BASIS OF THE INVENTION

A. FIELD OF THE INVENTION

Today, shuttle companies serve for only one institution. We include private sector companies, publicly owned institutions, and schools into the definition of the institution. While the institutions meet the needs of their employees, the places they live come at the last place in their enquiries. The qualifications of the employees are the reasons for preference. Shuttle companies are required to collect and deliver employees who are residing at different end points and deliver them back after they leave their work. Also, private schools do not evaluate students who want to study under the roof of them depending on their addresses.

In case of overtime, a separate organization must be established for employees who work late. In this case, the shuttles may be transported relatively fewer, but the routes are extended and people arrive at their homes later.

In an industry where shuttles are heavily used, the job is transporting students and teachers to schools.

We develop the application of our invention in the student shuttle sub-heading.

Nowadays it is possible the vehicles that serve as a shuttle through internet or smart phones. Naturally, the locations and addresses of the client s can be determined by information coming from the company or the school. Likewise, a large majority can use smart phones.

In the Chinese utility model document numbered CN201084274, a web-based system with GPS and GPRS for shuttle vehicles is mentioned.

In the 2013/ 09975 numbered application in Turkey, a RFID label based system that tracks the embark-disembark times of the passengers is being used and the passengers to whom the vehicle is approached are informed that the vehicle is approaching to them.

It became the 2015/03993 numbered utility model in Turkey and an information and management panel is placed for the drivers of the shuttle vehicles who have applied. From this panel you can call and notify the passengers. Marking of embarked passengers and follow-up can be done. It tracks the ones without a system.

In other Turkish patent application with the number of 2017/07584, a multi-functional smart shuttle system that provides safety and control function in the transport vehicles is conspired. It mainly focuses on tracking of bureaucratic documents belonging to the vehicle and the driver and physical tracking/ follow-up of the vehicle.

In another 2017/12449 numbered Turkish patent application, tracking of the waiting durations of the student and shuttle vehicles is aimed to be achieved.

In another Turkish patent application with the number of 2017/14632, number of total passengers is tracked by placing a sensor on seats. In another Turkish patent application with the number of 2017/17518, a cushion with a communication capability is placed on each seat in the student shuttles and by doing so, situations such as forgetting the students will be prevented and it is aimed to track how many students are seated in the vehicle.

What makes the invention a different one is that the passenger seats are marketed to the users instead of the shuttle vehicles. In other words, employees work under the umbrella of other institutions can be transported in the same shuttle. Or, students from other schools can be transported in the same student shuttle.

Another distinguishing feature of the invention is that when marketing these shuttle seats, they use the matching routes method (5) to mathematically compare the lowest cost - shortest route and time consuming shuttle routes.

Employees may be residing in areas where streets are narrow and difficult for the shuttles to move. Nowadays, most of the employees are walking to the streets where the traffic is flowing for taking a shuttle. The invention determines and fixes the embark/ disembark locations of the employees according to the location where they reside. The location of the companies where the employees will go is also fixed. The number of employees is also fixed according to the companies which are clients, therefore this determines the number of shuttles we are required to use... Starting and ending times of companies' shifts are also fixed.

Being able to serve several institutions at the same time will result in a high level of density in regions where the passengers are taken in the beginning, subsequently it will bring less number of stations-shorter routes- shorter delivery time for the shuttle vehicles (1) of us which acquired 80%-100% of occupancy ratio and it will also bring cost-efficiency per each passenger.

At the same time, the system brought by the invention will not only be open to applications of the institutions and schools. It will be open to the personal applications. A quotation will be able to make for the students or employees and people who, at certain times of the week and at certain times periodically, need to go from one place to another and then return. For this, it will be sufficient to know the location to pick up, location of arrival and waiting and returning time.

In the above specified similar logical framework, the shuttles of the invention will be able to serve for tourist groups or other group organizations...

The host computer gets all those information and it is accomplishing the most appropriate route matching. It follows the current flow of the traffic. It identifies the most efficient route possible for all passengers. It groups the location of the employees. It groups the locations of the firms. It evaluates all passengers at the same time and directs them to shuttle vehicles accordingly. Then it follows the operating of the organization.

PURPOSE OF THE INVENTION

Using our host computer (2) and matching routes method (5), becoming familiar with the shuttle traffic in a city will provide us with the following benefits. 1) Our shuttle vehicles can serve more than one institution at the same time instead of one institution. A seat will be allocated for students and employees of all institutions who benefit from the service.

2) The route management application will tell which passenger will be taken from which location.

3) Shorter and more direct routes for shuttle vehicles can be determined.

4) Shortened routes will enable employees and students to reach their destinations on time.

5) Fuel consumption will be reduced thanks to the combined routes. The capacity to create environmental pollution and fuel consumption per passenger will be significantly reduced.

6) Reduced fuel consumption thanks to the maximum utilization of the passenger transport capacities of the shuttles and the matching routes; will enable us to notify a lower shuttle cost for the companies.

7) Employees and students who apply individually will be able to go to their target locations with a single stopover. They will not deal with transferring and time loss in public transport vehicles. Maybe their transportation will be more cost-efficient for them...

8) In addition to the use of shuttle vehicles only in the morning and evening hours, we will also be able to provide shuttles to our client s during the daytime hours. We can get maximum benefit from a single vehicle.

9) Since the host computer will be able to monitor the density of the traffic, it will be possible to create alternate routes through which the shuttles can travel without waiting.

8) By following the population density and movements, the host computer will create the routes of shuttle vehicles in a pattern that they will be directed instantly to the busy locations.

9) Shuttle service invoice; since it will be calculated through mathematical methods, the client will know how much he/ she has to pay and how much he/ she will pay in the future and thus there will be no doubt of deception.

12) If the beneficiaries of the shuttle are to go to another location after the end of the work, they will be able to learn from the host computer the knowledge that whether it is possible, if possible, which vehicle they are going to take.

13) Anyone who embarks on a shuttle will be able to follow the location of his / her shuttle vehicle on the map screen from the Smartphone application. Company representatives can also follow the location of the shuttle vehicle.

14) The shuttle driver will mark the embarked and disembarked persons on the tablet connected to the host computer. One-for-one passenger follow-up will be available.

DESCRIPTION OF THE FIGURES AND COMPONENTS

In order to explain the invention, the following figures should be evaluated together with the definitions and components thereof. Figure - 1 this is a pictorial representation of transportation information of the passengers in n number within the amount of shuttle vehicle (1) in m number shown by the host computer (2).

Shuttle vehicle (1); is our vehicle that is in communication with the host computer (2), which can provide shuttle services to the employees of different organizations or different schools. Each shuttle vehicle has a number (1-a). Like M 0025 ... The host computer (2) and all associated applications make follow-ups according to this number. Passengers are also notified of the shuttle service vehicle (1) coming to pick them up.

Host computer (2); the software that manages this business is installed on the computer with sufficient processing power and communication speed.

Shuttle service application (3); It can be downloaded to each client's Smartphone. It can track the location of the shuttle vehicle. At the time of departure, there may be a demand to be dropped on an another location.

Route management application (4); this application is installed in each and every shuttle vehicle (1); there is a device similar to a tablet which is in constant data communication with the host computer (2). There is a map screen (4-a) in this route management application (4) and the route of that shuttle vehicle (1) is drawn. Passenger list (4-b) is determined. On this route, it is certain where each passenger will be taken and where they will be dropped. This route is continuously monitored by the host computer (2). The shuttle vehicle (1) proceeds in the traffic according to this route.

In addition, with the intelligent camera systems (4-c) linked to the route management application (4), which is optionally installed in the shuttle vehicle (1), the behavior of the driver in the traffic can be monitored remotely. In addition, tracking of the embarked/ disembarked passengers to the shuttle can be made with the developing face recognition technology.

Figure - 2 Representative demonstration of the shuttle vehicle application (3) on the display of the passenger's phone. On the map screen (3-a) you can follow the location of the shuttle service vehicle (1) that will pick up the passenger. If he/ she requests, the employee of the institution may request to go to a different location. Sometimes employees may want to go somewhere else instead of going home after the shift. They may make this request through a different embark/ disembark (3-b) area. The application asks the desired address on the map screen (3-a). Passenger marks the desired location. Again, the address of the desired address is specified in the request (3-b) area. Date and time information is written for the request. The passenger is asked to confirm. If such a request is made up to 1 hour before departure, the host computer (2) checks whether the new location has an appropriate service route. If there is a shuttle service vehicle (1) on a suitable route, the host computer (2) either confirms the requested disembark location or suggests a nearby alternative location. This is done on the map screen (3-a). If the passenger finds it suitable, the alternative position is approved on the different disembark location request (3-b) button. After this, the host computer (2) informs the passenger of the number (1-a) of the shuttle service vehicle to receive him. The person (4-b) on the list of passengers (4) in that route management application is added for that day.

Figure - 3 we can see that the traveler can follow the shuttle service vehicle (1) from the telephone and that the shuttle service vehicle (1) of the main computer (2) is directed.

Figure- 4 Inter-operation of the main elements of this invention in an interaction is demonstrated representatively. The host computer (2) manages the entire system. With the matching routes method (5), the most cost effective routes are established between the places to be taken by the passengers and the institutions or schools to be transported. The shuttle service application (3) and the shuttle service (1) route management application (4) in our shuttle service vehicle follow the commands of the host computer (2).

Figure - 5 Matching routes method (5) ; It is the method of choosing the most profitable route that takes the shortest time possible for passengers and takes them to their destinations in the shortest possible time by combining the best possible combination of the shuttles (1) .

Grid fields (5-a); we divide into grid fields (5-a) as you can see in figure 5. Each grid area is not prices; however we can think it between 1 km * 1 km or 2 km * 2 km dimensions that will vary depending on the geography of the city. We analyze our city when setting the boundaries of the grid areas (5-a), evaluate the residential districts, commercial districts, public districts, small industrial districts and major industrial districts separately. We note that there is at least one street in each grid area (5-a) where the traffic is flowing. Which we can pick up those who are on the streets in that area...

Figure- 6 The best finishing area (5-b); we will position the companies or schools for which the shuttle service will be provided. We will provide separate services for schools and companies separately. Their classes will be separate. We will identify the ones which are closest to each other. We will group those in the same grid area (5-a) with the same group number. We serve with the same shuttle vehicles (1) to the institutions located within the same shift time zone. We will set a central point in the middle of the firms or schools that are included in this group number. According to these positions, the host computer (2) begins to identify possible route chains (5-g) for each passenger and each shuttle service (1).

Figure - 7 Sector and sector springs (5-c); we decide to divide our city to at least 3 or more sectors (5-c) according to the center of our best finishing region (5-b). We draw gradually increasing circles from the central point with a radius of 2 or 3 km. The sector springs (5-c) emerge when we divide these circles to the sectors (5-c) such as cake slices. We divide the city into six sectors (5-c) and each sector in its own springs (5-c). The grid areas included in each spring (5- c) groups together passengers which are closest to each other and assist in route planning. So we group the closest passengers. Within this group, we determine the main route paths where the traffic flows. We determine the likely locations for the stopover stations (5-i) which are in walking distance between maximum 750-800 meters for each and every passenger. In general, this is the design of the municipal bus stops/ stations distributed in the city in our mindset. Except for some of the lucky ones in today's conditions, the vast majority of employees walk to take their shuttles. We limit ourselves by setting a limit for this walking distance.

Figure - 8 Formation of the best starting region (5-e) and how to determine best end point (5-f) are described. Determining the best starting region (5-e) reduces the number of possible route chains (5-g) that the host computer (2) needs to analyze. The grid areas (5-a) in the outer ring will be our best starting regions (5-e). Among these, the outermost alternate stops/ stations are obviously the best starting points/ ends (5-f) for us. So we start our possible route chains (5-g) here.

Figure - 9 we will fill our shuttle service (1) by 80% to 100%. We determine how many stopover stops (5-i) are within a sector (5-c). We try to reduce this number as much as possible. We guide the passengers from the address they reside to the closest stopover stop (5-i) and we create a stop/station list (5-j).

Instant service vehicle location pool (5-d) provides us with a list that updates the location of shuttle service vehicles ready to be directed/ engaged within the city in minutes.

The host computer (2) evaluates this information and creates all possible alternative routes. Of these, the lowest cost route is selected by taking into consideration the travel time limit of the client sate best dynamic route (5-h) is determined like this.

Figure - 10 For a representative scenario, institution of school group, in 4 different regions of the city, you can see the determination of the best dynamic routes (5-h) and the best starting point ( 5-e ) with three shuttle services(l). You can also see the stopover stops (5-i) through the triangles on the figure in which there is a high density of the passengers.

Table - 1 Distance of the passengers to alternative stops

Table - 2 Comparison for the likely route chains (5-g) according to the shortest route time and lowest cost measures

B. DESCRIPTION OF THE INVENTION

Today, the institutions that have a big number of employees and the school administrations who want to provide the transportation of their teachers and students make an agreement with the shuttle companies. The addresses of the passengers who will benefit the shuttle are submitted. The shuttle company organizes the vehicles accordingly. We evaluate client and organizations as two groups. We gather schools in a pool other than those which are in the body of the university. Their passengers unite and disperse within themselves. We evaluate government and private sector institutions outside the school in a pool. We combine the employees who are working in such places in our own shuttle vehicles. Before proceeding to the description of the invention, we can make some generalizations. It would not be wrong to say that the vast majority of passengers using the shuttles are also using the smart phones. Which means that Smartphone usage is high even in children at the level of secondary education? There is no requirement for the invention to be a smart phone. But it provides you with the benefits of the technological opportunities that it brings.

The shuttle application (3) can be easily downloaded to these smart phones. We do this as follows. We give an unprecedented code for each passenger to the company you work with or the school you read. When you enter this code after downloading the application, the application becomes the activity. The host computer (2) identifies the passenger and ensures that he/ she is tracked by the route management application (4). As you can see in Figure-1, the host computer (2) distributes the shuttle request received from the passengers in n number among the shuttle vehicles (1) in m number.

The host computer (2) monitors/ tracks the position of all of our shuttle vehicles (1). There is a Smartphone or tablet-like devices loaded with route management application (4) in each shuttle. This device provides data communication from the shuttle vehicle (1) to the Host computer (2).

Shuttle service application in the passengers' phones (3) reports the locations of the passengers to the host computer (2). At the same time, the passengers also report the position and number (1-a) of the shuttle service vehicle (1) coming to pick them up. The company or school administrators also follow the location information of the shuttle vehicle (1). The shuttle application (3) is also utilized when the passenger is boarding the shuttle vehicle (1). The passenger is required to identify him / her on board. In the shuttle service application (3), the generated square code is read by the passenger, the tablet is loaded with the route management application (4). This is not compulsory either. Normally, an ID card will be issued for each passenger.

The shuttle vehicle (1) will mark every person using our vehicle in the route management application. When there is a stop, the list of passengers (5-j) that should be taken from that stop will come before our driver. These passengers will either show our identity card to the driver or they are going to swipe their magnetic tape and the information will be submitted to the card reader by doing this and thus the passengers will be able to introduce themselves. Our driver will also mark the disembarking passengers on the passenger list (4-b) of the route management application when the passenger disembarks from the vehicle. This responsibility belongs to the driver.

If the passenger is not at the landing-stop (5-i) when the shuttle arrives, our driver marks that the passenger did not show up in the route management application (4). The information that the passenger did not take the shuttle is notified instantly to the telephone of the passenger or the responsible official of the company or school administration through the application.

The route management application (4) will provide the driver with information on who is to be reached and how many people have to disembark. This stop/ station list (5-j) is available on his/ her page. It will also give you the information on how many people remain in the vehicle. In this way, we follow passenger movements in the most simple, practical and economical way. The intelligent camera systems (4-c), which we will assembly in the shuttle service vehicles (1), operate in conjunction with the route management application (4), from which the images are transmitted to the host computer (2). Thus, we can both track our driver and passengers who are embarking/ disembarking. Facial recognition technologies are developing rapidly. Using these technologies, we can identify the identity of passengers. On this page, we can follow up whether the passenger is in the vehicle, whether he should get on the dirt that needs to be bumped, or whether he is going downhill or not. The host computer (2) checks the stop list (5-j) and the passenger list (4-b) and informs the driver via the route management application (4).

To benefit from the service, every traveler must be introduced to the route management application (4) by the host computer (2). Otherwise, it is not permissible for the unaccounted persons or passengers whose right tousle the shuttle is terminated to take the shuttle. In short, passengers paid for the shuttle charge will be specified in the route management application (2).

On our shuttle service (1) we have a seat for every passenger. There are always empty seats in the service vehicles, except for the ones who are working very hard today. Sometimes these people constitute the half of the users of the shuttle. Or the shuttle is almost full. But there is a long route. The passengers in the last row make a journey twice a day almost twice the length of the direct route. This means a twice extra time spent in the shuttle.

It should be noted that the system which is the subject of the invention is a dynamic system. Admittedly, from time to time, the employees of the client institution resign from their workplaces or there may be new employees hired in the same institution. In the system according to the invention, our target is to use 80% to 100% of the seat capacities of our shuttle vehicles (1). Also, another institution located at the same best finishing area (5-b) can be added as a new client. This may result in updating the matching routes, changing the shuttle vehicles (1) to pick them up and varying the routes, even though the locations of the passengers' stops are not changed. These changes will be communicated to the client organization and passengers via various channels as information. However, our passengers with shuttle application (3) will be quickly adapted to these changes.

In Fig. 2 you can see the schematic diagram of the application in a passenger phone with a Shuttle Application (3) installed. On the map screen (3-a) you can follow the location of the shuttle service vehicle (1) that will pick up the passenger. It also made it easier for the passengers who want to go to a different address (after a certain period of time - say, 1 hour in advance) if they leave their workplaces. They can make this by pushing to the different disembark location (3-b) button. The application asks the desired address on the map screen (3-a). Passenger marks the desired location. Again, the address of the desired address is specified in the request (3-b) button. Date and time information is written for the request. The passenger is asked to confirm. If such a request is made up to 1 hour before departure, the host computer (2) checks whether the new location has an appropriate service route. If there is a shuttle service vehicle (1) on a suitable route, the host computer (2) either confirms the requested disembark location or suggests a nearby alternative location. This is done on the map screen (3-a). If the passenger finds it suitable, the alternative position is approved on the different disembark location request (3-b) button. After this, the host computer (2) informs the passenger of the number (1-a) of the shuttle service vehicle to receive him. The person (4-b) on the list of passengers (4) in that route management application is added for that day. Let's take a step-by-step look at the formation of shuttle routes.

We divide our city map into grid areas (5-a). You can see an example in Figure 5. Each grid is numbered according to the county/ district where it is located. Like Karsiyaka 5, Bornova 11 ... We can think of this as roughly 1 km * 1 km or 2 km * 2 km. However, according to the geographical regions, we can allow for a rectangle resemblance if these shapes turn into a skew, if necessary. If necessary we can extend and shorten the widths of the length. We conclude this by analyzing our city map. In our analysis study, we have studied commercial areas, residential areas, small industrial areas and major industrial areas in our city and determined ways to reach them. We transfer this work to the main computer (2). In accordance with the invention, the system starts to work, leaving this analysis and grid determination work to the host computer (2) according to the accumulated information and the evaluation criteria that occur.

We place the locations of the institutions that will be our clients of our shuttle company into our city maps. We identify client organizations (firms or schools) in the same grid area. We set the beginning hours of schools or shifts of workplaces. We determine the matching beginning hours of schools or shifts of workplaces which are located in the same grid area.

Let's say, the beginning hour of the shift is 08:30, in this case we would aim the disembark time as 08:15. We determine our best finishing region (5-a) for 08.15. Sometimes we can combine two or three adjacent grids to form a single best finishing region (5-a). We will pay attention to this point within ± 5 minutes, i.e. between 8.10 and 8.20 we have to deliver our passengers to their companies.

Let's also assume that in our best finishing region (5-a), we can only have one client institution. We prepare a price quote for this client, provided that we meet the capacities of our shuttle vehicles (1)...

In the matching roots method (5); we are preparing a comparison scenario to find the least costly and least time consuming scenario for us. The first branch in the formation of these comparison scenarios begins with a comparison of the alternatives in the best finishing regions (5-b). The host computer 2 compares all probabilities according to their optimum results, taking into account sub-branches for each different scenario. A person or a team of people must work for days to be able to do that. Today, information about how long it will take to determine the distance between two geographical locations, the route drawing and the traffic situation, is offered as a free service by navigation programs. Leaving this to the host computer (2) will provide a definite mathematical result.

To describe the matching roots method (5) according to comparison scenarios by a case analysis, n is the passenger number! * p is the number of shuttles! * u is the number of client companies! As can be seen above, it is the analysis of a chain of great possibilities. You will see below the development on the simple and sensible basis of work.

w5ln Figure 8, how the best starting area (5-e) and the best starting end (5-f) is determined is shown and in Figure 9, how the stopover stops (5-i) are determined and how the stop list (5- j) in which the list of the passengers who will use these stops are shown and this will give an idea of how the things will work out. If we have finalized the determination of the best finish area (5-b) and arrival time; it means that we have made sure of which road we will take the passenger in our city. Thanks to this, it will be clear that from which grid (5-a) our passengers will be picked up.

The host computer (2) places the passengers who have become our clients in the city map. In order to facilitate our work, we also place bus stops for the municipal buses on each grid (5- a). The municipal buses operate on relatively large streets, which are generally streamlined within the city. This helps us to identify where our shuttle vehicles can move smoothly and pick up and drop passengers. Let's name them as alternative stops. This will help us in clarifying the stopover stops (5-i).

Our shuttle vehicles (1) will pick up the passengers of some of our client companies (especially for schools) from the address location they specified. Normally, many employees are walking to the main street, which is near to them, to get to know the shuttle ... If the client permits; we will do our possible route inquiries through alternative stops that carry our passengers to the nearest bus stop.

This helps us to determine the list in which our passengers will be combined through a sort of inertia method, the capacity of the shuttle (1) which they will take and our draft route.

For each passenger, let's determine the nearest bus stops and the walking distance to these stops. We record stops closer than 800 meters. You can see this in Table 1...

Table - 1 Let's place the alternative stops of our passengers on the map of our entire city. If we depict these points as the blue flagged pins, let's put a big red flagged pin on the center of the best finishing area (5-b).

Let's draw the rings which are increasing from the center of the best finishing point (5-a) with a radius of 2 or 3 km. After we draw these rings, we can divide it into 3 pieces like a cake slice or divide it into 6 pieces. We decide into how many sectors (5-c) we will divide according to the geography of the city. As you can see in Figure 6, dividing the hexagon gives us 60 ° of bows (5-c).

We have also identified grid zones within each sector we have separated into springs with radius lengths of three km. We evaluate our alternate stops in our own grid area (5-a).

We determine the outermost bow (5-c) and grid areas (5-a) and alternative stops for each sector (5-c). In Figure 8, you can see the representative depiction of how we determine the best starting ends (5-f). Only one beginning end can be in one grid. Neighboring grids (5-a) may be included in the same route chain. However, the grids of the outermost ring (5-a), which are not neighbors in relation to each other, are aimed at being different starting regions (5-e) and the outermost stops being different best starting ends (5-f).

As an example, let's determine the total number of passengers in a sector. Let's say there are 40 people in that sector.

Let's say we have 17 passenger capacity minibus, 25 passenger capacity midi bus, 31 passenger capacity midi bus and 45 passenger capacity buses. We can use them as our shuttle vehicles (1). According to this, we determine the variation of transportation for so many people.

We also have the goal of filling the seat capacity of our shuttle vehicles (1) between 80% and 100%. So while we distribute these 40 people, we will try to achieve this goal as well.

We can provide transportation with a bus of 45 people.

We can provide transportation with 1 midi bus of 31 individuals† 1 minibus of 17 individuals.

We can provide transportation with 2 minibus of 25 individuals.

We can provide transportation with 3 minibus of 17 individuals.

In this way we create transport variations.

For each vehicle variant, we create the possible route chains (5-g) that carry all the passengers in that sector separately. For each of these possible route chains (5-g), we determine the distance between stops, the total distance, the total time and the total cost.

While forming this possible route chain (5-g), we will start at the outermost end (5-f). From this end we execute the possible route chains (5-g) separately for the three nearest stops. When we arrive at the second stop we also create possible route chains (5-g) that go separately to the three nearest stops, which have not been routed.

Service shuttle 1. Stop 2. Stop 3. Stop ... institution

Rota 1 M 0174—► Y 018 —► Y 024+Y 025—► Y 007 —► ... Rota 2 M 0174 —► Y 018 Y 007 —► Y 024+Y 025—► ....

Rota 3 M 0174—► Y 018 Y 012 —► Y 007 —►

Rota 4 M 0174 —► Y 018 Y 024+Y 025— _► Y 012— _► ....

Rota n M 0174

As you will see above, on route 1, our M 0174 numbered vehicle is picking up our Y 018 numbered passenger. Then in the 2nd stop, it is picking up Y 024 and Y 025 numbered passengers. 3. It goes to our Y 007 numbered passenger in the stop. In the second possible route, a.k.a the route 2, we are going to the stop from which we pick up our 007 numbered passenger after the first stop. On the third possible route, a.k.a. route 3, we pick up our Y012 numbered passenger after the first stop. In other words, after picking up passengers, we manage the probability chain according to the nearest 3 stop. That is, we reduce the workload of the host computer (2) by probability chains according to the triple permutation of the number of stops. As you will see on Route 4, we start to create an alternative route of route 1 which is after the second stop.

We create route chains that will fill our shuttle service (1) to fill our service vehicle between 80% and 100% capacity. If we are going to use two or more shuttle vehicles (1) in that sector, we will have these vehicles start from the rid in the outmost grid. Thus, thanks to the advantage of geographical orientation of the grid determination, we have caught the correct start points for that sector.

Possible route chains (5-g) that we have created must be such as to carry all the passengers of that sector. We compare all possible route chains (5-g) according to our vehicle variant by writing them one under the other. You can see a partial example in table 2 below.

Table 2

Before proceeding to the next stage, let's also do a statistical deviation analysis according to the locations in the route chain where the passengers embark. When a possible route chain (5-g) occurs, we measure the distance between the stops of the passengers ... When we analyze these measurements statistically, we can determine the stops or stops where we travel the most for a passenger. Then we can think of this, if this passenger gets from the first or the next stop, will the distance and the duration of our route be shortened? If the answer is yes, we have to check whether there is a "yes answer" for the following question. Will the client institutions allow transit service transport for the minimum number of passengers?

If we accept that we serve other institutions in our city; we enter into their investigation of whether we can benefit from this route for the passenger on this discrete downturn. So when we want that ride with another vehicle, can we reach one of stops in our best route? So, can our shuttle routes crossing each other can help us?

In large metropolises, we can request this from our client institutions in order to reach traffic density and target end zone on time. Or it will have to come to a standstill where it will be possible for our shuttle service with its own means.

For all sectors we determine the shortest route at the end of the comparison - the lowest cost - the best dynamic route (5-h) with the lowest time consumption. We can leave this choice to the host computer (2). Or the host computer (2) specifies the three best routes in the above specifications and the shuttle company management makes the selection.

Now we need to consider the following as well. We have the opportunity to assign a second task to our shuttle vehicles (1) that have completed this service task. Let's say that those who finished the transportation of the employees may be directed to pick up students. For this reason, the use of time is also important.

For the six sectors, we have created these possible route chains (5-g) separately and identified the most optimal best dynamic routes (5-h) carrying the passengers that those institutions or institutions want us to deliver. Thus, we have taken care of the start-up operation of the institutions or institutions in the best finishing area (5-b).

Then, we create our return routes in similar logic for the end of the shift. The locations of the institutions we will take passengers for return are certain. The stops we will leave later are also certain. Here, in general, the rule is to bring down the passengers to the stops by using the same route for the vehicle that brought the passengers. We will apply this as a general acceptance and only try to determine how long that route will last for the traffic intensity at that hour. Which is why we have another operation on this vault where we can use our shuttle vehicles?

C. APPLICATION OF THE INVENTION IN THE COMMERCIAL LIFE

As described in detail above; the invention describes the technological products used in a daily life, a new working methodology for the shuttles.

Normal shuttles generally work by trial and error method without preparation which we usually name as the black order. The institutions for which they will carry the passengers will guide them. They bid on the price. It was also seen that after the agreement that due to the fact that the estimation they made is not true, they gave up from serving the institution because it was not right. In addition, we have also seen several companies of which shuttles don't pick up students directly from their houses and they have them walk until the main street.

There are those who try to do business with three or five vehicles even though they are large-scaled companies. Service drivers are not under an institutional discipline. Their irresponsible behavior has reflected to the public for many times. In general, information sharing and routing systems are insufficient from the service centers. Service vehicles remain idle between the start and end times of working hours, and they cannot get use of their potential.

When the shuttle vehicle system (1) in the invention starts to operate; the host computer (2) shall be aware of all corporate calls and locations of the shuttle vehicles (1). The host computer shall be aware of the entire city. This general overview ensures the most efficient administration of the shuttle vehicles (1).

i. If we have a host computer (2), we will prepare our software on it.

ii. The matching route method (5) then establishes the stopover organization of the shuttle service vehicles (1) of the passengers belonging to our customer institutions. iii. Then, they will install it on their smart phones; we provide information flow in shuttle service application (3).

iv. The system will become operational with the preparation of the communication device loaded with route management application (4) to be installed on shuttle service vehicles (1).

We provide mathematical certainty with matched roots method. This allows us to give our customers more affordable and accurate prices.

It will be easy for our passengers to be able to follow the shuttle service vehicles (1) from their smart phones. When they want to go once in a turn of the week except for their normal routine; it will be enough to pass the request about one hour before shuttle service (3). The host computer (2) will reserve one seat for that passenger if there is a shuttle service vehicle (1) that is suitable for this request.

Route management application (4) will provide an institutional discipline to our drivers who use our shuttle service vehicles (1). The following features are provided through this application:

efficient use of the vehicles in traffic,

thanks to the built-in intelligent camera (5-c), it is possible to record the behavior of the driver in traffic,

it is also possible to use the intelligent camera (5-c) to recognize the riding passengers, to know the descending passengers, to be able to follow the passengers' stopping points, to follow the number of passengers in the service,

to go to the maintenance station on time for cleaning,

pre-appointment organization for periodic maintenance of the vehicle,

We will be able to monitor the fuel status

Service tools alone are not a small cost. The money paid for the employed driver is also a cost. In spite of these, the vast majority of service vehicles remain idle throughout the day. They are just an organizational structure that will respond to institutions.

However, people living in metropolitan areas have a place to go in periodic order. These people have the individual client status. Likewise, small business owners can benefit from service companies only if they meet the full cost of the vehicle.

The total perspective brought by the present invention has the capacity to respond to small institutions and individual clients. Their demands can be met following the combination. The invention brings; The idea of selling/ marketing seats instead of shuttles will provide economic pricing for such customers. Likewise, it would be possible to get use of the free times when the services remain idle.

Urban traffic is overwhelming. Vehicle owners can give up on using the vehicles for their travels depending on the periodical plank thanks to our invention ... In this case; there will be a relative decrease in the number of vehicles participating in the traffic and a relative decrease in environmental pollution.

The things described above are not hard to achieve. The host computer (2) will have an angle that dominates the entire city. If necessary, our shuttle vehicles (1) will be directed to the alternative routes which are away from the obstructed area.

As you can see, doing the situation analysis with the matching roots method (5) in this holistic approach will open the horizons that will enable us to evaluate the municipal bus services in the cities from a different point of view.