JP2017096636A - Recommended scheduled route acquisition system, method, and program - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a technique for acquiring a route with a preference about mobile means and a request about a required time taken into consideration.SOLUTION: The recommended scheduled route acquisition system includes: a preference degree acquisition part, that acquires the preference degree of a user about a plurality of mobile means; a scheduled routes acquisition part, that acquires a plurality of scheduled routes for which mobile means are different in at least a part of the intervals; a required-time acquisition part, that acquires the required time for each scheduled route; a recommended scheduled route acquisition part, that acquires a recommended scheduled route through comparison of the magnitude relation of the required times for the scheduled routes with the reference of determination; and a determination reference changing part, that changes the reference of determination according to the preference degree about the mobile means used for the scheduled routes.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a recommended scheduled route acquisition system, method, and program.

2. Description of the Related Art Conventionally, a system that acquires a recommended scheduled route for arriving at a destination as scheduled before departure is known. For example, in Patent Document 1, it is determined whether or not it is necessary to update the recommended departure time by obtaining the current total required time of the route and comparing it with a reference time (such as the total required time in a normal state). A technique for advancing the departure time as required is disclosed.
In addition, there is known a technique for acquiring a recommended scheduled route using a moving means preferred by a user when a plurality of moving means can be selected.

JP 2012-242301 A

In the prior art, there are cases where an inappropriate route is guided when a plurality of moving means can be used. In other words, if the recommended route is determined by focusing only on the required time, a route that can reach the destination in the required time within the allowable range using the transportation means preferred by the user, although not the fastest, cannot be set as the recommended route. , Guidance that does not match the user's preference will be made. Further, if a recommended route is determined based only on the user's preference, a route that requires an excessive amount of time becomes a recommended route, and guidance that does not meet the user's request for early arrival may be provided.
The present invention has been made in view of the above problems, and an object of the present invention is to provide a technique for acquiring a route that takes into consideration both the preference for the moving means and the demand for the required time.

  In order to achieve the above object, a recommended planned route acquisition system includes a preference level acquisition unit that acquires a user's preference level for a plurality of moving means, and a plurality of planned routes that have different moving means in at least some sections. Recommended planned route acquisition that acquires the planned route acquisition unit, the required time acquisition unit that acquires the required time for each planned route, and the recommended standard route by comparing the size relationship of the required time for each planned route with the criteria And a criterion changing unit that changes the criterion according to the degree of preference for the moving means used in the planned route.

  In addition, in order to achieve the above object, a preference level acquisition step of acquiring a user's preference level for a plurality of moving means, and a planned route acquisition for acquiring a plurality of planned routes with different moving means in at least some sections Process, required time acquisition process for acquiring the required time for each planned route, recommended planned route acquisition process for acquiring the recommended planned route by comparing the size relationship of the required time for each planned route with the criterion, and the planned route The recommended planned route acquisition method includes a determination criterion changing step of changing the determination criterion according to the preference degree of the moving means used in the above.

  Furthermore, in order to achieve the above object, a preference level acquisition function for acquiring a user's preference level for a plurality of moving means, and a planned route acquisition for acquiring a plurality of planned routes having different moving means in at least some sections. A function, a required time acquisition function for acquiring the required time for each planned route, a recommended planned route acquisition function for acquiring a recommended planned route by comparing the magnitude relationship of the required time for each planned route with a criterion, and a planned route Is configured to cause a computer to implement a determination criterion changing function for changing a determination criterion in accordance with the preference degree of the moving means used in the computer.

  As described above, in the recommended planned route acquisition system, method, and program, the recommended planned route is acquired based on the required time by comparing the required time for each planned route with the criterion. Can be determined. However, the determination criterion is changed based on the preference degree of the moving means used in the planned route to be compared. Therefore, it is possible to acquire a recommended planned route taking into consideration both the required time for each planned route and the preference level of the moving means.

It is a block diagram which shows a recommended plan route acquisition system. FIG. 2 is a flowchart of the guidance process. FIG. 3A is a flowchart of recommended scheduled route acquisition processing, and FIG. 3B is a flowchart of guidance timing acquisition processing.

Here, embodiments of the present invention will be described in the following order.
(1) Configuration of recommended planned route acquisition system:
(2) Guidance processing:
(2-1) Recommended planned route acquisition processing:
(2-2) Guidance timing acquisition process:
(3) Other embodiments:

(1) Configuration of recommended planned route acquisition system:
FIG. 1 is a block diagram showing a configuration of a recommended planned route acquisition system 10 according to an embodiment of the present invention. The recommended planned route acquisition system 10 according to the present embodiment includes a control unit 20 including a CPU, a RAM, a ROM, and the like, a recording medium 30, and a communication unit 40. The control unit 20 includes the ROM and the recording medium 30. It is possible to execute the program recorded in The communication unit 40 is a device for performing wireless communication with the traffic information management system I and the mobile terminal S. That is, the control part 20 can communicate with the traffic information management system I and the portable terminal S at arbitrary timings by controlling the communication part 40, and can send / receive arbitrary information.

  The traffic information management system I is a system that monitors a road to be monitored and generates traffic information indicating a degree of congestion in a road section set as a generation target in advance. In the present embodiment, the traffic information includes information indicating the start position of the traffic jam section, the length of the traffic jam section, and the degree of traffic jam (degree of multi-stage such as traffic jam, empty space, etc.), and the traffic information management system I is determined in advance. Monitoring is performed for each period, and traffic information in each road section is generated. The control unit 20 can control the communication unit 40 and acquire traffic information on an arbitrary road section from the traffic information management system I at a predetermined timing.

  In the present embodiment, there are a plurality of mobile terminals S that can communicate with the recommended planned route acquisition system 10. The mobile terminal S is a portable computer and can execute various application programs. In the present embodiment, the mobile terminal S can execute an application program that displays guidance on the recommended planned route output by the recommended planned route acquisition system 10 on a display unit included in the mobile terminal S.

  In addition, the mobile terminal S can perform guidance for prompting the user to leave by executing the process of the application program, and can execute a recommended scheduled route acquisition process. The mobile terminal S can perform guidance for guiding the vehicle along a route from the departure point to the destination or a recommended planned route. In the present embodiment, the mobile terminal S can specify the route by setting the moving means as a vehicle or a train and perform guidance, and a part of the route from the departure point to the destination is a vehicle, It is also possible to set and guide a route using a plurality of moving means, such as a train.

  Further, the mobile terminal S has a function of communicating with the recommended planned route acquisition system 10 at a predetermined timing and transmitting history information (probe information) about the travel route traveled by the user to the recommended planned route acquisition system 10. doing. That is, the mobile terminal S acquires and holds a history of the position of the mobile terminal S for each time, and transmits it to the recommended planned route acquisition system 10 at a predetermined transmission timing. In the present embodiment, the history information transmitted from the mobile terminal S includes an ID indicating a user (an ID for each navigation system, an ID for each user, etc.) and a moving means (vehicle or train) at each position. Contains information to indicate.

  In the above-described configuration, the recommended planned route acquisition system 10 has a predetermined departure place (such as a user's home or the like) in a situation where the user lives daily while intending to arrive at the destination by a desired arrival time. ) To the destination as a recommended planned route, and has a function of guiding the mobile terminal S in time for the desired arrival time. For this reason, the recommended planned route acquisition program 21 is recorded in the ROM or the recording medium 30, and the control unit 20 can perform the guidance by executing the recommended planned route acquisition program 21.

  The recommended planned route acquisition program 21 includes a preference level acquisition unit 21a, a planned route acquisition unit 21b, a required time acquisition unit 21c, a recommended planned route acquisition unit 21d, a determination criterion change unit 21e, and a guide unit 21f. The preference level acquisition unit 21a is a program module that causes the control unit 20 to realize a function of acquiring user preference levels for a plurality of moving means. In the present embodiment, the control unit 20 acquires history information indicating the movement history from the mobile terminal S via the communication unit 40 by the processing of the preference level acquisition unit 21a and records the history information on the recording medium 30 (history information 30a). .

  The history information 30a includes information indicating whether the moving means is a train or a vehicle. Therefore, the control unit 20 refers to the history information 30a by the processing of the preference level acquisition unit 21a, and acquires the preference level of the user's train by the ratio of the train used. Here, it is only necessary to acquire a preference indicating the degree of preference of the user. In this embodiment, a value obtained by dividing the number of times a route using the train is selected by the number of working days of the mobile terminal S is a predetermined value. When the value (for example, 1/10) is exceeded, a flag indicating that the user likes the train is set. Therefore, in this embodiment, it is indicated by a flag that the user likes or dislikes the use of the train, and the user who likes the train is interpreted as preferring the train over the vehicle. Of course, the degree of preference may be specified by other methods, may be set in multiple stages, or may be expressed by a continuously changing value.

  The planned route acquisition unit 21b is a program module that causes the control unit 20 to realize a function of acquiring a plurality of planned routes with different moving means in at least some sections. In the present embodiment, the control unit 20 specifies a route that each user uses on a daily basis based on the history information 30a, and acquires a plurality of routes from the departure point to the destination as scheduled routes. That is, in the present embodiment, since the history information 30a indicates the history of the position of the mobile terminal S for each time, the control unit 20 regards the movement start point as the departure place and the movement end point as the destination.

  In addition, when there are a plurality of destinations, the control unit 20 identifies a destination on a route that is routinely used. The destination can be specified by various methods. For example, the control unit 20 may use a point having the highest frequency as a destination as a destination of a route that is used on a daily basis, or arrival time. A point having the least variation in the distance may be used as a destination of a route used on a daily basis, and various methods can be employed.

  In any case, when the departure place and the destination are specified based on the history information 30a, the control unit 20 acquires the desired departure time and the desired arrival time at the departure place. These times can also be specified by various methods. For example, the average of the time of departure from the departure place and the average of the time of arrival at the destination may be set as the desired departure time and the desired arrival time. The time with the smallest variation as the time of departure and the time of arrival at the destination may be set as the desired departure time and the desired arrival time, and various configurations can be adopted.

  Further, in the present embodiment, the control unit 20 refers to the map information 30b, is a route from the departure point to the destination of each user, and travels with a planned route (vehicle only route) that does not use a train as a moving means. As a means, the planned route using the train is searched. Note that the map information 30b includes data for specifying a motorway network and a route network for trains, facility data indicating facilities that can be set as destinations, and the like. The data specifying each transportation network includes link data specifying a link connecting two nodes, node data indicating the node, and the like. A link means a section of a passage through which a moving means corresponding to each transportation network can pass, and a node means a start point or an end point of the section. The link data includes shape interpolation point data indicating the position of the shape interpolation point set at a position other than the node on the link, and section length data indicating the section length of the link. In some cases, a single node is connected to a common link that can be traversed by two or more types of moving means, and such a node is a point (station) where the moving means can be changed (transferred). Etc.).

  The required time acquisition unit 21c is a program module that causes the control unit 20 to realize a function of acquiring the required time for each scheduled route. That is, the control unit 20 communicates with the traffic information management system I through the communication unit 40 by the processing of the required time acquisition unit 21c, and determines the congestion degree of each planned route acquired by the processing of the planned route acquisition unit 21b. get. Then, the default time required for each planned route (the time required when there is no traffic jam) is corrected by the degree of traffic jam, and the time required to reach the destination from the departure point on each planned route is calculated. Identify. Note that the degree of congestion does not affect the required time in the train section, but the required time may be calculated based on information indicating the delay of the train.

  The recommended planned route acquisition unit 21d is a program module that causes the control unit 20 to realize a function of acquiring a recommended planned route by comparing the magnitude relation of the required time for each planned route with a determination criterion. That is, since the moving means differs in at least a part of the plurality of scheduled routes, the control unit 20 substantially compares the difference in required time due to the difference in moving means by comparing the required time for each scheduled route. become.

  More specifically, the control unit 20 calculates the ratio obtained by dividing the required time of the planned route not using the train by the required time of the planned route using the train by the processing of the recommended planned route acquisition unit 21d. It is acquired as a value indicating the magnitude relationship between these required times. Further, the control unit 20 acquires a threshold value as a determination criterion, and determines whether or not the above-mentioned ratio is larger than the threshold value, so that the required time of the planned route that does not use the train is required for the planned route that uses the train. It is determined whether or not the size exceeds a criterion for time.

  Then, the control unit 20 acquires a planned route using a train as a recommended planned route when the ratio is greater than the threshold, and acquires a planned route not using the train as a recommended planned route when the ratio is equal to or less than the threshold. As described above, in the present embodiment, when the required time of the planned route not using the train is larger than the required time of the planned route using the train so that the determination criterion is exceeded, the planned route using the train is recommended recommended route. The structure acquired as is adopted.

  The determination criterion changing unit 21e is a program module that causes the control unit 20 to realize a function of changing the determination criterion according to the preference level of the moving means used in the planned route. That is, if only the magnitude relation of the required time is compared based on a fixed criterion, the recommended scheduled route is determined based on the required time. In this case, since it is difficult to determine the planned route reflecting the user's preference, the control unit 20 makes a determination according to the preference degree of the moving means used on the planned route by the processing of the determination criterion changing unit 21e. Change the criteria.

  Specifically, the control unit 20 sets the determination criterion when the train preference is high (the train preference is higher than the vehicle preference) to be smaller than the determination criterion when the train preference is low. . In the present embodiment, two types of values that can serve as threshold values as determination criteria are prepared in advance (first value and second value (> first value)). Therefore, the control unit 20 refers to the flag indicating the user's preference, and when the flag indicates that the user likes the train, the control unit 20 sets the threshold value to the first value, and the user sets the train. If the preference is not set by the flag, the threshold is set to the second value. As a result, when the user likes the train, the threshold value is smaller than when the user does not like the train.

  In this embodiment, when the required time ratio is larger than the threshold, the planned route for train use is the recommended planned route, and the denominator is the required time for the planned route for train use in this ratio. Therefore, when the user likes the train, the planned route including the train is more easily selected than when the user does not like the train. That is, the control unit 20 changes the determination criteria so that when the preference level of the moving means used on the planned route is high, the moving means is more easily selected than when the preference level is low. As a result, the judgment based on the required time can be easily corrected according to the user's preference. In addition, when paying attention only to the required time, even if a planned route with a low incentive is selected, it can be easily selected as a recommended planned route if it can be moved by a moving means preferred by the user.

  As described above, according to the present embodiment, the recommended planned route can be determined based on the required time by obtaining the recommended planned route by comparing the required time for each planned route with the criterion. it can. Furthermore, since the determination criterion is changed based on the preference level of the moving means used in the compared planned route, the recommended planned route considering both the required time for each planned route and the preference level of the moving means. Can be obtained.

  In the present embodiment, the control unit 20 has a function of performing guidance regarding a recommended planned route. That is, the control unit 20 outputs information indicating the recommended planned route and the guidance timing to the mobile terminal S via the communication unit 40 by the processing of the guidance unit 21f. When the mobile terminal S receives the information, the mobile terminal S outputs information indicating the recommended planned route to the display unit (not shown) of the mobile terminal S at the guidance timing.

  Note that the guidance timing is a time that is a required time and a margin time before the arrival time on the recommended planned route. Therefore, the control unit 20 acquires the desired arrival time and the required time for the recommended planned route by the processing of the guide unit 21f. The allowance time is specified in advance when the train is not used and when the train is used (details will be described later), and the control unit 20 determines whether the recommended planned route is the train use or not use, Get time to spare. Then, the control unit 20 acquires the desired arrival time−the required time of the recommended planned route−the margin time as the guidance timing. According to the above configuration, the user using the mobile terminal S can grasp the recommended planned route before the departure time of the recommended planned route, and the user can reach the destination by the arrival time. I can act.

(2) Guidance processing:
Next, the guidance process in the above configuration will be described in detail. FIG. 2A is a flowchart showing the guidance process. The control unit 20 collects the history information 30a from the portable terminal S by the processing of the preference level acquisition unit 21a, and under this situation, the history information of each user at a predetermined timing (for example, a timing for every fixed period). The guidance process is executed based on 30a. When the guidance process with a certain user as a processing target user is started, the control unit 20 acquires the departure point and destination of the daily route by the process of the planned route acquisition unit 21b (step S100). That is, the control unit 20 refers to the history information 30a and identifies the starting point and destination of a route that is used on a daily basis.

  Next, the control unit 20 acquires the desired arrival time and the desired departure time by using the planned route acquisition unit 21b (step S105). That is, the control unit 20 obtains the desired departure time by statistically determining the departure time at the departure place acquired at step S100, and obtains the desired arrival time by statistically determining the arrival time at the destination obtained at step S100. It can be said that the desired departure time obtained in this way indicates the arrival time at the daily destination, and the desired arrival time indicates the departure time from the daily departure place.

  Next, the control unit 20 acquires the recommended departure time in the current traffic information by the processing of the planned route acquisition unit 21b and the required time acquisition unit 21c (step S110). That is, the control unit 20 refers to the history information 30a and acquires the route from the departure point to the destination that the user uses on a daily basis by the process of the planned route acquisition unit 21b. The route may be the route recorded as the history information 30a with the highest frequency among the routes from the departure place to the destination acquired in step S100, and the arrival time variation at the destination is the most. It may be a small path and can be acquired with various configurations.

  When the route that the user uses on a daily basis is specified, the control unit 20 acquires the degree of congestion on the route via the communication unit 40 by the processing of the required time acquisition unit 21c. And the control part 20 specifies the required time required in order to move each area on a path | route based on the said congestion degree. Then, a time obtained by subtracting the required time from the desired arrival time is acquired as a recommended departure time in the current traffic information.

  Next, the control unit 20 determines whether the recommended departure time is earlier than the desired departure time by the process of the recommended scheduled route acquisition unit 21d (step S115). If it is not determined in step S115 that the recommended departure time is earlier than the desired departure time, the control unit 20 regards the daily route as the recommended planned route, and skips steps S120 and S125.

  On the other hand, when it is determined in step S115 that the recommended departure time is earlier than the desired departure time, the control unit 20 selects a recommended planned route from a plurality of planned routes. For this reason, the control part 20 acquires a preference degree by the process of the preference degree acquisition part 21a (step S120). That is, the control unit 20 refers to the history information 30a, acquires the number of times the route using the train is selected from the user's movement history, and the value divided by the number of working days of the mobile terminal S is the default value. Determine if it has exceeded. When the value exceeds the predetermined value, the control unit 20 sets a flag indicating that the user likes the train. When the value does not exceed the predetermined value, the control unit 20 does not set a flag indicating that the user likes the train.

(2-1) Recommended planned route acquisition processing:
Next, the control unit 20 acquires a recommended recommended scheduled route (step S125). FIG. 3A is a flowchart showing the recommended planned route acquisition process in step S125. In the recommended planned route acquisition process, the control unit 20 acquires a scheduled route not using the train and a planned route using the train by the processing of the planned route acquisition unit 21b (step S200). That is, the control unit 20 refers to the map information 30b and plans to reach the destination acquired in step S100 from the departure point acquired in step S100 for each of the case where the train is not used and the case where the train is used. Search for a route.

  Next, the control unit 20 acquires the required time of each scheduled route by the processing of the required time acquisition unit 21c (step S205). That is, the control unit 20 acquires the degree of congestion on each scheduled route via the communication unit 40. And the control part 20 specifies the required time required in order to move each area on each planned route based on the said congestion degree.

  Next, the control part 20 determines whether a user likes a train by the process of the recommended plan route acquisition part 21d (step S210). That is, the control unit 20 determines that the user likes the train when the flag indicating that the user likes the train is set in step S120. In step S210, when it is determined that the user likes the train, the control unit 20 sets the threshold value as the determination criterion to the first value (for example, “3/2” or the like) by the processing of the determination criterion changing unit 21e. Set. On the other hand, when it is not determined in step S210 that the user likes the train, the control unit 20 sets the threshold value as the determination criterion to the second value (> first value. For example, “ 2 "etc.).

  Next, the control unit 20 determines whether or not the required time ratio is larger than the threshold value by the process of the recommended planned route acquisition unit 21d (step S225). That is, the control unit 20 acquires the ratio of the required time of the planned route not using the train / the required time of the planned route used for the train acquired in step S205 and compares it with the threshold acquired in step S215 or step S220. .

  If it is determined in step S225 that the required time ratio is greater than the threshold, the control unit 20 sets the planned route for train use as the recommended planned route (step S230). On the other hand, if it is not determined in step S225 that the required time ratio is greater than the threshold, the control unit 20 sets a planned non-train planned route as a recommended planned route (step S235). When the recommended scheduled route acquisition process illustrated in FIG. 3A ends, the control unit 20 returns to the guidance process illustrated in FIG. 2 and executes the guidance timing acquisition process by the process of the guide unit 21f (step S130).

(2-2) Guidance timing acquisition process:
FIG. 3B is a flowchart showing guidance timing acquisition processing. In the guidance timing acquisition process, the control unit 20 determines whether or not the recommended planned route is a train not used (step S300). When it is determined in step S300 that the recommended planned route is not in use by the train, the control unit 20 sets “desired arrival time−required time−extra time when the train is not in use” as the guide timing (step S305). That is, since the spare time when the train is not used is determined in advance (for example, 30 minutes), the control unit 20 determines the scheduled route not used by the train acquired in step S205 from the desired arrival time acquired in step S105. Reduce the required time, and further reduce the margin time from the obtained time. The obtained time is the guidance timing.

  On the other hand, if it is not determined in step S300 that the recommended planned route is non-use of the train, the control unit 20 refers to the above-described flag by the processing of the guide unit 21f and determines whether the user likes the train. Is determined (step S310). If it is determined in step S310 that the user likes the train, the control unit 20 sets “desired arrival time−required time−first margin time when using the train” as the guidance timing (step S315). On the other hand, if it is not determined in step S310 that the user likes the train, the control unit 20 sets “desired arrival time−required time−second margin time when using the train” as the guidance timing (step S320). .

  In other words, there are two types of margin time when using the train in advance, depending on whether the user likes the train or not, the first margin time (for example, 40 minutes) and the second margin time (for example, 45 minutes). )) It has been decided. These margin times are set to be longer than the margin time when the train is not used, and the second margin time is longer than the first margin time. That is, when the recommended planned route is a route using a train and the user likes the second margin time, which is a margin time when the user does not like the train used on the recommended planned route. It is set to be longer than the first margin time which is the margin time.

  When the guidance timing acquisition process illustrated in FIG. 3B ends, the control unit 20 returns to the guidance process illustrated in FIG. 2 and performs guidance by the process of the guide unit 21f (step S135). That is, the control unit 20 transmits information indicating the recommended planned route and information indicating the guidance timing to the user's mobile terminal S via the communication unit 40. When the mobile terminal S receives these pieces of information, the mobile terminal S outputs information indicating the recommended planned route to the display unit (not shown) of the mobile terminal S at the guidance timing. According to the above configuration, the mobile terminal S can guide the recommended scheduled route to the user at a timing before the departure time in consideration of the allowance time. And according to this structure, even if it is a case where the user does not like movement by a train and is not accustomed, he can leave with a margin.

(3) Other embodiments:
The above embodiment is an example for carrying out the present invention, and various embodiments can be adopted. For example, each unit constituting the recommended planned route acquisition system may be realized by one device as in the above-described embodiment, or may be divided into two or more devices. As the latter, for example, it is possible to adopt a configuration in which the processing of the preference level acquisition unit 21a, the processing of the planned route acquisition unit 21b, and the like are executed by the mobile terminal S. Of course, a configuration in which a control unit other than the control unit described in FIG. 1 executes a part of each unit may be employed. Furthermore, the mobile terminal S may be a device mounted on a vehicle or a portable device. Further, the present invention may be applied to a navigation system for pedestrians.

  The preference level acquisition unit only needs to be able to acquire user preference levels for a plurality of moving means. That is, in a state in which the user can select a plurality of moving means, it is only necessary to indicate which of the user prefers at least two of the moving means by the preference level. Of course, the preference level may be defined for each of the moving means, and is a configuration indicating whether or not the moving means is preferred over other moving means depending on the preference level of a certain moving means. May be.

  The moving means is a moving means that can be adopted by the user, and may be changed by the user's own actions (walking, running, etc.), or the user may move the vehicle (public transportation, four-wheeled vehicle, two-wheeled vehicle). It may be changed by selecting a car or the like. Of course, the moving body may be subdivided. For example, public transportation may be subdivided into trains, buses, airplanes and the like. The preference level only needs to indicate the degree to which the user likes the moving means, and various definitions are possible. For example, the configuration may be such that the preference level is acquired based on the usage history of the moving means. In this configuration, the preference level increases as the number of uses increases.

  The planned route acquisition unit acquires a plurality of planned routes with different moving means in at least some sections. That is, the planned route acquisition unit acquires a plurality of planned routes that can be recommended planned routes. At this time, a plurality of different moving means are used in at least some sections so that the comparison of the planned routes can be regarded as the comparison of the moving means. Get planned route for. In a plurality of scheduled routes, the starting point and the destination are common (can be regarded as common), but the moving means used in the process of reaching the destination from the starting point is not completely the same. Therefore, even if a common moving means (for example, a vehicle) is used from the departure point to the waypoint, if the route from the waypoint is different (for example, a vehicle and a train) It can be said that there are a plurality of scheduled routes with different moving means. Of course, the moving means may be different in all sections, and in this case, the difference in points caused by the selection of different moving means (for example, the position of the station and the parking lot for using the same destination are different) Etc.) may be allowed.

  The required time acquisition unit only needs to acquire the required time for each planned route. That is, the required time acquisition unit configures the planned route based on information for specifying the required time when moving on the road, for example, the average moving time on the road or a change in the moving time according to the degree of congestion. The required time may be specified by accumulating the time required to travel on each road. In each scheduled route, since the moving means may be different for each road section, the required time for each road section is specified in a state reflecting the difference in moving speed for each moving means.

  The recommended planned route acquisition unit only needs to be able to acquire the recommended planned route by comparing the magnitude relation of the required time for each planned route with the determination criterion. In other words, the recommended planned route acquisition unit acquires the recommended planned route by evaluating the magnitude relationship between the required times based on the determination criteria. Since a plurality of scheduled routes have different moving means at least in part, it can be considered that a difference in required time due to a difference in moving means is compared when the required times for each scheduled route are compared. The magnitude relationship may be an index indicating the result of comparing the magnitudes, may be a ratio of required times, or may be a difference in required times, and various configurations can be adopted. The determination criterion only needs to be set so that a conclusion can be obtained when the recommended planned route is selected by comparison with the index. For example, a threshold value that is compared with the index can be used as a determination criterion.

  The determination criterion may be any criterion that compares the magnitude relationship between the required times of the scheduled routes and can determine that one is a preferred scheduled route. In other words, according to the criteria, one is recommended when it is determined that one required time is greater than the other required time, and one is recommended when one required time is determined to be less than the other required time. It only has to be done. However, the determination criterion is not limited to a criterion for determining that one required time is large when it is slightly larger than the other, and is large when one required time is a specific amount larger than the other ( For example, the standard may be determined as 1.5 times.

  The determination criterion changing unit only needs to be able to change the determination criterion according to the degree of preference for the moving means used in the planned route. That is, if the required time is simply compared based on a fixed determination criterion, the recommended planned route is determined based on the required time, so the determination criterion changing unit makes the determination criterion variable. . And since the judgment standard changing unit changes the judgment standard according to the preference level of the moving means used in the planned route, the user prefers the moving means used in the planned route to be compared. Depending on the case and the case where it is not preferred, the recommended planned route is acquired based on different criteria.

  The determination criteria may be changed so that the determination result of the recommended planned route differs according to the user's preference. As such a configuration, for example, when the preference level of the moving means used in the planned route is high, the judgment standard changing unit determines that the moving means is more easily selected than when the preference level is low. The configuration may be changed. In other words, if the planned route is easy to be selected when the user's preference is used for the planned route, the importance when selecting the recommended planned route is compared when the required time and preference are compared. Become expensive. According to this configuration, even when a planned route with a low incentive is selected when focusing only on the required time, it is easy to be selected as a recommended planned route if it can be moved by a moving means that the user likes.

  More specifically, the recommended planned route acquisition unit is configured such that the required time of the planned route that does not use the first moving unit exceeds the determination criterion with respect to the required time of the planned route that uses the first moving unit. In some cases, the planned route using the first moving means is acquired as the recommended planned route, and the required time of the planned route not using the first moving means is the required time of the planned route using the first moving means. On the other hand, when the size does not exceed the determination criterion, the planned route that does not use the first moving unit is acquired as the recommended planned route, and the determination criterion changing unit determines that the preference level of the first moving unit is that of the other moving unit. You may employ | adopt the structure which makes the judgment standard in case higher than a preference degree smaller than the judgment standard in case the preference degree of a 1st moving means is lower than the preference degree of another moving means.

  That is, the recommended planned route acquisition unit determines whether the required time of the planned route that does not use the first moving means exceeds the determination criterion with respect to the required time of the planned route that uses the first moving means. To determine the recommended route. In this configuration, the determination criterion changing unit determines the determination criterion when the preference of the first moving means is higher than the preference of the other moving means, and the preference of the first moving means is the preference of the other moving means. If it is smaller than the criterion when the degree is lower than the degree, the criterion is such that if the degree of preference for the moving means used in the planned route is high, the moving means is more easily selected than when the degree of preference is low. The changing unit can change the criterion. As a result, the judgment based on the required time can be easily corrected according to the user's preference. Of course, this example is only an example, and if an index such as a ratio indicating the magnitude relation of the required time is the reverse of the above-described index, the change in the determination criterion according to the preference may be reversed.

  Furthermore, the recommended planned route acquisition system may include a configuration for performing guidance related to the recommended planned route. Guidance may be performed in various ways, guidance along the recommended planned route, guidance indicating the route may be performed, and action guidelines to be taken to move along the recommended planned route as planned. You may be guided. As a configuration example for guiding the action guideline, for example, a configuration including a guide unit that guides the recommended planned route at a time earlier than the arrival time on the recommended planned route by a required time and a margin time Good.

  With this configuration, the recommended planned route can be guided before the departure time, and the user can reach the destination by the arrival time. Further, in this configuration, when the preference degree of the moving means used in the recommended planned route is lower than the preference degree of other moving means, the margin time may be longer than when it is high. According to this configuration, when the route that should be moved by the moving means that the user is not accustomed to is a recommended planned route, the user can leave with more margin.

  Furthermore, in a configuration in which a recommended planned route is obtained by comparing the magnitude relationship of the required time for each planned route with a criterion, the method for changing the criterion according to the preference of the moving means is also applied as a program or method. Is possible. The system, program, and method as described above can be realized as a single device or can be realized as a plurality of devices, and include various aspects. For example, it is possible to provide a server, a method, and a program provided with the above means. Further, some changes may be made as appropriate, such as a part of software and a part of hardware. Furthermore, the invention can be realized as a recording medium for a program for controlling the system. Of course, the software recording medium may be a magnetic recording medium, a magneto-optical recording medium, or any recording medium to be developed in the future.

DESCRIPTION OF SYMBOLS 10 ... Recommended planned route acquisition system, 20 ... Control unit, 21 ... Recommended planned route acquisition program, 21a ... Preference level acquisition unit, 21b ... Planned route acquisition unit, 21c ... Required time acquisition unit, 21d ... Recommended planned route acquisition unit, 21e ... Judgment criteria changing unit, 21f ... Guide unit, 30 ... Recording medium, 30a ... History information, 30b ... Map information, 40 ... Communication unit

Claims (7)

A preference level acquisition unit for acquiring a user's preference level for a plurality of transportation means;
A planned route acquisition unit that acquires a plurality of planned routes in which the moving means is different in at least some sections;
A required time acquisition unit for acquiring a required time for each scheduled route;
A recommended planned route acquisition unit that acquires a recommended planned route by comparing the magnitude relationship of the required time for each planned route with a criterion;
A determination criterion changing unit that changes the determination criterion according to the degree of preference of the moving means used in the scheduled route;
Recommended planned route acquisition system. The judgment criterion changing unit
When the preference level for the moving means used in the scheduled route is high, change the determination criterion so that the moving means is more easily selected than when the preference level is low.
The recommended planned route acquisition system according to claim 1. The recommended planned route acquisition unit
When the required time of the planned route that does not use the first moving means exceeds the determination criterion with respect to the required time of the planned route that uses the first moving means, the first Acquiring the planned route using the moving means as the recommended planned route;
If the required time of the planned route not using the first moving means does not exceed the determination criterion with respect to the required time of the planned route using the first moving means, the first moving Acquiring the planned route not using the means as the recommended planned route,
The judgment criterion changing unit
The determination criteria when the preference degree of the first moving means is higher than the preference degree of the other moving means, the preference degree of the first moving means is the preference degree of the other moving means. Smaller than the above-mentioned judgment criteria when lower than,
The recommended planned route acquisition system according to claim 1. The preference degree is
Obtained based on the usage history of the moving means,
The recommended planned route acquisition system according to any one of claims 1 to 3. A guidance unit for guiding the recommended planned route at a time before the arrival time at the destination in the recommended planned route by a required time and a margin time;
The margin time is
When the preference degree of the moving means used in the recommended planned route is lower than the preference degree of the other moving means, it is longer than when it is high,
The recommended planned route acquisition system according to any one of claims 1 to 4. A preference level acquisition step of acquiring a user's preference level for a plurality of transportation means;
A planned route acquisition step in which the moving means acquires a plurality of different planned routes in at least some sections;
A required time acquisition step of acquiring a required time for each scheduled route;
A recommended planned route acquisition step of acquiring a recommended planned route by comparing the magnitude relationship of the required time for each planned route with a criterion;
A determination criterion changing step of changing the determination criterion according to the preference degree of the moving means used in the planned route;
Recommended route acquisition method including A preference level acquisition function for acquiring a user's preference level for a plurality of transportation means;
A planned route acquisition function in which the moving means acquires a plurality of different planned routes in at least some sections;
A required time acquisition function for acquiring the required time for each scheduled route;
A recommended planned route acquisition function for acquiring a recommended planned route by comparing the magnitude relationship of the required time for each planned route with a criterion;
A determination criterion changing function for changing the determination criterion according to the preference degree of the moving means used in the planned route;
A recommended planned route acquisition program that enables a computer to realize

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