JP2019215629A - Transport mobility service proposal method and transport mobility service proposal device - Google Patents

Abstract

To propose comfortable movement to a user 1 by avoiding delay of movement of the user 1.SOLUTION: There is provided a proposal method for proposing a transport mobility service for achieving a purpose of user movement. In the proposal method, an attribute of the user 1 is calculated from user behavior information, and the purpose of the user movement is estimated based on the attribute of the user 1 and user location information (S101). User delay information is retrieved (S102), the user whose movement is delayed is identified from among users on the basis of the user delay information (S111), and search for transport mobility service for achieving the purpose of the user movement using movement means different from public transportation is performed (S112) to propose it to the user (S1114).SELECTED DRAWING: Figure 2

Description

  The present invention relates to a transport mobility service proposal method and a transport mobility service proposal device.

  Public transportation such as railroads and buses is widely used as a means of transportation that allows a large number of users to travel at low cost. On the other hand, a transport mobility service such as a taxi is known as a transport mobility service that can be replaced with a public transport when it is difficult to travel smoothly using the public transport.

  Regarding the transfer mobility service, a vehicle allocation management device for efficiently acquiring users has been known (see Patent Document 1). The vehicle allocation management device of Patent Document 1 acquires event information such as a concert or an event, predicts vehicle allocation demand based on the event information, and transmits the predicted vehicle allocation demand (demand prediction information) to vehicles such as taxis. I do.

JP 2007-72784 A

  Patent Literature 1 assumes only an event in which crowding increases as a reason for an increase in demand for a transport mobility service. However, the reasons for the increased demand for transport mobility services are not limited to this. That is, the above-mentioned reason assumed in Patent Document 1 is insufficient for accurately predicting the vehicle allocation demand.

  The present invention has been made in view of the above problems, and an object of the present invention is to provide a transport mobility service proposal method and a transport mobility service proposal apparatus that propose a comfortable travel to a user by avoiding a delay of the travel of the user. It is to provide.

  One aspect of the present invention is a proposal method for proposing a transport mobility service for achieving a purpose of a user's movement. In the proposed method, a user attribute is calculated from user behavior information, and a purpose of the user's movement is estimated based on the user attribute and user location information. Then, to search for user delay information, identify a user who has a delay in travel from among the users based on the user delay information, and achieve the purpose of the user's travel using a different means of transportation than public transportation. Search for mobility services and propose to users.

  According to one embodiment of the present invention, comfortable movement can be proposed to the user while avoiding delay of the movement of the user.

FIG. 1 is a block diagram showing a schematic configuration of the entire transport mobility service system including the transport mobility service proposal device according to the first embodiment. FIG. 2 is a flowchart showing an example of a method of proposing a transport mobility service using the service center 50 shown in FIG. FIG. 3 is a schematic diagram according to the first example of the first embodiment, illustrating a scene in which delays in public transportation or congestion or concentration of people occur, and an operation example of the service center 50 in the scene. . FIG. 4 is a schematic diagram according to the second example of the first embodiment, illustrating a scene in which public transportation delays or congestion or concentration of people occur, and an operation example of the service center 50 in the scene. . FIG. 5 is a schematic diagram according to the third example of the first embodiment, illustrating a scene in which public transportation delays or congestion or concentration of people occur, and an operation example of the service center 50 in the scene. . FIG. 6 is a schematic diagram according to the fourth example of the first embodiment for explaining a scene in which public transportation delays or congestion or concentration of people occur, and an operation example of the service center 50 in the scene. . FIG. 7 is a schematic diagram according to a fifth example of the first embodiment, illustrating a scene in which public transportation delays or congestion or concentration of people occur, and an operation example of the service center 50 in the scene. . FIG. 8 is a schematic diagram illustrating a scene in which a delay in public transportation or congestion or concentration of people occurs according to the sixth example of the first embodiment. FIG. 9 is a block diagram showing a schematic configuration of the entire transport mobility service system including the transport mobility service proposal device according to the second embodiment. FIG. 10 is a flowchart illustrating an example of a method of proposing a transport mobility service using the service center 50 illustrated in FIG. FIG. 11 is a schematic diagram illustrating an example of a scene according to the second embodiment in which the number of service vehicles 321 is smaller than the number of users 320 specified in step S111. FIG. 12A is a graph showing the time required for the movement of the seven users 320 shown in FIG. FIG. 12B is a diagram for explaining distribution of time in the graphs of FIGS. 12A and 13 to 16. FIG. 13 is a graph showing a user selected according to a selection method or a selection criterion of the user 1 according to the seventh example of the second embodiment. FIG. 14 is a graph showing a user selected by a selection method or a selection criterion of the user 1 according to the eighth example of the second embodiment. FIG. 15 is a graph illustrating a user selected according to a selection method or a selection criterion of the user 1 according to the ninth example of the second embodiment. FIG. 16 is a graph showing a user selected by a selection method or a selection criterion of the user 1 according to the tenth example of the second embodiment. FIG. 17 is a schematic diagram illustrating another example of a scene according to the second embodiment in which the number of service vehicles 321, 335, and 337 is smaller than the number of users 320, 323, and 330 specified in step S111.

  Embodiments will be described with reference to the drawings. In the description of the drawings, the same portions are denoted by the same reference numerals, and description thereof is omitted.

(First embodiment)
With reference to FIG. 1, a schematic configuration of the entire transport mobility service system including the transport mobility service proposal device according to the first embodiment will be described. The transport mobility service system is provided with a communication terminal 19 owned or possessed by the user 1 and connected to the transport mobility service system via the Internet 2, and an example of a means of transportation for the user 1 when providing the transport mobility service to the user 1. And a service center 50 which is an example of a transport mobility service proposal device according to the embodiment. The “transport mobility service” is a transport service for realizing a move that satisfies the user 1's current desire. In other words, the user 1 is put on the service vehicle 51 and the user 1 is transported, thereby realizing a movement satisfying the user 1's current desire.

  The user 1 is a person registered in advance to use the transport mobility service. The registration information of the user 1 includes, for example, name, gender, age, occupation, address, telephone number, e-mail address, user name of social networking service (SNS), account name, ID, nickname, and face photograph. It is. These pieces of registration information are stored in a storage unit (memory) of the service center 50 described later.

  The user 1 uses various communication terminals 19 including a mobile terminal every day to transmit various information through the Internet 2 or search for various information. A part of the information transmitted and searched by the user 1 is disclosed on the Internet and can be browsed from outside. For example, a part of a speech or behavior on the SNS is disclosed on the Internet 2 as text data or image data. As described above, the user 1 transmits and discloses various actions on the Internet. Note that, in order for the transport mobility service system to use the behavior of the user 1 on the Internet, the registration information of the user 1 registered in advance on the system is used.

  The communication terminal 19 used by the user 1 includes a mobile terminal such as a mobile phone or a smart phone having a call function. By using the known speech recognition processing technology, the present system can use not only the Internet but also the behaviors that the user 1 can actually transmit and can feel with the five senses of human beings. Further, the present system uses the known image recognition processing technology, so that the user 1 can use the user 1 and the user 1 based on image data captured by a mobile terminal or the like or image data of the user 1 to which a surveillance camera (CCVT) is transferred. Other people or objects may be recognized. The user behavior information also includes image data of these cameras. “User behavior information” is information indicating the behavior of a user in at least one of the real world and the Internet.

  Although an example will be described in which the present system simultaneously uses the user's behaviors transmitted both on the Internet and in reality, only one of them may be used.

  The communication terminal 19 used by the user 1 includes a mobile terminal carried by the user 1 and having a function of searching or measuring a self-position (including a GPS function).

  The service center 50 collects user behavior information and information indicating the current location of the user 1 (user location information) via the Internet 2. Further, the service center 50 searches the Internet 2 for “user delay information” indicating a situation in which the movement of the user 1 is delayed. The service center 50 proposes a transport mobility service for achieving the purpose of the travel of the user 1 using a means of transportation different from public transportation, based on the user behavior information, the user location information, and the user delay information. Here, the user 1 who proposes the transport mobility service includes at least one of a person who is moving using public transportation and a person who is expected to move using public transportation. Public transportation includes railways, trains, buses, trams, and ferries.

  The service center 50 can be realized using a microcomputer including a CPU (central processing unit), a memory (main storage device), and an input / output unit, which are examples of a control unit (controller). A computer program (transfer mobility service program) for causing the microcomputer to function as the service center 50 is installed in the microcomputer and executed. Thus, the CPU of the microcomputer functions as a plurality of information processing units (4, 5, 7, 8, 10, 11, 12, 15, 16, 20, 24, and 25) provided in the service center 50. Here, an example in which the service center 50 is realized by software is shown. However, it is needless to say that the service center 50 can be configured by preparing dedicated hardware for executing each information processing. Dedicated hardware includes devices such as application specific integrated circuits (ASICs) or conventional circuit components arranged to perform the functions described in the embodiments. Further, the plurality of information processing units (4, 5, 7, 8, 10, 11, 12, 15, 16, 20, 24, 25) included in the service center 50 may be configured by individual hardware. The service center 50 includes not only a microcomputer but also an auxiliary storage device (6, 13, 18) such as a magnetic disk, an optical disk, a magneto-optical disk, a flash memory, and the like, and a communication device 17 connected to the Internet 2 by radio or by priority. Is provided.

  The service center 50 includes, as a plurality of information processing units, a user behavior acquiring unit 4, a user attribute analyzing unit 5, a user position acquiring unit 7, a moving purpose estimating unit 8, a traffic delay searching unit 10, a congestion state searching. It includes a unit 11, an event search unit 12, a delay range estimation unit 15, a delay user identification unit 16, a route setting unit 20, an alternative mobile service search unit 24, and a service proposal unit 25.

  The service center 50 includes, as auxiliary storage devices, a user attribute information database (DB) 6, a search formula DB 13, and a road map information DB 18.

  The user behavior acquisition unit 4, the user attribute analysis unit 5, and the user attribute information database DB6 constitute the user attribute unit 3. The traffic delay search unit 10, the congestion status search unit 11, the event search unit 12, and the search expression DB 13 constitute a user delay search unit 9. The delay range estimating unit 15, the delayed user specifying unit 16, the alternative mobile service searching unit 24, and the service proposing unit 25 constitute the proposing unit 14.

  The user behavior acquiring unit 4 collects user behavior information via the Internet 2. For example, the user attribute information DB 6 stores registration information of the user 1 registered in the present system in advance. The user behavior acquisition unit 4 can collect user behavior information linked to the user 1 based on the registration information of the user 1. The user behavior information includes, for example, text information and image information disclosed by the user 1 on the SNS, and voice information of the user 1 transmitted from a portable terminal having a call function.

  In the user attribute information DB 6 (storage unit), a user attribute table indicating a relationship between the user behavior information and the attribute of the user 1 is stored in advance. The user attribute analysis unit 5 refers to a user attribute table stored in the user attribute information DB 6 and calculates a user attribute from the user behavior information collected by the user behavior acquisition unit 4. The user attribute analysis unit 5 outputs “user attribute” corresponding to “user behavior information” from the collected user behavior information with reference to the user attribute table. The output user attributes are stored in the user attribute information DB 6. The “attribute of the user” refers to the gender, age, occupation, and the like of the user 1 as well as basic personality, behavioral tendency, thinking tendency, hobbies, preferences, daily interests, recent interests, and the like. , Various short-term attributes that characterize the overall life of the user 1 or the overall behavior of the user 1. The user attribute table can be constructed using known artificial intelligence (AI), machine learning, or deep learning techniques. Specifically, by analyzing large-scale data collected via the Internet 2 under a statistical algorithm, a "correlation" between input data and output data correspondingly output is derived. However, this correlation can be stored as a table.

  The user position acquisition unit 7 acquires information indicating the current position of the user 1 via the Internet 2. Specifically, the information indicating the current position of the user 1 is obtained via a portable terminal carried by the user 1 and provided with a function of searching or measuring a self-position (including a GPS function). You can do it. Further, the user position acquisition unit 7 acquires information indicating the current activity status of the user 1 from the time change of the current position. Specifically, the “current activity status of the user 1” includes whether or not the user is moving and, if so, which means of transportation (walking, cycling, bus, car, train) is being used. If not moving, what activities are being performed at the current location (school, work, eating out, home) are included. Of course, the user position acquisition unit 7 estimates the current activity status of the user 1 by combining the current position of the user 1 and its time change with the attribute of the user 1 stored in the user attribute information DB 6. You can also. For example, in the same manner as the user attribute table, a table is prepared in which a combination of “the current position of the user and its time change” and “the attribute of the user” and “the current activity status of the user” are associated one-to-one, The user position acquisition unit 7 can estimate the current activity status of the user 1 with reference to the table. This table can be built using known artificial intelligence (AI), machine learning or deep learning techniques. Specifically, by analyzing large-scale data collected via the Internet 2 under a statistical algorithm, a "correlation" between input data and output data correspondingly output is derived. However, this correlation can be stored as a table.

  Further, when the video data of the surveillance camera (CCTV) can be obtained, the user position acquisition unit 7 may obtain or estimate the current position and the current activity status of the user 1 from the video data of the surveillance camera. Specifically, by analyzing the video data using a known image recognition technology, the user 1 is specified from the video, the current position of the user 1 is specified from the installation position of the monitoring camera, and the state of the user 1, for example, Identify everyday wear or formal wear, good or bad posture, presence or absence, and the type of belongings. By using data indicating the appearance of the user 1 included in the registration information of the user 1, the user 1 can be specified from the video. Furthermore, the presence / absence and number of accompanying persons, accompanying persons and their attributes may be specified. As described above, the user position acquisition unit 7 may acquire or estimate the current position and the current activity status of the user 1 from the state of the user 1 that can be specified from the video data of the monitoring camera. Note that the current activity status of the user 1 includes the current travel status of the user such as traveling on a specific transportation means such as a train or a bus, traveling from school or office to home, and the like.

  The movement purpose estimating unit 8 estimates the purpose of the movement of the user 1 based on the attribute of the user 1 and the user position information. For example, similarly to the user attribute table, a table in which a combination of “attribute of user 1” and “user position information” and “purpose of movement of user 1” are prepared in one-to-one correspondence, and a movement purpose estimating unit is provided. 8 can estimate the purpose of the movement of the user 1 with reference to the table. This table can be built using known artificial intelligence (AI), machine learning or deep learning techniques. Specifically, by analyzing large-scale data collected via the Internet 2 under a statistical algorithm, a "correlation" between input data and output data correspondingly output is derived. However, this correlation can be stored as a table.

  Each of the traffic delay search unit 10, the congestion state search unit 11, and the event search unit 12 searches for user delay information through the Internet 2 using a search formula stored in the search formula DB 13. The search formula DB 13 stores a search formula for searching for user delay information. The “user delay information” is information indicating a situation in which the movement of the user 1 is delayed and indicating the situation related to public transportation or an event. "The situation in which the movement of the user 1 is delayed and the situation relating to public transportation or an event" is at least one of delay of public transportation or concentration of people using public transportation, Hereinafter, it is simply referred to as “user delay situation”. The “user delay situation” is a situation relating to public transportation or an event, and excludes a situation unique to each user 1. “Concentration of people using public transportation” includes concentration of traffic caused by the holding of events. For example, many users 1 are concentrated near the station near the event venue before the start of the event and around the event venue after the end.

  The delay in the operation of the public transportation system or the concentration of the users of the public transportation system causes the balance between the operation of the public transportation system (supply of traffic capacity) and the number of passengers (traffic demand) to collapse, and the user 1 Is difficult to move smoothly. This causes a delay in the movement of the user 1 using public transportation.

  The traffic delay search unit 10 searches for information indicating a delay of public transportation as an example of user delay information using a search formula. "Information indicating delay of public transportation" includes at least one of information indicating the operation status of public transportation disclosed by the public transportation, information indicating the operation status disclosed on the SNS, and user location information. It is. Specifically, the traffic delay search unit 10 can determine whether or not the user 1 uses public transportation from the user position information. The traffic delay search unit 10 can determine whether or not the public transportation is delayed based on the traveling speed of the user 1 using the public transportation. As described above, the traffic delay searching unit 10 determines whether or not a public transportation delay has occurred based on the information indicating the public transportation delay. The traffic delay search unit 10 may similarly collect and analyze information indicating the state of the flow of road traffic.

  The congestion status search unit 11 searches for at least one of public information on human motion, SNS information on human motion, and user location information using a search formula. The congestion status search unit 11 analyzes the congestion status of the person based on the searched public information on the motion of the person, the SNS information on the motion of the person, and the user position information, and determines whether or not the congestion of the person occurs. to decide.

  The event search unit 12 searches for various event information through the Internet 2 using a search formula. The “event information” includes at least one of public information disclosed by the event organizer regarding the event and information disclosed on the SNS regarding the event. The event search unit 12 analyzes a place and a time zone in which people concentrate based on various event information including a place where the event is held, a start time, and an end time, and determines whether or not the concentration of people occurs. I do.

  The delay range estimating unit 15 calculates a range in which the movement of the user 1 is delayed (a delay estimation range) based on the retrieved user delay information. Specifically, when it is determined that public transportation is delayed or congestion or concentration of people occurs, the delay range estimating unit 15 determines the geographical location affected by the delay of public transportation or congestion or concentration of people. Estimate the range. For example, the range in which the movement of the user 1 is delayed is estimated based on the degree of delay of public transportation, the possibility of recovery, the difficulty of boarding due to concentration of people, the possibility of delay, and the possibility of cancellation. More specifically, if the train is a slight delay, the range of several stations before and after the station where the delay occurred can be estimated. If the delay is 30 minutes, the entire route on which the delay occurs can be estimated as a range in which the movement of the user 1 is delayed. If there is no prospect of recovery, it is possible to estimate not only the entire route in which the delay has occurred, but also a range including all or a part of the route of a bus connected to a station on the route. The example of the delay estimation range is not limited to this, and may be another estimation method or estimation range.

  For example, similarly to the user attribute table, a table in which “user delay information” and “delay estimation range” are associated one-to-one is prepared, and the delay range estimation unit 15 refers to the table and Can be estimated in a range in which a delay occurs in the movement of. This table can be built using known artificial intelligence (AI), machine learning or deep learning techniques. Specifically, by analyzing large-scale data collected via the Internet 2 under a statistical algorithm, a "correlation" between input data and output data correspondingly output is derived. However, this correlation can be stored as a table.

  Based on the delay estimation range estimated by the delay range estimation unit 15, the delay user identification unit 16 is expected to move using public transportation or move using public transportation. From among the users 1 that are at least one of the users, the user 1 whose movement is delayed is specified. Specifically, based on the user position information, the delay user identification unit 16 identifies the user 1 who is within the delay estimation range as the user 1 causing a delay in movement. For example, according to the size of the delay estimation range, the user 1 already on the train to be delayed, the user 1 waiting at the station to get on the train from now on, the user 1 on the bus going to the station, The user 1 waiting for this bus at the bus stop can be specified.

  The alternative mobile service search unit 24 searches for a transport mobility service for achieving the purpose of the user 1 specified by the delayed user specifying unit 16 using a different means of transportation than public transportation. The “transport mobility service” is a service for transporting the user 1 on a service vehicle 51 as an example of means of transportation different from public transportation.

  The service proposing unit 25 proposes the transport mobility service searched by the alternative mobile service searching unit 24 to the user 1 specified by the delayed user specifying unit 16. Specifically, it guides the user 1 that the purpose of the user 1's movement is achieved by realizing the movement by means of transportation different from public transportation. Further, a route to be moved (moving route), a time required for moving, and the like are provided. For example, the service proposal unit 25 controls the communication device 17 to transmit various information related to the above proposal to the communication terminal 19 via the Internet 2.

  If the communication device 17 receives a request for the transport mobility service from the communication terminal 19 of the user 1 in response to the proposal of the transport mobility service by the service proposing unit 25, the route setting unit 20 achieves the purpose of the movement of the user 1. To set a travel route. The route setting unit 20 refers to the map data stored in the road map information DB 18 to search and set a travel route on a map. The route setting unit 20 controls the communication device 17 to request the service vehicle 51 to dispatch the service vehicle 51 traveling along the set movement route. Along with the dispatch request, the route setting unit 20 transmits information indicating the set traveling route to the service vehicle 51. The service vehicle 51 can provide the user 1 with a transport mobility service for achieving the purpose of the user 1's movement in response to a request for dispatch and a movement route.

  The service vehicle 51 includes, for example, a manned taxi or a private vehicle that desires a shared ride (shared ride) in which a person (driver) performs all of the traveling control of the vehicle, and the vehicle itself controls all or a part of the traveling control of the vehicle. Includes unmanned taxis or robot taxis, etc., which are performed regularly. FIG. 1 shows a configuration of an unmanned taxi or a robot taxi having an automatic driving function as an example of the service vehicle 51. The service vehicle 51 is a communication device 21 that can wirelessly communicate with the user 1 and the service center 50 via the Internet 2, and a vehicle traveling that controls traveling to perform autonomous traveling along a traveling route set by the service center 50. The control unit 22 includes a road map information DB 23 that stores map data necessary for recognizing a relative position of the service vehicle 51 with respect to a set moving route. In addition, "transportation means different from public transportation" can transport not only cars (service vehicles), but also users, such as ships, aircraft (airplanes, helicopters, airships, drones), rickshaws, etc. All means of transportation are included.

  An example of a method for proposing a transport mobility service using the service center 50 shown in FIG. 1 will be described with reference to FIG. The flow of FIG. 2 is repeatedly executed while the service center 50 is operating.

  First, in step S100, the user location acquisition unit 7 acquires user location information and information indicating the current activity status of the user 1 via the Internet 2. Proceeding to step S101, the service center 50 estimates the purpose of the user's movement based on the attribute of the user 1 and the user location information. Specifically, first, the user's behavior acquisition unit 4 collects user's behavior information via the Internet 2. The user attribute analysis unit 5 refers to the user attribute table based on the collected user behavior information and calculates a “user attribute” corresponding to the “user behavior information”. Then, the movement purpose estimating unit 8 estimates the purpose of the movement of the user 1 based on the attribute of the user 1 and the user position information. The movement purpose estimating unit 8 may further estimate the purpose of the movement of the user 1 in consideration of the current activity status of the user 1.

  Proceeding to step S102, the traffic delay search unit 10 uses the search formula stored in the search formula DB 13 to collect, via the Internet 2, information indicating a public transport delay as an example of the user delay information.

  Proceeding to step S103, each of the congestion state search unit 11 and the event search unit 12 uses the search formula stored in the search formula DB 13 as another example of the user delay information, “information related to human movement”. Are collected through the Internet 2. Specifically, the congestion state search unit 11 uses a search formula to collect, as an example of information related to the movement of a person, public information on the movement of a person, SNS information on the movement of a person, and user position information. The event search unit 12 collects various types of event information through the Internet 2 as another example of information relating to the movement of a person using a search formula.

  Proceeding to step S104, the traffic delay search unit 10 determines whether or not the public transportation is delayed based on the information indicating the delay of the public transportation. If it is determined that the public transportation is delayed (YES in S104), the process proceeds to step S110. If it is determined that the public transportation is not delayed (NO in S104), the process proceeds to step S105.

  Proceeding to step S105, the congestion status search unit 11 determines whether or not congestion of a person occurs based on the public information on the movement of the person, the SNS information on the movement of the person, and the user position information. Further, the event search unit 12 determines whether or not concentration of people occurs based on various event information including a place where the event is held, a start time, and an end time. If it is determined that congestion or concentration of people will occur (YES in S105), the process proceeds to step S110, and if it is determined that congestion or concentration of people does not occur (NO in S105), the process proceeds to step S106. In step S106, if the service center 50 is operating (NO in S106), the process returns to step S100 to continuously monitor the situation of the user 1, the operating state of transportation, and the concentration of people. If the service center 50 is not in operation (YES in S106), the flowchart in FIG. 2 ends.

  Proceeding to step S110, the delay range estimating unit 15 calculates a range in which the movement of the user 1 is delayed (a delay estimation range) based on the retrieved user delay information. Proceeding to step S111, the delay user specifying unit 16 determines, based on the delay estimation range, at least one of a person moving using public transportation or a person expected to move using public transportation. From among the users 1 composed of the user 1, the user 1 whose movement is delayed is specified.

  Proceeding to step S112, the alternative moving service search unit 24 achieves the purpose of the movement of the user 1 specified by the delayed user specifying unit 16 using the service vehicle 51 which is an example of a moving means different from public transportation. For transport mobility services for If the transfer mobility service has been searched for, that is, if there is a transfer mobility service for achieving the purpose of the movement of the user 1 (YES in S113), the process proceeds to step S114. If there is no transfer mobility service for achieving the purpose of the movement of the user 1 (NO in S113), the process proceeds to step S117.

  In step S114, the service proposing unit 25 proposes the transport mobility service searched by the alternative mobile service searching unit 24 to the user 1 specified by the delayed user specifying unit 16 as a service to be substituted for public transportation.

  When the communication device 17 receives a request for the transport mobility service from the communication terminal 19 of the user 1 in response to the proposal of the transport mobility service by the service proposing unit 25 (YES in step S115), the user 1 proposes the transport mobility service. You can judge that you accepted. Therefore, the process proceeds to step S116, where the route setting unit 20 controls the communication device 17 to request the service vehicle 51 to dispatch the service vehicle 51 traveling along the set moving route. Thereby, the service vehicle 51 can be arranged for the user 1. Thereafter, the process proceeds to step S117.

  In step S117, it is determined whether or not the transport mobility service has been searched for all of the users 1 identified in step S111. If there is any user 1 who has not yet searched (NO in S117), the process returns to step S112. If the search has been completed for all the users 1 (YES in S117), the process proceeds to step S106.

  Here, steps S110 to S117 correspond to a processing routine in a case where a delay in public transportation or congestion or concentration of people occurs.

(First embodiment)
With reference to FIG. 3, a description will be given of a scene where a delay in public transportation or congestion or concentration of people occurs, and an operation example of the service center 50 in the scene according to the first example of the first embodiment. On the railway line 200, there are an A station 201, a B station 202, a C station 203, and other stations not shown in the figure. The user 204 is to travel along the travel route 207. The travel route 207 is a return route in which the user travels on the train 205 at the B station 202 to the C station 203 and travels from the C station 203 to the home 206 on foot. That is, the purpose of the movement of the user 204 is “return to home 206”. The user 204 gets on the train 205 at the B station 202, but an accident or failure of the train 205 occurs, and the train 205 is stopped at the B station 202.

  The traffic delay search unit 10 of the service center 50 detects the stop of the train 205 on the railway line 200 using the search formula stored in the search formula DB 13. Then, the delay range estimating unit 15 estimates that it will not recover for about 30 minutes. The delay user identification unit 16 identifies the user 204 on the train 205 as a user affected by the delay of the train 205. The movement purpose estimating unit 8 estimates the purpose of the movement of the user 204 as “return to home 206” based on the attribute of the user 204 and the user position information.

  The alternative mobile service search unit 24 searches for a mobile mobility service that allows the user 204 to move to the home 206 earlier than waiting for the restoration of the train 205. As a result, the alternative moving service search unit 24 was able to detect the alternative route 208 that gets on the service vehicle 209 from the B station 202 and moves to the home 206 by road traffic. The service proposing unit 25 proposes to the user 204 an alternative route 208 that can return home earlier than waiting for the restoration of the train 205. When the user 204 accepts the proposal, the service vehicle 209 is dispatched to the B station 202. The user 204 moves on the service vehicle 209 to the home 206 along the alternative route 208. Accordingly, the user 204 can return home earlier than waiting for the restoration of the train 205 and returning home along the original movement route 207. In this manner, the service center 50 can avoid the delay of the movement of the user 204 and propose a comfortable movement to the user 204.

(Second embodiment)
With reference to FIG. 4, a description will be given of a scene in which a delay of public transportation or congestion or concentration of people occurs and an operation example of the service center 50 in the scene according to the second example of the first embodiment. In the present embodiment, the magnitude of the influence of the delay of the train 205 is extended to users who have not yet got on the train 205.

  The user 204 is to travel along the travel route 207. That is, the purpose of the movement of the user 204 is “return to home 206”. The user 204 is waiting for the train 205 at the B station 202. At the A station 201 upstream of the B station 202, an accident or failure of the train 205 that the user 204 is about to ride has occurred, and the train 205 is stopped at the A station 201.

  The traffic delay search unit 10 detects the stop of the train 205 on the railway line 200 using the search formula stored in the search formula DB 13. Then, the delay range estimating unit 15 estimates that it will not recover for about 30 minutes. The delay user identification unit 16 identifies the user 204 who is about to get on the train 205 at the B station 204 as a user affected by the delay of the train 205. The subsequent operation of the service center 50 is the same as that of the first embodiment, and the description is omitted.

  As described above, the range of the user specified by the delay user specifying unit 16 also changes according to the delay estimated range calculated by the delay range estimating unit 15, that is, the range affected by the delay of the train 205. Specifically, as a result of the widened delay estimation range, not only the user on the train 205 but also the user 204 trying to get on the train 205 can be identified as a user who has a delay in movement. As a result, a transport mobility service can be proposed for a wider range of users.

(Third embodiment)
With reference to FIG. 5, a description will be given of a scene in which delays in public transportation or congestion or concentration of people occur, and an operation example of the service center 50 in the scene, according to the third example of the first embodiment. This embodiment is an example in which the range affected by the delay of the train 205 is further expanded than that of the second embodiment.

  The user 204 is moving along the movement route 211. The travel route 211 is a return route that takes the bus at the bus stop 210 to the B station 202, the train 205 at the B station 202 to the C station 203, and the walk from the C station 203 to the home 206 on foot. . The purpose of the movement of the user 204 is “return to home 206”. The user 204 is waiting for a bus at the bus stop 210. An accident or failure of the train 205 that the user 204 is about to ride at the A station 201 has occurred, and the train 205 is stopped at the A station 201.

  The traffic delay search unit 10 detects the stop of the train 205 on the railway line 200 using the search formula stored in the search formula DB 13. Then, the delay range estimating unit 15 estimates that it will not recover for about 30 minutes. The delay user identification unit 16 identifies the user 204 who is about to get on the train 205 as a user affected by the delay of the train 205.

  The alternative movement service search unit 24 detects the alternative route 212 that gets on the service vehicle 209 from the bus stop 210 and moves to the home 206 by road traffic. The service proposing unit 25 proposes to the user 204 an alternative route 212 that can return home earlier than waiting for the restoration of the train 205. When the user 204 accepts the proposal, the service vehicle 209 is dispatched to the bus stop 210. The user 204 moves along the alternative route 212 on the service vehicle 209. Thereby, the user 204 can return home earlier than waiting for the restoration of the train 205 and returning home along the original movement route 211.

  As described above, as a result of the delay estimation range being further expanded than in the second embodiment, not only the user waiting for the train 205 at the B station 202 on the railway line 200 but also the user 204 at the bus stop 210 away from the B station 202 Can be identified as a user who has a delay in movement. This is because the user 204 moves from the bus stop 210 to the B station 202 by bus, and tries to get on the train 205 at the B station 202. Thereby, the service center 50 can avoid the delay of the movement of the user 204 and propose a comfortable movement to the user 204.

(Fourth embodiment)
With reference to FIG. 6, a description will be given of a scene in which a delay in public transportation or congestion or concentration of people occurs and an operation example of the service center 50 in the scene according to the fourth example of the first embodiment. In the present embodiment, a scene will be described in which the movement of the user 1 using public transportation is delayed due to the crowding or concentration of people.

  The user 204 is to travel along the travel route 207. The train 205 on which the user 204 is going to travel departs from the A station 201 on the upstream side of the B station 202 and operates smoothly. However, since there is a large event near the B station 202 and the event has ended, a large number of passengers 213 are concentrated at the B station 202, and riding at the B station 202 is restricted.

  The event search unit 12 of the service center 50 collects various event information including the place where the event is held, the start time, and the end time, and analyzes the location and time zone where people are concentrated based on the collected information. . As a result, it is detected that concentration of people occurs near the B station 202. The congestion status search unit 11 collects public information on human motion, SNS information on human motion, and user location information, and analyzes the human congestion status based on the collected information. As a result, the boarding restriction at the B station 202 is detected. Then, the delay range estimation unit 15 estimates that it takes about 30 minutes for the user 204 to get on the train at the B station 202. The delay user identification unit 16 identifies the user 204 who is about to get on the train 205 at the B station 202 as a user affected by crowding or concentration of people. The service proposing unit 25 proposes to the user 204 an alternative route 209 that allows the user to return home earlier than waiting for a train at the B station 202. The alternative route 209 is a route that takes the service vehicle 209 from the B station 202 and moves to the home 206 by road traffic. The subsequent operation of the service center 50 is the same as that of the first embodiment, and the description is omitted.

  In this way, the service center 50 can detect crowded or concentrated people and boarding restrictions at the station based on the event information. Based on this detection, a transport mobility service can be proposed to achieve the purpose of the user 204's travel. As a result, a transport mobility service can be proposed for a wider range of users.

(5th Example)
With reference to FIG. 7, a description will be given of a scene in which a delay in public transportation or congestion or concentration of people occurs, and an operation example of the service center 50 in the scene according to the fifth example of the first embodiment. In the present embodiment, when the “purpose of the user's movement” is “the specific action of the user”, the service center 50 is different from the initial destination (destination), Is proposed to the user to move to another destination (destination) that can achieve the action (1).

  In the embodiment, the “purpose of the user's movement” is not limited to moving to a specific place or a place that cannot be replaced, such as the home 206 shown in FIGS. 3 to 6. The “purpose of the user's movement” also includes “a user's specific action” such as watching a movie, shopping, or meeting a friend. In this case, the destination (destination) can be changed from the originally planned location as long as the purpose (specific action) of the user's movement can be achieved.

  User 214 is to travel along travel route 216. The traveling route 216 is a route that travels to the C station 203 on the train 205 at the B station 202 and moves to the movie theater 215 near the C station 203. The user 214 plans to watch a movie titled “XXX” in the movie theater 215. That is, the purpose of the movement of the user 214 is “watching a specific movie”. The user 214 is waiting for the train 205 at the B station 202. At the A station 201 upstream of the B station 202, an accident or breakdown of the train 205 that the user 214 is about to ride has occurred, and the train 205 is stopped at the A station 201.

  The traffic delay search unit 10 detects a stop of the train 205 on the railway line 200. Then, the delay range estimating unit 15 estimates that it will not recover for about 30 minutes. The delay user identification unit 16 identifies a user 214 who is about to get on the train 205 at the B station 204 as a user affected by the delay of the train 205. The movement purpose estimating unit 8 estimates the purpose of the movement of the user 214 as “watching a movie named xxx” based on the attribute of the user 214 and the user position information.

  The alternative mobile service search unit 24 searches for a transport mobility service for the user 214 to watch a movie titled “OOO”. More specifically, another movie theater which is showing a movie titled "XXX" is searched. As a result, another movie theater 217 that is showing a movie titled “XXX” can be detected. Furthermore, if the service vehicle 209 moves to the station C 203, it is impossible to reach the movie theater 215 before the start of the screening. If the service vehicle 209 moves to another movie theater 217 near the station B 202, the movie theater 215 is reached before the screening starts. We could detect what we could do. As a result, the alternative movement service search unit 24 detects the alternative route 218 that gets on the service vehicle 209 from the B station 202 and moves to another movie theater 217 different from the movie theater 215 (the original destination) by road traffic. .

  The service proposing unit 25 proposes to the user 214 an alternative route 218 that can achieve the purpose earlier than waiting for the restoration of the train 205. When the user 214 accepts the proposal, the service vehicle 209 is dispatched to the B station 202. The user 214 moves to another movie theater 217 along the alternative route 208 on the service vehicle 209. As a result, the user 214 can watch the movie titled “OOO” from the beginning. In this manner, the service center 50 can avoid the delay of the movement of the user 214 and propose a comfortable movement to the user 214.

(Sixth embodiment)
With reference to FIG. 8, a description will be given of a scene according to the sixth example of the first embodiment in which a delay in public transportation or congestion or concentration of people occurs.

  The “user delay situation” is a situation in which the movement of the user 1 is delayed, and is a situation related to public transportation or an event. The user delay status includes not only official information transmitted from the public transport or event operator but also information about the public transport or event disclosed on the SNS.

  Regarding the operation information of public transportation, not only the official information 220 transmitted from the operating entity (such as a railway company) 219 but also the SNS information transmitted by the passenger 221 actually riding on the train 205 can be referred to. For example, a comment such as "Sudden illness in a car" or "Stopped for safety confirmation" can be inferred to be a relatively short stop. If a comment such as “personal accident occurs”, it can be inferred that it takes time to process the accident. For comments such as "stopped in the wind" and "stopped in the snow", you can guess how long it will take to recover, along with weather information. Further, by monitoring the movement of the probe position information (user position information) of the passenger 221, it is possible to detect a movement that is not an original movement of the train 205 (for example, stopping between stations, not starting a station, and the like). it can. The operation information can be similarly collected for other public transportations.

  For example, in a table in which "user delay information" and "estimated delay range" are associated one-to-one, keywords such as "suddenly ill", "safety confirmation", and "personal injury" are registered as "user delay information". . The delay range estimating unit 15 can calculate the delay estimation range by associating the information with the position information of the mobile terminal that transmits the message including these keywords.

  Also regarding the concentration of crowds caused by the event, the scale of crowding, the time zone during which crowding occurs, and the like are estimated from information 224 transmitted from the main body of the event (concert organizer, stadium operator, etc.) 223. be able to. Also, from the SNS information 226 of the event participant 225, it is possible to grasp the situation of congestion, for example, where the end time is significantly later than expected in a continuous encore, or a person comes out at a stretch and cannot walk. it can.

  As described above, according to the first embodiment, the following effects can be obtained.

  Public transportation such as railroads and buses are widely used because many users are inexpensive transportation means. In normal times, the operation of public transportation (supply of traffic capacity) and the number of passengers (traffic demand) are balanced, and the user can move smoothly. However, if the operation of public transportation stops for a while due to a breakdown of a vehicle or an accident, the traffic capacity becomes insufficient. As a result, the supply and demand balance of traffic capacity is disrupted, and the user cannot move smoothly. Also, when crowds are concentrated on public transportation at events, holidays, etc., traffic demand becomes excessive, the supply-demand balance of traffic capacity is disrupted, and travel is not smooth. In either case, the user will not be able to move as originally planned and will be delayed.

  In order to cope with such a situation, it is conceivable that other transport mobility services such as taxis may supplement the collapse of the supply-demand balance of the traffic capacity of public transportation. The service center 50 according to the present embodiment specifies the user 1 in which the movement is delayed, and estimates the purpose of the movement of the user 1 based on the attribute of the user 1 and the user location information. The transport mobility service for achieving the specified purpose of the movement of the user 1 by using the service vehicle 51 is searched for, and the searched transport mobility service is proposed to the specified user 1. By moving the service vehicle 51 carrying the user 1 along the traveling route related to the proposed transport mobility service, the transport mobility service can be provided to the user 1. It is possible to propose a comfortable movement to the user 1 while avoiding a delay in the movement of the user 1.

  In Patent Literature 1, the vehicle allocation demand information is transmitted to the taxi, but the vehicle allocation information is not provided to the user. For this reason, since the user 1 does not know whether a taxi is actually dispatched near the station or the event venue, a plan cannot be made, which is inconvenient. On the other hand, in the present embodiment, the service proposing unit 25 guides the user 1 on a moving route (moving route) and a required time for moving. Thus, the user 1 can easily make a movement plan. Further, according to Patent Literature 1, even if the dispatch information is provided, if the individual user 1 cannot make a reservation, it is not known whether or not the ride can be actually performed, so that a highly reliable plan cannot be made. According to the present embodiment, when the user 1 accepts the proposal, the service vehicle 51 is dispatched to the user 1. Therefore, the user 1 can enjoy the transfer mobility service by the service vehicle 51 systematically.

  User behavior information indicating the behavior of the user 1 in at least one of the real world and the Internet is searched, and the purpose of the movement of the user 1 is estimated based on the user behavior information. The purpose of the movement of the user 1 can be analyzed from past or recent actions on the Internet or in the real world. Therefore, the purpose of the movement of the user 1 can be accurately estimated, and the accuracy of the proposal to the user 1 can be increased.

  The situation where the movement of the user 1 is delayed and the situation related to the public transportation or the event is at least one of the delay of the public transportation or the concentration of users using the public transportation. The reasons for the delay in travel are two major factors that disrupt the demand-supply balance of traffic capacity, such as delays in public transport and concentration of users. For this reason, it is possible to increase the certainty of detecting and predicting the movement delay.

  The user delay information includes information indicating the operation status of public transportation disclosed by the public transportation, information indicating the operation status disclosed on the social networking service, information disclosed about the event, and information on the social networking service. At least one of the information related to the movement of the user 1 and the position information of the user 1 disclosed in. Public information, SNS information, and user location information are used as information sources for detecting or estimating the delay of movement. As a result, it is possible to increase the certainty of detecting and predicting the movement delay.

  The transport mobility service is a service for transporting a specified user on an automobile (service vehicle 51) as a means of transportation different from public transportation. Thus, the service vehicle 51 can be dispatched as an alternative mobility service. Therefore, the user 1 can move more comfortably as compared with a transfer to another transportation means (railway line, bus, etc.).

(Second Embodiment)
In the first embodiment described above, it is assumed that the service vehicle 51 can be provided to all the users 1 who are expected to cause a delay in movement. However, in reality, the number of target users 1 may be greater than the number of service vehicles 51 that can provide the transport mobility service.

For example, there may be a case where a sufficient number of service vehicles 51 are not put on the market in the middle of the spread of the transport mobility service. Further, when public transport delays occur in a wide range due to stormy weather or the like, it is conceivable that a large number of users 1 whose delays are predicted will occur in a short time. It is also conceivable that the service vehicle 51 is not sufficiently present in the area where the target user 1 is located as a result of the previous transfer. In such a case, the mobility service center 50 needs to determine which service vehicle 51 to allocate to which user 1. In the second embodiment, a description will be given of a dispatching method when the number of users 1 whose movement is delayed and the number of service vehicles 51 that can be provided satisfy the formula (1), specified by the delay user specifying unit 16. . Here, N objective_user indicates the number of users whose movement is delayed, and N providable_servuce_vehicle indicates the number of service vehicles 51 that can be provided.

With reference to FIG. 9, a schematic configuration of the entire transport mobility service system including the transport mobility service proposal device according to the second embodiment will be described. The service center 50 shown in FIG. 9 is different from the service center 50 shown in FIG. 1 in that the service center 50 further includes a user selection unit 26, but the other points are the same. The configurations of the communication terminal 19 and the service vehicle 51 owned by the user 1 are the same as those in FIG. Therefore, description is omitted.
The user selection unit 26 is a part of a plurality of information processing units included in the service center 50, and is a part of the proposal unit 14. The user selection unit 26 determines whether or not the expression (1) is satisfied, and when the expression (1) is satisfied, selects which service vehicle 51 is to be allocated to which user 1.

  An example of a method of proposing a transport mobility service using the service center 50 shown in FIG. 9 will be described with reference to FIG. The flow of FIG. 2 is repeatedly executed while the service center 50 is operating.

  Steps S100 to S106, step S110, and step S111 are the same as the flowchart shown in FIG. After step S111, the process proceeds to step S310, in which the user selection unit 26 calculates the number of service vehicles 51 that are around the user 1 identified in step S111 and can be provided.

  Proceeding to step S311, the alternative mobile service searching unit 24 searches for a transport mobility service for achieving the purpose of the movement of the user 1 specified by the delayed user specifying unit 16 using the service vehicle 51. The alternative mobile service search unit 24 searches for a transport mobility service for all of the users 1 specified in step S111.

  Proceeding to step S312, if the number of service vehicles 51 is smaller than the number of users specified in step S111, the user selection unit 26 selects a user who proposes a transport mobility service from the users 1 specified in step S111. Select 1. The specific selection method or selection criterion of the user 1 will be described later.

  Proceeding to step S114, the service proposing unit 25 proposes the transport mobility service searched for in step S311 to the user 1 selected in step S312. In step S114 of FIG. 2, a proposal is made to the user 1 specified in step S111. However, in the second embodiment, equation (1) holds. That is, the number of service vehicles 51 is smaller than the number of users specified in step S111. Therefore, in FIG. 10, the transport mobility service is proposed only for the user selected in step S312 among the users specified in S111.

  Subsequent step S116 is the same as in FIG. In step S313, it is confirmed whether or not all available service vehicles 41 have been arranged. If all have been arranged (YES in S313), the process proceeds to step S106, and if not all have been arranged (NO in S313), the process returns to step S312, and steps S312, S114, and S116 are repeated for the remaining service vehicles 41 and executed. I do.

  An example of a scene according to the seventh example of the second embodiment, in which the number of service vehicles 321 is smaller than the number of users 320 specified in step S111, will be described with reference to FIG. The “user delay situation” in the seventh embodiment is the same as the situation shown in FIG. That is, the train 320 stops at the B station 202 because the train 320 has an accident or failure at the B station 202. It is estimated that it will take about 30 minutes to recover. Seven users 320 are on the train 320. In front of the B station 202, four service vehicles 321 are on standby.

  With reference to FIG. 12A, the time required for the movement of the seven users 320 shown in FIG. 11 will be described. FIG. 12B is a diagram for explaining distribution of time in the graphs of FIGS. 12A and 13 to 16. Ta is the time required for the movement of the user 1 (the required time), and indicates the initial required time before a delay occurs. In other words, Ta indicates the time required for achieving the purpose when the train runs smoothly without delay. Tb indicates an increase in required time when a delay occurs. That is, the value obtained by adding Ta and Tb indicates the required time when the user continues to ride on public transportation when a delay occurs. Tb1 indicates a predicted delay time of the train, and Tb2 indicates a connecting time and other times caused by the delay. The time obtained by adding Tb to Ta is the time required for achieving the purpose when the user is continuously riding on the currently stopped train.

  Tc indicates a required time in the transport mobility service by the service vehicle 51. Td is a time obtained by subtracting Ta from Tc. Thus, the transfer time (Tc) by the service vehicle is longer than the required time (Ta) when the train runs smoothly without delay. However, the transfer time (Tc) by the service vehicle may be shorter than the time obtained by adding Tb to Ta. In this case, the required time can be reduced by using the transport mobility service. Then, the service center 50 can search for the transport mobility service.

  For all of the seven users 1 to 7 shown in FIG. 12A, the transfer time (Tc) by the service vehicle is shorter than the time obtained by adding Tb to Ta. Therefore, in step S311, the alternative mobile service search unit 24 searches for a transport mobility service for all of the users 1 to 7.

Next, with reference to FIGS. 13 (seventh embodiment) to FIG. 16 (tenth embodiment), a specific example of a selection method or a selection criterion of the user 1 when Expression (1) is satisfied will be described. .
(Seventh embodiment)

  FIG. 13 is a graph showing a user selected by a selection method or selection criteria of the user 1 according to the seventh embodiment. In the present embodiment, the user selection unit 26 selects the user 1 who proposes the transport mobility service so that the total time of all the users required for the movement (the required time Tc) when the delay occurs is minimized. Here, "all users" are all users specified in step S111.

  Specifically, the user selecting unit 26 calculates a first sum of the difference (Tc−Ta) between the required time (Tc) and the required time (Ta) for the user who proposes the transport mobility service. The user selection unit 26 calculates a second sum of an increase (Tb) in the required time when a delay occurs for a user who does not propose an alternative transport service. Then, the user selection unit 26 selects a user so that the total value obtained by adding the first total sum and the second total sum is minimized. Expression (2) is an expression indicating a selection criterion according to the seventh embodiment.

here,
i = 1 to i _max : Index of target user 1 to user 7
j = 1 to j _max : Index of service vehicles that can be provided
k (j): Index of the user who provides service vehicle j
t _{i, O} : Time required for user i to achieve the originally planned purpose (Ta)
t _{i, R} : time required for achieving the purpose of user i when delay occurs (Ta + Tb)
t _{i, A} : time required for achieving the purpose by the transport service of user i (Tc)
It is. The number of users (j _max ) that can be provided is selected from the number of target users (i _max ). Therefore, the user selection unit 26 may select a combination that minimizes the condition term (lower part) of the expression (2) from the iCj combinations.

In the example shown in FIG. 13, users 1, 4, 6, and 7 are selected.
(Eighth embodiment)

  FIG. 14 is a graph showing users selected according to the selection method or selection criteria of the user 1 according to the eighth embodiment. In the present embodiment, the user selection unit 26 selects the user such that the sum of all the users in the ratio of the required time (Ta + Tb or Tc) to the required time (Ta) is the smallest. The required time (Ta) is the time required for movement when no delay occurs. The required time (Ta + Tb or Tc) is the time required for movement when a delay occurs. Here, "all users" are all users specified in step S111.

  Specifically, the user selecting unit 26 calculates a third sum of the ratio of the required time (Tc) to the required time (Ta) for the user who proposes the transport mobility service. The user who proposes the transport mobility service is a user selected by the user selection unit 26. On the other hand, the user selection unit 26 calculates a fourth sum of the ratio of the required time (Ta + Tb) to the required time (Ta) for the user who does not propose the alternative transport service. A user who does not propose an alternative transport service is a user selected by the user selection unit 26. Then, the user selection unit 26 selects the user such that the total value obtained by adding the third sum and the fourth sum is minimized. Expression (3) is an expression indicating a selection criterion according to the eighth embodiment.

The number of users (j _max ) that can be provided is selected from the number of target users (i _max ). Therefore, the user selection unit 26 only has to select a combination that minimizes the condition term (lower part) of Expression (3) from the iCj combinations.

In the example shown in FIG. 14, users 1, 2, 3, and 4 are selected.
(Ninth embodiment)

  FIG. 15 is a graph showing a user selected by a selection method or selection criteria of the user 1 according to the ninth embodiment. In this embodiment, it is assumed that a user who provides a transport mobility service is selected so as to maximize profit. In general, there are two types of billing methods for a transfer fee: a pay-per-use system and a uniform system. The pay-as-you-go system is a method of charging according to the time and distance required for transfer (transfer time and transfer distance) and the like, and is often used when the transfer distance is long or short. The uniform system is a method of setting a fixed fee regardless of the transfer time and the transfer distance, and is often used for a transfer mobility service in a limited area where the transfer distance is short. In this embodiment, it is considered that the profit is maximized when the transfer fee is a pay-as-you-go system.

  Specifically, the user selection unit 26 selects the user 1 who proposes the transport mobility service so that the total sum of all the users of the transport mobility service usage fee is the largest. Here, "all users" are all users selected in step S312.

The transfer fee (transfer fee: Tariff _{i, A} ) of the transfer mobility service can be expressed by a function of the transfer distance (Dist _{i, A} ) and the transfer time (t _{i, A} = Tc) as shown in equation (4). .

  Expression (5) is an expression indicating a selection criterion according to the ninth embodiment.

The number of users (j _max ) that can be provided is selected from the number of target users (i _max ). Therefore, the user selection unit 26 may select the combination that minimizes the condition term (lower part) of the expression (5) from the iCj combinations.

In the example shown in FIG. 15, users 2, 4, 5, and 6 are selected.
(Tenth embodiment)

  FIG. 16 is a graph showing a user selected according to a selection method or a selection criterion of the user 1 according to the tenth embodiment. In the present embodiment, when the transfer fee is a uniform system, consider selecting a target user who provides a transfer mobility service so as to maximize profit. Since the transfer fee for one transfer is constant, the profit can be maximized by minimizing the total transfer cost.

  Specifically, the user selection unit 26 selects the user 1 who proposes the transport mobility service so that the total sum of the transport costs of the transport mobility service for all the users is the largest. Here, "all users" are all users selected in step S312.

The transfer cost (Cost _{i, A} ) of the transfer mobility service can be expressed by a function of the transfer distance (Dist _{i, A} ) and the transfer time (t _{i, A} = Tc) as shown in Expression (6).

  Expression (7) is an expression indicating a selection criterion according to the tenth embodiment.

The number of users (j _max ) that can be provided is selected from the number of target users (i _max ). Therefore, the user selection unit 26 may select a combination that minimizes the condition term (lower part) of the expression (7) from the iCj combinations.

In the example shown in FIG. 16, users 1, 2, 3, and 4 are selected.
(Eleventh embodiment)

  In the scene shown in FIG. 11, a plurality of target users 320 are located at one station (station B 202), and service vehicles 321 that can be provided are also gathered near the station (station B 202). If a plurality of service vehicles 321 are gathered in one place, the same benefits can be obtained by providing the transport mobility service using any of the vehicles.

  However, as shown in FIG. 17, actually, the users who have a delay in the movement are the users (320, 322, and 322) scattered at the plurality of stations (201, 202, and 203) on the upstream and downstream sides of the railway line 200. 323) may be included. In addition, users who have a delay in movement include a user 330 who goes to the station by bus from a bus stop far from the station and tries to use the train 320, and a user 331 who leaves home and walks to the bus stop. In some cases. If the train 320 remains stopped when arriving at the station, the user is identified as a user affected by the delay.

  It is also conceivable that the service vehicles (321, 335, 336, 337) are scattered in the area, such as near a plurality of stations or at a location away from the stations.

  As described above, even when at least one of the user whose movement is delayed and the service vehicle that can be provided is scattered at a plurality of locations in the area, as described in the first to sixth embodiments, Identify scattered users and service vehicles. Thereby, it is possible to propose a transport mobility service for achieving the purpose of the movement of the user 1 to all the users 1.

  Further, when Expression (1) is satisfied, the user selection unit 26 selects a user who proposes the transport mobility service based on Expression (2), Expression (3), Expression (5), or Expression (7). . However, the number of combinations of the user and the service vehicle in Expression (2), Expression (3), Expression (5) or Expression (7) is not iCj but permutation of iPj.

  As described above, according to the second embodiment, the following effects can be obtained.

  When the number of the service vehicles 51 is smaller than the number of the specified users 51, the user selection unit 26 selects a user who proposes the transport mobility service from the specified users 1. Even when the number of users 1 is larger than the number of service vehicles 51, a transport mobility service can be proposed to an appropriate user.

  The user selection unit 26 selects a user who proposes the transport mobility service so that the total time of all the users in the time required for the movement when the delay occurs is minimized. As a result, it is possible to propose a transport mobility service from the user 1 who is expected to have a large delay.

  The user selection unit 26 selects the user 1 who proposes the transport mobility service so that the sum of all users who take the ratio of the time required for the movement when the delay occurs to the time required for the movement when the delay does not occur is minimized. select. As a result, it is possible to provide the transport mobility service to the user 1 whose scheduled time required is short at the beginning.

  The user selection unit 26 selects the user 1 who proposes the transport mobility service so that the sum of all the users of the transport mobility service usage fee is the largest. Thereby, when the transfer fee is a pay-as-you-go system that changes depending on the distance and the time, the operating profit can be increased.

  The user selecting unit 26 selects the user 1 who proposes the transport mobility service so that the total sum of all users of the transport cost of the transport mobility service is the largest. As a result, the operating profit can be increased when the transfer fee is constant and uniform regardless of the distance and time.

  It goes without saying that the operation and effect described in the first embodiment can also be obtained in the second embodiment.

  Each function shown in the above-described embodiments may be implemented by one or a plurality of processing circuits. The processing circuit includes a programmed processing device such as a processing device including an electrical circuit. Processing devices also include devices such as application specific integrated circuits (ASICs) and conventional circuit components arranged to perform the functions described in the embodiments.

  The above embodiment is an example of the present invention. For this reason, the present invention is not limited to the above-described embodiment, and even if it is in a form other than this embodiment, as long as it does not deviate from the technical idea according to the present invention, It goes without saying that various changes are possible.

  As described above, according to the above-described embodiment, movement using public transportation is delayed from the original plan due to reasons such as suspension and delay of public transportation, and congestion or concentration of people. Can be detected and predicted. When the movement delay is detected and predicted, the service center 50 estimates the degree of the delay and the range of the delay, and specifies the affected user 1. Search for and propose alternative transport services that achieve the purpose of travel. By allocating the service vehicle 51 to the user 1, time loss of the user 1 can be reduced, and user satisfaction, convenience, and quality of life (Quality of Life) can be improved.

1, 204, 214, 320, 322, 323, 330, 331 User 4 User behavior acquisition unit (control unit)
5 User attribute analysis unit (control unit)
6. User attribute information DB (storage unit)
7 User position acquisition unit (control unit)
8 Moving purpose estimation unit (control unit)
10 Traffic delay search unit (control unit)
11 Congestion status search unit (control unit)
12 Event search unit (control unit)
13 Search expression DB (storage unit)
15 Delay range estimation unit (control unit)
16 Delayed user identification unit (control unit)
24 Alternative mobile service search unit (control unit)
25 Service Proposal Department (Control Department)
26 User selection unit (control unit)
51, 209, 321, 335, 337 Service vehicles (transportation means different from public transportation)
205, 320 Train (public transportation)

Claims (10)

Using a computer comprising a control unit and a storage unit, a transport mobility service proposal method for proposing a transport mobility service to achieve the purpose of the user's movement,
In the storage unit,
A situation where a delay occurs in the movement of the user comprising at least one of a person who is traveling using public transportation or a person who is expected to travel using the public transportation, and A search formula for searching the Internet for user delay information indicating the situation related to transportation or an event,
A user attribute table indicating a relationship between the user's behavior information indicating the user's behavior in at least one of the reality and the Internet and a user attribute table is stored,
The control unit is
Collecting the user behavior information through the Internet,
Referring to the user attribute table, calculate the attribute of the user from the collected user behavior information,
Through the Internet, obtain user location information indicating the current location of the user,
Based on the attributes of the user and the user location information, infer the purpose of the user's movement,
Using the search formula, search the user delay information through the Internet,
Based on the retrieved user delay information, calculate a range in which the movement of the user is delayed,
Based on the range, from the user consisting of at least one of a person who is traveling using the public transportation or a person who is expected to travel using the public transportation, Identifying the user experiencing the delay;
Searching for the transport mobility service to achieve the identified purpose of the user's travel using a different means of transport than the public transportation;
A method of proposing a transport mobility service that proposes the searched transport mobility service to the specified user.   The situation where the movement of the user is delayed, and the situation related to the public transportation or the event is at least one of the delay of the public transportation or the concentration of the people using the public transportation. The method for proposing a transport mobility service according to claim 1.   The user delay information is information indicating the operation status of the public transport disclosed by the public transport, information indicating the operation status disclosed on a social networking service, information disclosed regarding the event, social The transport mobility service proposal method according to claim 1 or 2, wherein the information is at least one of information on the movement of the user disclosed on a networking service, and location information of the user. The method according to any one of claims 1 to 3, wherein when the number of the transportation means is smaller than the number of the specified users, a user who proposes the transport mobility service is selected from the specified users. How to propose a transport mobility service.   5. The transport mobility service proposal according to claim 4, wherein a user who proposes the transport mobility service is selected such that a total sum of all the specified users for the time required for the movement when the delay occurs is minimized. Method.   The transport mobility service is proposed such that the sum of all the specified users of a ratio of a time required for the movement when the delay occurs to a time required for the movement when the delay does not occur is the smallest. The method of claim 4, wherein a user is selected.   The transport mobility service proposal method according to claim 4, wherein a user who proposes the transport mobility service is selected such that the total sum of all the selected users of the usage fee of the transport mobility service is maximized.   The method of claim 4, wherein a user who proposes the transport mobility service is selected such that the sum of the transport costs of the transport mobility service for all of the selected users is maximized.   The transport mobility service according to any one of claims 4 to 8, wherein the transport mobility service is a service for transporting the specified user on an automobile as the transportation means different from the public transportation. Proposed method. Using a computer having a control unit and a storage unit, a transport mobility service proposal device that proposes a transport mobility service to achieve the purpose of the user's movement,
In the storage unit,
A situation in which a delay occurs in the movement of the user, which is at least one of a person traveling using public transportation or a person who is expected to travel using the public transportation, and A search formula for searching the Internet for user delay information indicating the situation related to transportation or an event,
A user attribute table indicating a relationship between user's behavior information indicating the user's behavior in at least one of the real world and the Internet and a user attribute table is stored,
The controller is
Collecting the user behavior information through the Internet,
Referring to the user attribute table, calculate the attribute of the user from the collected user behavior information,
Through the Internet, obtain user location information indicating the current location of the user,
Based on the attributes of the user and the user location information, infer the purpose of the user's movement,
Using the search formula, search the user delay information through the Internet,
Based on the retrieved user delay information, calculate a range in which the movement of the user is delayed,
Based on the range, from the user consisting of at least one of a person who is traveling using the public transportation or a person who is expected to travel using the public transportation, Identifying the user experiencing the delay;
Searching for the transport mobility service to achieve the identified purpose of the user's travel using a different means of transport than the public transportation;
A transport mobility service proposal device that proposes the searched transport mobility service to the specified user.