. The third scheduled and actual time difference and its evaluation are determined for each path. The route here includes a first route from starting point S to first point P 1 , a second route from first point P 1  to second point P 2 , a third route from second point P 2  to third point P 3 , and a fourth route from third point P 3  to destination point D. 
     As shown in  FIG.  8   , the scheduled and actual movement time difference (third scheduled and actual time difference) for the first path (path from S to P 1 ) is 0 minutes and the evaluation is A. Therefore, a blue graphical image is used to display the scheduled and actual movement time difference of the first path. The scheduled and actual movement time difference for the second path (path from P 1  to P 2 ) is −5 minutes and the evaluation is B. Therefore, a light red graphical image is used to display the scheduled and actual movement time difference of the second path. The scheduled and actual movement time difference for the third path (path from P 2  to P 3 ) is −4 minutes and the evaluation is B. Therefore, a light red graphical image is used to display the scheduled and actual movement time difference of the third path. The scheduled and actual movement time difference for the fourth path (path from P 3  to D) is 0 minutes and the evaluation is A. Therefore, a blue graphical image is used to display the scheduled and actual movement time difference of the fourth path. As described above, scheduled and actual movement time difference data  125  is configured to display graphical images indicating four evaluation indexes (A, B, C, and D) indicating the degree of the length of the scheduled and actual movement time difference in different colors on client terminal  30  which is a display device. 
     In step S 19  of  FIG.  4   , processing apparatus  110  generates display data including scheduled and actual arrival time difference data  123 , scheduled and actual departure time difference data  124 , and scheduled and actual movement time difference data  125 , and transmits the generated display data to client terminal  30  functioning as a display device. In step S 20 , processing apparatus  110  transmits factor data  128  to client terminal  30 . The transmission of factor data  128  may be performed together with the transmission of the display data, or may be performed in response to a request from client terminal  30  after the transmission of the display data. 
       FIG.  9    shows an example of a screen  350  displayed on display  340  of client terminal  30  that has received the display data. Screen  350  is generated in client terminal  30  according to the display data. 
     Screen  350  shown in  FIG.  9    shows the travel record with scheduled and actual time difference in a Gantt chart  380 . That is, here, the display data is configured to indicate the travel record and the scheduled and actual time difference in Gantt chart  380 . 
     Screen  350  includes Gantt chart  380  and a legend  352  for Gantt chart  380 . Gantt chart  380  is configured to include point markers  400 ,  400 S,  400 A,  400 B,  400 C, and  400 D indicating stay times at starting point S, first point P 1 , second point P 2 , third point P 3 , and destination point D, and links  410 A,  410 B,  410 C, and  410 D indicating required times for movement between two points in a travel record of vehicle  40  shown in V 1  in  FIG.  9   . 
     Legend  352  includes a description of point marker  400  and a scheduled and actual time difference-color correspondence table  353  indicating the relationship between the length of the scheduled and actual time difference and the color. Point marker  400  in Gantt chart  380  is a screen area indicating starting point S, first point P 1 , second point P 2 , third point P 3 , and destination point D. As in the description of point marker  400 , point marker  400  in Gantt chart  380  is a rectangular image (graphical image). Rectangular point marker  400  is divided by a line segment connecting the upper left end and the lower right end. A lower left area of rectangular point marker  400  is a first graphical image  401  indicating a scheduled and actual arrival time difference (first scheduled and actual time difference). First graphical image  401  has a color corresponding to the scheduled and actual arrival time difference (first scheduled and actual time difference) evaluations A, B, C and D. An upper right area of rectangular point marker  400  is a second graphical image  402  indicating a scheduled and actual departure time difference (second scheduled and actual time difference). Second graphical image  402  has a color corresponding to the evaluation A, B, C, and D of the scheduled and actual departure time difference (second scheduled and actual time difference). 
     The scheduled and actual arrival time difference (first scheduled and actual time difference) and the scheduled and actual departure time difference (second scheduled and actual time difference) are displayed in point markers  400 S,  400 A,  400 B,  400 C, and  400 D, which are screen areas indicating starting point S, first point P 1 , second point P 2 , third point P 3 , and destination point D, so that the user can distinguish and grasp the arrival delay and the departure delay at each point. 
     Each of point markers  400 S,  400 A,  400 B,  400 C, and  400 D has a width on the Gantt chart time axis (horizontal axis) corresponding to the length of the actual stay time at each point. Since point marker  400  has a width corresponding to the length of the actual stay time, the user can visually grasp the stay time at each point. The width of the point marker may be switched from the width corresponding to the actual stay time to the width corresponding to the scheduled stay time by a user operation. 
     In  FIG.  9   , point marker  400 S indicates the scheduled and actual departure time difference at starting point S. Point marker  400 A indicates a scheduled and actual arrival time difference, a scheduled and actual departure time difference, and a stay time at first point P 1 . Point marker  400 B indicates the scheduled and actual arrival time difference, the scheduled and actual departure time difference, and the stay time at second point P 2 . Point marker  400 C indicates the scheduled and actual arrival time difference, the scheduled and actual departure time difference, and the stay time at third point P 3 . Point marker  400 D indicates the scheduled and actual arrival time difference at destination point D. 
     Links  410 A,  410 B,  410 C, and  410 D are third graphical images indicating a scheduled and actual movement time difference (third scheduled and actual time difference). The third graphical image has a color corresponding to the evaluation A, B, C, D of the scheduled and actual movement time difference (third scheduled and actual time difference). Each of links  410 A,  410 B,  410 C, and  410 D has a width on the Gantt chart time axis (horizontal axis) corresponding to the length of the actual required time for movement from the first path to the fourth path. Since links  410 A,  410 B,  410 C, and  410 D, which are the third graphical images, have widths corresponding to the lengths of the actual required times, the user can visually grasp the required times of the respective paths. Further, since the scheduled and actual time difference of the required time is indicated by the difference in color, the scheduled and actual time difference can be visually grasped. The width of the link may be switched from the width corresponding to the actual required time to the width corresponding to the scheduled required time by a user operation. 
     In  FIG.  9   , link  410 A indicates the scheduled and actual movement time difference and required time for the first path (path from S to P 1 ). Link  410 B indicates the scheduled and actual movement time difference and the required time of the second path (path from P 1  to P 2 ). Link  410 C indicates the scheduled and actual movement time difference and the required time of the third path (the path from P 2  to P 3 ). Link  410 D indicates the scheduled and actual movement time difference and the required time of the fourth path (the path from P 3  to D). 
     According to Gantt chart  380  of the embodiment, it is easy for the user to distinguish and grasp a delay while moving and a delay while staying at a spot. Therefore, the user can easily determine whether the cause of the delay is during movement between delivery destinations (points) or during work at the delivery destination. In addition, even in a case where a plurality of points (delivery destinations) continuously exist, it is easy for the user to grasp the tendency of delay (expansion, maintenance, or reduction). 
       FIG.  10    shows another example of screen  350 . Screen  350  shown in  FIG.  10    is displayed on display  340  of client terminal  30  together with screen  350  shown in  FIG.  9   , or instead of screen  350  shown in  FIG.  9   . 
     Screen  350  shown in  FIG.  10    includes a map indication  390  including a travel route of vehicle  40  and legend  352 . Map indication  390  indicates a map in a geographical range including starting point S, first point P 1 , second point P 2 , third point P 3 , and destination point D included in the travel route. In screen  350  shown in  FIG.  10   , point markers  400 SD,  400 A,  400 B, and  400 C are arranged at the positions of starting point S, first point P 1 , second point P 2 , third point P 3 , and destination point D on map indication  390 , respectively. On the map, point markers  400 SD,  400 A,  400 B, and  400 C are connected by linear links  410 A,  410 B,  410 C, and  410 D. In the example of  FIG.  10   , the display data is configured to indicate point markers  400 SD,  400 A,  400 B, and  400 C and links  410 A,  410 B,  410 C, and  410 D on the map. Note that the display data may include at least one of scheduled and actual arrival time difference data  123 , scheduled and actual departure time difference data  124 , and scheduled and actual movement time difference data  125 , or may include various data other than these data. For example, the display data may be data for screen display including image data of a Gantt chart or a map. The device that generates the data for screen display may be processing apparatus  110  included in travel management apparatus  10  or processing apparatus  310  included in client terminal  30 . 
     Legend  352  includes a description of point marker  400  and scheduled and actual time difference-color correspondence table  353  indicating the relationship between the length of the scheduled and actual time difference and the color. Point marker  400  in map indication  390  is a screen area indicating starting point S, first point P 1 , second point P 2 , third point P 3 , and destination point D. 
     As in the description of point marker  400  in  FIG.  10   , point marker  400  in map indication  390  is a circular image (graphical image). Circular point marker  400  is divided into an inner area and an outer area. An inner area of point marker  400  is first graphical image  401  indicating a scheduled and actual arrival time difference (first scheduled and actual time difference). First graphical image  401  has a color corresponding to the scheduled and actual arrival time difference (first scheduled and actual time difference) evaluations A, B, C, and D. An outer area of circular point marker  400  is second graphical image  402  indicating a scheduled and actual departure time difference. Second graphical image  402  has a color corresponding to the evaluation A, B, C, and D of the scheduled and actual departure time difference (second scheduled and actual time difference). 
     The scheduled and actual arrival time difference (first scheduled and actual time difference) and the scheduled and actual departure time difference (second scheduled and actual time difference) are displayed in point markers  400 SD,  400 A,  400 B, and  400 C, which are screen areas indicating starting point S, first point P 1 , second point P 2 , third point P 3 , and destination point D, so that the user can distinguish and grasp the arrival delay and the departure delay at each point. 
     In  FIG.  10   , point marker  400 SD indicates the scheduled and actual departure time difference at the vehicle base. Point marker  400 A indicates the scheduled and actual arrival time difference and the scheduled and actual departure time difference at first point P 1 . Point marker  400 B indicates the scheduled and actual arrival time difference and the scheduled and actual departure time difference at second point P 2 . Point marker  400 C indicates the scheduled and actual arrival time difference and the scheduled and actual departure time difference at third point P 3 . Point marker  400 SD indicates the scheduled and actual arrival time difference at destination point D. The length of the stay time at each point may be indicated by the size of the diameter of the circular point marker. 
     Links  410 A,  410 B,  410 C, and  410 D are third graphical images indicating a scheduled and actual movement time difference (third scheduled and actual time difference). The third graphical image has a color corresponding to the evaluation A, B, C, and D of the scheduled and actual movement time difference (third scheduled and actual time difference). The third graphical images links  410 A,  410 B,  410 C, and  410 D indicate the scheduled and actual time difference of the required time by a difference in color, so that the user can visually grasp the scheduled and actual time difference. 
     According to map indication  390  of the embodiment, it is easy for the user to distinguish and grasp a delay while moving and a delay while staying at a spot. Therefore, the user can easily determine whether the cause of the delay is during movement between the delivery destinations (points) or during work at the delivery destinations. In addition, even in a case where a plurality of points (delivery destinations) continuously exist, it is easy for the user to grasp the tendency of delay (expansion, maintenance, or reduction). 
     In  FIG.  10   , link  410 A indicates the scheduled and actual movement time difference of the first path (path from S to P 1 ). Link  410 B indicates the scheduled and actual movement time difference of the second path (the path from P 1  to P 2 ). Link  410 C indicates the scheduled and actual movement time difference of the third path (the path from P 2  to P 3 ). Link  410 D indicates the scheduled and actual movement time difference of the fourth path (path from P 3  to D). The length of time required for each path may be indicated by the link width. 
     Screen  350  shown in  FIG.  10    also displays a driver information  354 , a traffic jam information  355 , and a weather information  356 . Driver information  354 , traffic jam information  355 , and weather information  356  are displayed according to factor data  128  transmitted from travel management apparatus  10 . Since driver information  354 , traffic jam information  355 , and weather information  356  are factors that affect the travel record of vehicle  40 , the user can analyze the point in more detail by referring to the point marker and the link while referring to driver information  354 , traffic jam information  355 , and weather information  356 . 
     Here, it is assumed that the user places a mouse pointer  360 A on point marker  400 SD or clicks or taps point marker  400 SD by a user operation in client terminal  30  as shown in  FIG.  11   . Then, a balloon  370 A indicating information in point marker  400 SD appears on screen  350 . Balloon  370 A indicates, for example, a scheduled departure time, an actual departure time, a scheduled arrival time, and an actual arrival time. The same applies to other point markers. For example, when the user places a mouse pointer  360 B on point marker  400 A, a balloon  370 B indicating the scheduled arrival time, the actual arrival time, the scheduled departure time, and the actual departure time at first point P 1  appears on screen  350 . In this way, each time is displayed as a number, so that the user can grasp an accurate time. 
     Next, it is assumed that the user places a mouse pointer  360 C on any link, for example, link  410 B, or clicks or taps link  410 B by a user operation in client terminal  30  as shown in  FIG.  12   . Then, a balloon  370 C indicating information at the position appears on screen  350 . Balloon  370 C indicates, for example, an actual time included in a time slot in which vehicle  40  has traveled the second route (route from P 1  to P 2 ) corresponding to link  410 B. That is, the user operation using a mouse pointer  360  or the like is an operation for obtaining the time (designation time) included in the time slot in which vehicle  40  has moved from first point P 1  to second point P 2 . Such a user operation is received as designation of time (designation time) by processing apparatus  110  of travel management apparatus  10 . Processing apparatus  110  displays the designation time (actual time  10 : 42 ) as balloon  370 C on screen  350 , and generates factor data such as traffic jam information at the designation time. When the generated factor data includes traffic jam information, a traffic jam indication  357 A indicating a traffic jam location is displayed on map indication  390  on screen  350  of client terminal  30 . Traffic jam indication  357 A is traffic jam information at time  10 : 42 . In other words, a traffic jam indication  357  indicates traffic jam information during movement along the second route. 
     As shown in  FIG.  13   , when the user places a mouse pointer  360 D on another link  410 C, balloon  370 C indicating the actual time ( 11 : 46 ) at that position appears on screen  350 . A balloon  370 D indicates an actual time included in a time slot in which vehicle  40  has traveled the third route (route from P 2  to P 3 ) corresponding to link  410 C. In this case, on screen  350 , a traffic jam indication  357 B indicating traffic jam information at time  11 : 46  is displayed on screen  350 . 
     Factor data such as traffic jam information may change depending on the time, but according to the embodiment, factor data corresponding to the designation time by the user is displayed, and thus it becomes easy for the user to analyze the relationship between the delay and the factor. 
       FIG.  14    shows another display example of links  410 A,  410 B,  410 C, and  420 D connecting two points. In  FIG.  14   , link  410 B connecting first point P 1  and second point P 2  is shown as an example. Link  410 B is divided into a plurality of subsections  411 B,  412 B,  413 B, and  414 B. Then, a scheduled and actual movement time difference is obtained for each subsection, and a color corresponding to the scheduled and actual movement time difference is displayed for each subsection. With such a display, a change in the scheduled and actual movement time difference (third scheduled and actual time difference) occurring during movement from first point P 1  to second point P 2  can be indicated by a color. 
     ADDITIONAL NOTE 
     It should be understood that the embodiments disclosed herein are illustrative in all respects and are not restrictive. The scope of the present invention is defined not by the above description but by the claims, and is intended to include meanings equivalent to the claims and all modifications within the scope. 
     REFERENCE SIGNS LIST 
       1  travel management system,  10  travel management apparatus,  12  storage device,  20  network,  30  client terminal,  40  vehicle,  110  processing apparatus,  111  travel plan creation process,  113  analysis process,  120  storage device,  121  travel plan data,  122  travel record data,  123  scheduled and actual arrival time difference data,  124  scheduled and actual departure time difference data,  125  scheduled and actual movement time difference data,  126  evaluation table,  128  factor data,  130  communication interface,  140  computer program,  310  processing apparatus,  311  travel management process,  320  storage device,  321  travel management application computer program,  330  input device,  340  display,  350  screen,  352  legend,  353  color correspondence table,  354  driver information,  355  traffic jam information,  356  weather information,  357  traffic jam indication,  357 A traffic jam indication,  357 B traffic jam indication,  360  mouse pointer,  360 A mouse pointer,  360 B mouse pointer,  360 C mouse pointer,  360 D mouse pointer,  370 A balloon,  370 B balloon,  370 C balloon,  370 D balloon,  380  Gantt chart,  390  map indication,  400  point marker,  400 A point marker,  400 B point marker,  400 C point marker,  400 D point marker,  400 S point marker,  400 SD point marker,  401  first graphical image,  402  second graphical image,  410 A link,  410 B link,  410 C link,  410 D link,  411 B section,  412 B section,  413 B section,  414 B section,  420 D link, D destination point, P 1  first point, P 2  second point, P 3  third point, S starting point.