JP2022095054A - Route search system and route search method - Google Patents

Abstract

To provide a route search system and a route search method that enable a user to select an appropriate travel route and a destination upon consideration of congestion states of the travel route and the destination.SOLUTION: The route search system includes: first acquisition means (a communication unit 13) for acquiring search condition data D6; destination extraction means (a control unit 51) for extracting a destination that matches an object of a user; route search means (a control unit 11) for searching for a travel route from a current place of the user or a departure place desired by the user to the destination; first disutility value calculation means (the control unit 11) for calculating a disutility value for each of combinations of destinations and travel routes using a congestion rate at the destination and a congestion rate of means of transportation on the travel route; and first presentation means (the communication unit 13) for presenting the destination, the travel route, and the disutility value in association with one another to the user.SELECTED DRAWING: Figure 1

Description

The present invention relates to a route search system and a route search method.

For example, when providing information on a travel route to a user on a WEB site or the like related to a route search, usually, an appropriate route in terms of required time, fee, etc., according to the departure place and the arrival place set by the user. In this case, the user is to search according to the purpose of travel, for example, to search for the office to be used when the purpose is work, or for shopping, in addition to the search regarding the travel route. It is necessary to separately search for the store to be used in the case and the accommodation facility to be used for the purpose of travel.

Therefore, in addition to the travel route, the facility that is the destination is searched according to the user's travel purpose such as work, shopping, and travel, and not only the appropriate travel route but also information related to the appropriate destination is provided. A system is known that makes it possible to do so (see, for example, Patent Document 1).

Japanese Unexamined Patent Publication No. 2008-269480

One of the factors that the user may place importance on when determining the travel route and destination is the congestion status of the travel route and destination. That is, it is predicted that the user prefers to move using a vacant movement route if there is no big difference in other conditions, and if there is no big difference in other conditions, the vacant purpose. It is expected that they will prefer to visit the land.

In this regard, in the system described in Patent Document 1, it is only possible to search for a movement route and a destination according to the movement purpose of the user, and the user considers the congestion situation of the movement route and the destination. It did not make it possible to select an appropriate travel route and destination above.

An object of the present invention is to provide a route search system and a route search method that enable a user to select an appropriate travel route and destination in consideration of the congestion situation of the travel route and the destination. ..

In order to solve the above problems, the invention according to claim 1 is used in a route search system.
A first acquisition means for acquiring search condition information including at least information relating to a user's purpose and information relating to the user's current location or the departure location desired by the user.
A destination extraction means for extracting a destination that matches the user's purpose,
A route search means for searching a movement route from the user's current location or the departure point desired by the user to the destination extracted by the destination extraction means.
The destination and the route extracted by the destination extraction means using at least the congestion rate of the destination extracted by the destination extraction means and the congestion rate of transportation in the travel route searched by the route search means. For each of the combinations with the movement route searched by the search means, the first non-use value calculation means for calculating the non-use value and the first non-use value calculation means.
The destination extracted by the destination extraction means, the travel route searched by the route search means, and the non-utility value calculated by the first non-use value calculation means are presented to the user in association with each other. First presentation means and
It is characterized by having.

The invention according to claim 2 is the route search system according to claim 1.
The search condition information acquired by the first acquisition means includes information relating to the desired stay time of the user at the destination.
The first utility value calculation means is at least
The destination utility value calculated by using the congestion rate of the destination and the desired stay time of the user at the destination, and
The route utility value calculated by using the congestion rate of transportation in the travel route and the boarding time of the transportation,
Is added to calculate the utility value.

The invention according to claim 3 is the route search system according to claim 2.
The first utility value calculation means is
The destination utility value is calculated by multiplying the congestion rate of the destination and the desired stay time of the user at the destination.
It is characterized in that the route utility value is calculated by multiplying the congestion rate of the transportation system in the travel route and the boarding time of the transportation system.

The invention according to claim 4 is the route search system according to claim 2 or 3.
The first utility value calculating means adjusts the weighting by multiplying the destination utility value and / or the route utility value by a coefficient set according to the user's wishes, and then adjusts the weighting. It is characterized in that the destination ineffective value and the adjusted route ineffective value are added to calculate the ineffective value.

The invention according to claim 5 is the route search system according to any one of claims 2 to 4.
The first utility value calculation means is
The non-utility value calculated by using the congestion rate of the transfer facility that transfers transportation on the travel route searched by the route search means and the transfer time at the time of transfer at the transfer facility is further added. It is characterized by calculating a value.

The invention according to claim 6 is the route search system according to any one of claims 1 to 5.
The search condition information includes information relating to the upper limit of the charge of the destination, the upper limit of the charge of the travel route, the upper limit of the required time of the travel route, and / or the upper limit of the utility value. The first presenting means is characterized in that, among the combinations of the destination, the movement route, and the utility value, only the combination that matches the information related to the upper limit value is presented to the user.

The invention according to claim 7 is the route search system according to any one of claims 1 to 6.
Further provided with a second acquisition means for acquiring facility information, which is information relating to the facility that is a candidate for the destination of the user.
The destination extraction means is characterized in that the information related to the user's purpose included in the search condition information is compared with the facility information to extract a destination that matches the user's purpose.

The invention according to claim 8 is the route search system according to claim 7.
A second presentation means for presenting information on the reservation status of the user related to the facility to the manager of the facility, and
A third acquisition means for acquiring information related to the update of the facility information by the administrator who received the presentation of the information related to the reservation status, and
It is characterized by further preparing.

The invention according to claim 9 is the route search system according to any one of claims 1 to 8.
A fourth acquisition means for acquiring information related to the destination and travel route that the user wishes to use, and
Using at least the congestion rate of the destination and the travel route from which the fourth acquisition means has acquired information, a utility value can be obtained for the combination of the destination and the travel route from which the fourth acquisition means has acquired information. The second utility value calculation means to be calculated,
A threshold value excess determination means for determining whether the utility value calculated by the second utility value calculation means exceeds a predetermined threshold value, and
When the threshold value exceeding determination means determines that the threshold value has been exceeded, the notification means for notifying the user and the notification means.
It is characterized by further preparing.

The invention according to claim 10 is a route search method.
An acquisition step for acquiring search condition information including at least information relating to the user's purpose and information relating to the user's current location or the departure location desired by the user.
A destination extraction step for extracting a destination that matches the user's purpose,
A route search step for searching a movement route from the user's current location or the departure point desired by the user to the destination extracted in the destination extraction step, and
The destination and the route extracted in the destination extraction step using at least the congestion rate of the destination extracted in the destination extraction step and the congestion rate of transportation in the travel route searched in the route search step. For each of the combinations with the movement route searched in the search step, the utility value calculation step for calculating the utility value and the non-use value calculation step
A presentation step in which the destination extracted in the destination extraction step, the travel route searched in the route search step, and the utility value calculated in the utility value calculation step are associated and presented to the user. When,
It is characterized by including.

According to the present invention, it is possible to provide a route search system and a route search method that enable a user to select an appropriate travel route and destination in consideration of the congestion situation of the travel route and the destination. ..

It is a block diagram which shows the structure of the route search system which concerns on embodiment. It is a flowchart which shows the flow of operation of the path search system which concerns on embodiment.

Hereinafter, the route search system 100 according to the embodiment of the present invention will be described with reference to FIGS. 1 to 2. However, the technical scope of the present invention is not limited to the illustrated examples.
Further, in the following, as an example, a case where the purpose of the user is work in the office and the destination is the office will be described. The office in this case is not limited to the one in which "office" is added to the name of the shared office or the like, and includes a wide range of facilities where the user can work, such as a private room of a hotel or a cafe.

[Explanation of the first configuration]
The route search system 100 extracts the destination and searches for the movement route according to the purpose of the user, and also provides the user with information on the invalid value calculated by using the congestion rate of the destination and the movement route. As shown in FIG. 1, various servers owned by a specific business operator that manages and operates this system, that is, a data analysis server 1, a vehicle load data server 2, a train operation data server 3, and a train. It is configured to include a diagram data server 4, a facility data server 5, and a vehicle load data acquisition unit 6 installed on a train, and each device is connected via a communication network N as shown in FIG. ing.

Further, in the route search system 100, the data analysis server 1 is connected to the user terminal 7 owned by each user who receives information by using the route search system 100 via the communication network N, and the data analysis server 1 is connected. And the facility data server 5 is connected to the facility manager terminal 8 owned by the manager who manages the office, which is a facility where information is provided to the user as a destination by the route search system 100 via the communication network N. There is.

It should be noted that each of the above servers does not necessarily have to be provided separately, and information devices such as a single PC (Personal Computer) and WS (Work Station) also function as these multiple servers. You may.
On the contrary, each of the above servers does not necessarily have to be realized by a single PC, information equipment such as WS, and a plurality of PCs, information equipment such as WS are connected via the communication network N. By doing so, the function as each server may be realized by a plurality of information devices.

[1 Data analysis server]
The data analysis server 1 is, for example, an information device such as a PC or a WS owned by a company or the like that manages and operates the route search system 100. As described later, the data analysis server 1 obtains information acquired from another server, a user terminal 7, or the like. Based on this, processing such as extracting the office that is the destination of the user, searching for the movement route, and calculating the invalid value is performed. The owner of the data analysis server 1 is not particularly limited as long as the functions of this system can be realized. This point is the same for other servers constituting this system.
As shown in FIG. 1, the data analysis server 1 includes, for example, a control unit 11, a storage unit 12, and a communication unit 13.

[(1) Control unit]
The control unit 11 is a part that controls the operation of the data analysis server 1, and is configured to include, for example, a CPU (Central Processing Unit), a ROM (Read Only Memory), a RAM (Random Access Memory), and the like, and is a storage unit 12. Each part of the data analysis server 1 is controlled in an integrated manner by the cooperation between the program data stored in the data and the CPU.

[(2) Memory unit]
The storage unit 12 is a part that stores various information necessary for the operation of the data analysis server 1, and is composed of, for example, an HDD (Hard Disk Drive), a semiconductor memory, etc., and is a data analysis server 1 such as program data. The data required for operation is readable and writable from the control unit 11.

[(3) Communication section]
The communication unit 13 is a part used for communication between the data analysis server 1 and another server constituting the route search system 100, a user terminal 7, a facility manager terminal 8, and the like, and is, for example, a communication IC ( It is a communication interface having an integrated circuit), a communication connector, and the like, and under the control of the control unit 11, data communication is performed via the communication network N using a predetermined communication protocol.

[2 Vehicle load data server]
The vehicle load data server 2 is, for example, an information device such as a PC or WS owned by a company or the like that manages and operates the route search system 100, and gets on the train from the vehicle load data acquisition unit 6 installed on the train. The vehicle load data D1, which is information related to the total weight of the passengers, is acquired, accumulated, and then transmitted to the data analysis server 1.
As shown in FIG. 1, the vehicle load data server 2 includes, for example, a control unit 21, a storage unit 22, and a communication unit 23, similar to the data analysis server 1.

The configurations of the control unit 21 and the communication unit 23 are the same as those of the control unit 11 and the communication unit 13 in the data analysis server 1, respectively.
Similar to the storage unit 12 in the data analysis server 1, the storage unit 22 is composed of, for example, an HDD, a semiconductor memory, etc., and stores the vehicle load data D1 acquired by the vehicle load data acquisition unit 6 installed in the train. To.

In the vehicle load data server 2, each time the communication unit 23 receives the vehicle load data D1 from the vehicle load data acquisition unit 6 installed on the train, the control unit 21 obtains the data by the train number and the data. It is stored in the storage unit 22 in association with the information related to the acquired section. That is, each time a train is operated, the storage unit 22 of the vehicle load data server 2 stores information related to the total weight of the passengers on the train for each section. ..

[3 Train operation data server]
The train operation data server 3 is, for example, an information device such as a PC or WS owned by a company or the like that manages and operates the route search system 100, and communicates with an external predetermined system for each of the operating routes. The delay time data D2, which is the data related to the delay time of the train, is acquired, accumulated, and then transmitted to the data analysis server 1.
As shown in FIG. 1, the train operation data server 3 includes, for example, a control unit 31, a storage unit 32, and a communication unit 33, similar to the data analysis server 1.

The configurations of the control unit 31 and the communication unit 33 are the same as those of the control unit 11 and the communication unit 13 in the data analysis server 1, respectively.
Similar to the storage unit 12 in the data analysis server 1, the storage unit 32 is composed of, for example, an HDD, a semiconductor memory, or the like, and stores the delay time data D2.

[4 Train schedule data server]
The train schedule data server 4 is, for example, an information device such as a PC or WS owned by a company or the like that manages and operates the route search system 100, and is used for each line in operation after communicating with a predetermined external system. The train timetable data D3, which is data related to the train operation plan (diagram), is acquired, accumulated, and then transmitted to the data analysis server 1.
As shown in FIG. 1, the train schedule data server 4 includes, for example, a control unit 41, a storage unit 42, and a communication unit 43, similar to the data analysis server 1.

The configurations of the control unit 41 and the communication unit 43 are the same as those of the control unit 11 and the communication unit 13 in the data analysis server 1, respectively.
Similar to the storage unit 12 in the data analysis server 1, the storage unit 42 is composed of, for example, an HDD, a semiconductor memory, or the like, and stores train diagram data D3.

[5 Facility data server]
The facility data server 5 is, for example, an information device such as a PC or WS owned by a company or the like that manages and operates the route search system 100, and the facility manager terminal 8 informs the user as a destination by the route search system 100. Office data D4, which is information related to the office including information on the location of the office that is a candidate for the facility to be provided, and information on usage conditions such as charges, real-time usage status (number of users) of the office, and The office usage status data D5, which is information related to the usage status of the facility including information such as the number of reserved people for each time zone, is acquired, accumulated, and then transmitted to the data analysis server 1.
As shown in FIG. 1, the facility data server 5 includes, for example, a control unit 51, a storage unit 52, and a communication unit 53, similar to the data analysis server 1.

The office data D4 and the office usage status data D5 may be acquired from the facility manager terminal 8 by the communication unit 53 via the communication network N, for example, according to the input by the facility manager in the facility manager terminal 8. .. Further, regarding the office usage status data D5, information may be automatically acquired in real time on the facility data server 5 in conjunction with a reservation system or the like used by the office manager.

The configurations of the control unit 51 and the communication unit 53 are the same as those of the control unit 11 and the communication unit 13 in the data analysis server 1, respectively.
Similar to the storage unit 12 in the data analysis server 1, the storage unit 52 is composed of, for example, an HDD, a semiconductor memory, or the like, and stores office data D4 and office usage status data D5.

[6 Vehicle load data acquisition unit]
The vehicle load data acquisition unit 6 includes a weight sensor installed in each vehicle of the train, and is the difference between the weight when the train passenger is not on board and the weight when the passenger is on board, that is, when the train is on board. After acquiring the vehicle load data D1 which is the information related to the total weight of the passengers, the acquired information is transmitted to the vehicle load data server 2 via the communication network N.
The vehicle load data acquisition unit 6 calculates the difference between the weight when the passenger is not on board and the weight when the passenger is on board for each train vehicle (car number), and calculates the difference between the weight and the train vehicle (car number). ) May be obtained separately for each vehicle load data D1.

The vehicle load data acquisition unit 6 installed on each train is used for each section of the train in which it is installed, that is, for each section between adjacent stations on the railway line of each train. In addition, after acquiring data related to the weight of the train, the weight of the train that was stored in advance when the passengers of the train are not on board is reduced from the acquired data, so that the passengers who are on the train for each section are on board. Data related to the total weight of the train (vehicle load data D1) is acquired, and the acquired data is linked with the information related to the train number of the train and the information related to the section from which the data is acquired to form the communication network N. It is transmitted to the vehicle load data server 2 via the vehicle.

[7 User terminal]
The user terminal 7 is, for example, an information device such as a smartphone or a tablet terminal owned by a user who receives information provided by using the route search system 100, and as described later, the user can input the search condition data D6 or input the search condition data D6. It is used for displaying the search result related to the search result data D7 to the user.
As shown in FIG. 1, the user terminal 7 includes, for example, a control unit 71, a storage unit 72, a communication unit 73, a display unit 74, and an operation unit, similarly to the data analysis server 1. It is configured to include 75 and.

The configurations of the control unit 71, the storage unit 72, and the communication unit 73 are the same as those of the control unit 11, the storage unit 12, and the communication unit 13 in the data analysis server 1, respectively.

The display unit 74 includes, for example, a display such as an LCD (Liquid Crystal Display), and displays an image based on the display control signal output from the control unit 71 on the display screen.

The operation unit 75 includes, for example, a character input key, a number input key, a keyboard having keys associated with various other functions, and the like, and receives an operation input from a user who uses the user terminal 7 and responds to the operation input. The operation signal is output to the control unit 71. The operation unit 75 may be, for example, a touch panel integrally formed with the display unit 74, and is not particularly limited as long as it can accept operation input from the user.

[8 Facility manager terminal]
The facility manager terminal 8 is, for example, an information device such as a PC owned by an office manager who is a candidate for a facility where information is provided to a user as a destination by the route search system 100, and is an office data D4 and office use. It is used for inputting situation data D5 and the like.
As shown in FIG. 1, the facility manager terminal 8 includes, for example, a control unit 81, a storage unit 82, a communication unit 83, a display unit 84, and an operation unit 85, similarly to the user terminal 7. It is composed of.

[9 Communication network]
The communication network N is, for example, the Internet, a telephone line network, a mobile phone communication network, a wireless LAN communication network, or the like, and as shown in FIG. 1, each device constituting the route search system 100, a user terminal 7, and a facility manager. Connect between terminals 8.
As the communication network N, any device capable of connecting between the devices constituting the route search system 100, the user terminal 7, and the facility manager terminal 8 as described above, and transmitting and receiving data between them. There is no particular limitation.

[Explanation of the second operation]
Hereinafter, the operation of the route search system 100 according to the present embodiment will be described with reference to the flowchart of FIG.
The operation of the route search system 100 is roughly divided into eight steps from step S1 to step S8.

[1 Step S1 Acquisition of search condition data]
When the user wishes to receive information using this system, first, the operation unit 75 of the user terminal 7 is used to input the search condition data D6, which is the data related to the search condition desired by the user. (Step S1-1).

The search condition data D6 is, for example, information relating to the user's purpose, information relating to the user's current location or desired departure location, information relating to the current time or the user's desired departure time, and information relating to the priority at the time of search ( For example, which of the congestion, the charge, the time, etc. is emphasized) is included in the data.

The information related to the user's purpose is related to the purpose of movement by the user, including, for example, information related to office usage time (desired stay time), information related to the desired office type, information related to the range of office locations, and the like. Information.
Information related to office usage time may be specifically specified by, for example, the usage start time and usage end time, or is abstracted in the form of a specific time after a specific time (3 hours after 12:00, etc.). May be specified.
Information on the type of office desired may be specified, for example, in the form of a place where work can be performed independently such as a hotel or a place shared by a coworking space or the like.
Information relating to the range of office locations may be specified by, for example, a city, ward, town, or village. Further, it may be specified according to the time required to move from the current location or the desired departure location, for example, within one hour from the user's current location or desired departure location. It is also possible to extract offices regardless of region without specifying the range of office locations.

For example, if the user inputs the coworking space, Shinjuku Ward from 13:00 to 15:00 on November 10, then work in the coworking space in Shinjuku Ward from 13:00 to 15:00 on November 10. Is entered as information related to the user's purpose.

The search condition data D6 further includes an upper limit of the usage fee of the destination office, an upper limit of the fee charged on the travel route to the office, an upper limit of the required time on the travel route to the office, and / or described later. It may contain information relating to the upper limit of the invalid value of.

When the search condition data D6 is input by the user, the control unit 71 transmits the input search condition data D6 from the communication unit 73 to the data analysis server 1 via the communication network N (step S1-2). .. As a result, the data analysis server 1 can acquire the search condition data D6 by receiving the data transmitted from the user terminal 7 by the communication unit 13.

[2 Step S2 Office Extraction]
When the search condition data D6 is acquired from the user terminal 7, the data analysis server 1 subsequently matches the information related to the user's purpose included in the search condition data D6 as a candidate for the user's destination from the facility data server 5. Get information about the office.

Specifically, first, in the data analysis server 1, the control unit 11 transmits the search condition data D6 from the communication unit 13 to the facility data server 5 via the communication network (step S2-1).
In the facility data server 5 that has received the search condition data D6, the control unit 51 controls the information related to the user's purpose included in the received search condition data D6 and the office data D4 stored in the storage unit 52. Then, the data matching the information related to the user's purpose included in the received search condition data D6 is extracted from the office data D4 stored in the storage unit 52 (step S2-2).
When the extraction is completed, in the facility data server 5, the control unit 51 transmits the extracted office data D4 from the communication unit 53 to the data analysis server 1 via the communication network N (step S2-3). As a result, by receiving the information transmitted from the facility data server 5 by the communication unit 13, the data analysis server 1 can acquire the data related to the office that matches the search condition data D6.

It is also possible to extract trains that also serve as a means of transportation as offices that are candidates for the user's destination.
That is, in a train with reserved seats where a certain space can be secured and a certain space can be secured, the user can sufficiently perform desk work. Therefore, the train itself with such reserved seats may be extracted as a destination according to the information related to the user's purpose included in the search condition data D6.
In this case, in the search for the movement route in step S3, which will be described later, the movement route to the boarding station of the train with such reserved seats is searched, and in the prediction of the congestion rate of the office in step S5, such reserved seats are used. In the calculation of the utility value in step S6 by predicting the congestion rate of the trains in the above, the utility value is calculated with the train with such a reserved seat as the destination.

[3 Step S3 Search for travel route]
When the office data D4 that matches the search condition data D6 is acquired from the facility data server 5, the data analysis server 1 subsequently searches for a movement route to the office from which the office data D4 has been acquired.

Specifically, first, the data analysis server 1 acquires the train timetable data D3 stored in the storage unit 42 from the train timetable data server 4. Specifically, in the train diagram data server 4 in which the communication unit 43 receives a predetermined request transmitted from the data analysis server 1, the control unit 41 collectively collects the train diagram data D3 stored in the storage unit 42. The data may be transmitted from the communication unit 43 to the data analysis server 1 via the communication network N (step S3-1). As a result, the data analysis server 1 can collectively acquire the train timetable data D3 by receiving the information transmitted from the train timetable data server 4 by the communication unit 13.

In the data analysis server 1, when the train diagram data D3 is acquired from the train diagram data server 4, the control unit 11 appropriately formats the data format into a data format that can be used in the data analysis server 1 (step S3-2). The data format after formatting is not particularly limited, and a format that is easy to use for the processing described later may be appropriately used.

Subsequently, the data analysis server 1 acquires the delay time data D2 stored in the storage unit 32 from the train operation data server 3. Specifically, in the train operation data server 3 in which the communication unit 33 receives a predetermined request transmitted from the data analysis server 1, the control unit 31 collectively collects the delay time data D2 stored in the storage unit 32. The data may be transmitted from the communication unit 33 to the data analysis server 1 via the communication network N (step S3-3). As a result, the data analysis server 1 can collectively acquire the delay time data D2 by receiving the information transmitted from the train operation data server 3 by the communication unit 13.

Subsequently, in the data analysis server 1, the control unit 11 reflects the delay time data D2 acquired in step S3-3 on the train timetable data D3 formed in step S3-2 (step S3-4). Specifically, for the operating train related to the train timetable data D3, if the delay time data D2 contains information related to the delay time, the delay time is added and the data related to the arrival time at each station is added. By changing the above, the delay time data D2 may be reflected in the train schedule data D3.

Subsequently, in the data analysis server 1, the control unit 11 extends from the user's current location or desired departure location related to the search condition data D6 to the office related to the office data D4 that matches the search condition data D6 extracted in step S2. Search for the route of, and acquire information related to the movement route from the user's current location or desired departure location related to the search condition data D6 to the office related to the office data D4 matching the search condition data D6 (step S3-5). ).

Specifically, based on the train diagram data D3 in which the delay time data D2 is reflected in step S3-4, the current time or the current time related to the search condition data D6 can be obtained from the user's current location or the desired departure location related to the search condition data D6. It suffices to search for a travel route that departs after the user's desired departure time and can arrive at each office by the time when the user starts using the office according to the search condition data D6. As for the specific algorithm of the route search, since various known algorithms can be used, detailed description thereof will be omitted.

Further, the control unit 11 accesses the predetermined WEB site related to the route search from the communication unit 13 via the communication network N without searching the movement route by itself, and the user's current location or the user's current location related to the search condition data D6. Obtain information on routes that can be reached from the desired departure location by the current time related to the search condition data D6 or the user's desired departure time, and by the start time of using the office related to the search condition data D6. You may do it.
In this case as well, since the search for the movement route is performed according to the transmission of information to the WEB site by the control unit 11, the control unit 11 functions as the route search means in the present invention.

[4 Step S4 Prediction of Train Congestion Rate]
Subsequently, in the data analysis server 1, for each movement route to each office for which information was acquired in step S3, the congestion rate of each train to be used, that is, the prediction of the value obtained by dividing the number of passengers by a predetermined number of passengers. I do.

The prediction method is not particularly limited, but for example, the congestion rate of the train is predicted to have the same tendency if the day and time are the same in addition to the boarding section of the train. Therefore, the data analysis server 1 In the storage unit 12, the data related to the congestion rate for each past day and time is stored in the storage unit 12 in advance for each section of each route, and the control unit 11 stores the data, the route used in each movement route, and the date of use. And the information related to the usage time may be compared to predict the congestion rate. In this case, for example, by calculating the average value of the data relating to the congestion rate at the same time on the same day of the week in the same section of the same train as each train used in each travel route, in each travel route. You can predict the congestion rate of each train you use.

Further, for example, the congestion rate may be predicted based on the vehicle load data D1 stored in the storage unit 22 of the vehicle load data server 2.
That is, as described above, since the vehicle load data D1 is data relating to the total weight of the passengers on the train for each section, each movement of the vehicle load data D1 in the data analysis server 1 The latest data relating to each section of each train used on the route is acquired from the vehicle load data server 2 via the communication network N by the communication unit 13, and the weight of the acquired vehicle load data D1 is per passenger. Divide by a predetermined weight as the weight.
This makes it possible to determine the number of passengers at the time of data acquisition. Based on this, the congestion rate at the time of data acquisition can be estimated, and then changes over time from the time of data acquisition can be taken into consideration. Predict the congestion rate at the time of use by the user.

Further, for example, a camera may be installed in each vehicle of the train, and an image taken by the camera may be analyzed to estimate the number of passengers, or a beacon may be installed in each vehicle of the train. , The number of passengers may be estimated from the number of mobile terminals that have received radio waves or the like emitted from the beacon.

It should be noted that the congestion rate of trains may be predicted collectively for the entire section where the user will use the same train, or individually for each section between stations.
For example, if the user is going to board the X train from A station to B station on a certain movement route, and there are C and D stations between A station and B station, the former prediction method can be used. When used, the congestion rate is uniformly predicted for the section between A station and B station, for example, by taking the average value of the congestion rate in the section between each station.
On the other hand, when the latter prediction method is used, the congestion rate is predicted individually for the section between A station and C station, the section between C station and D station, and the section between D station and B station.

[5 Step S5 Prediction of office congestion rate]
Subsequently, in the data analysis server 1, the congestion rate for each office that matches the information related to the user's purpose included in the search condition data D6 extracted in step S2, that is, the number of office users is a predetermined number of people. Predict the value divided by.

The prediction method is not particularly limited, but for example, if the office usage status data D5 includes information relating to the real-time usage status of the office, that is, information relating to the number of users of each office at the time of data acquisition, the data. Based on the above, the number of people in the office at the time of data acquisition is divided by the predetermined number of people to estimate the congestion rate at the time of data acquisition, and then the fluctuations over time from the time of data acquisition are taken into consideration as appropriate. , The congestion rate at the time of use of the office by the user may be predicted.

Further, for example, if the office usage status data D5 includes data relating to the number of reserved people for each office time zone, the number of office users at the time of use of the office by the user is predicted based on the data. Above, this may be divided by the predetermined number of people to predict the congestion rate at the time of using the office.

[6 Step S6 Calculation of Utility Value]
Subsequently, in the data analysis server 1, the control unit 11 calculates the utility value for each combination of the destination office extracted in step S2 and the travel route searched in step S3.
In the present invention, the "utility value" is calculated by using at least both the congestion rate of the destination and the congestion rate of the transportation system in the travel route, in order for the user to achieve the purpose in the travel route and the destination. It broadly refers to a numerical value that is an index to indicate the degree of burden / disadvantage incurred, and does not necessarily mean the commonly used term "ineffectiveness" or academic "ineffectiveness". It is not limited to those that match the definition of the term.

Specifically, for each combination of the destination office extracted in step S2 and the travel route searched in step S3, the desired time of stay at the destination office depends on the congestion rate of the destination office. (The invalid value related to the destination calculated in this way is hereinafter referred to as "destination invalid value") and board the congestion rate of each boarding train on the travel route to the destination. The non-utility value of each route is calculated by multiplying the time (the non-utility value related to the movement route calculated in this way is hereinafter referred to as "route non-use value").

As described in step S4, the congestion rate of trains may be predicted collectively for the entire section where the user will use the same train, or individually for each section between stations. You may. Correspondingly, when the congestion rate of trains is predicted collectively for the entire section where the user will use the same train, the user also uses the same train to calculate the route utility value. When the congestion rate of trains is predicted individually for each section between stations, the route utility value is also calculated individually for each section between stations. Will be done.

In the former case, for the entire section where the user will use the same train, the value obtained for each train to be boarded is added after multiplying the average congestion rate in the section and the boarding time of the entire section. By doing so, the route invalidity value will be calculated. In the calculation example below paragraph 0075, this case is described.
In the latter case, the route is not routed by multiplying the congestion rate in the section and the boarding time in the section individually for each section between stations and then adding the values obtained individually for each section between stations. The utility value will be calculated.

For example, in a certain travel route, when a user gets on the X train from A station to B station and the Y train gets on from B station to C station, there is D station between A station and B station. Taking the case where there is E station between B station and C station as an example, when the former calculation method is used, the average congestion rate of X train between A station and B station and the boarding time between A station and B station , And the average of the congestion rate between B station and C station of Y train and the boarding time between B station and C station are added to calculate the route invalidation value.
On the other hand, when the latter calculation method is used, the value obtained by multiplying the congestion rate between A station and D station of X train and the boarding time between A station and D station is multiplied by the boarding time between D station and B station of X train. The value obtained by multiplying the congestion rate of D station and the boarding time between D station and B station, the value obtained by multiplying the congestion rate between B station and E station of Y train and the boarding time between B station and E station, and Y The route invalidation value is calculated by individually adding the value obtained by multiplying the congestion rate between E station and C station of the train and the boarding time between E station and C station.

Hereinafter, a specific calculation example will be described.
For example, when the user wishes to use the office for 4 hours, the departure point of the user is a station, and the X station is the nearest office as an office that matches the information related to the user's purpose included in the search condition data D6. When office A as a station, office B with Y station as the nearest station, and office C with Z station as the nearest station are extracted, the congestion rate of each office and the nearest station of each office from a station It is assumed that the travel route to and the congestion rate are as follows.

(Office A)
Office congestion rate: 70%
Route between a station and X station: a station-i station-j station-X station a station-i station: congestion rate 100%, boarding time 20 minutes i station-j station: congestion rate 150%, boarding time 30 minutes j Station-X Station: Congestion rate 80%, boarding time 20 minutes (Office B)
Office congestion rate: 50%
Route between a station and Y station: a station-i station-Y station a station-i station: congestion rate 100%, boarding time 20 minutes i station-Y station: congestion rate 60%, boarding time 40 minutes (office C)
Office congestion rate: 90%
Route between a station and Z station: a station-i station-Z station a station-i station: congestion rate 100%, boarding time 20 minutes i station-Z station: congestion rate 60%, boarding time 40 minutes

In the above case, the utility value when using each office is calculated as follows.
(Office A)
0.7 x 240 minutes + 1 x 20 minutes + 1.5 x 30 minutes + 0.8 x 20 minutes = 249
(Office B)
0.5 x 240 minutes + 1 x 20 minutes + 0.6 x 40 minutes = 164
(Office C)
0.9 x 240 minutes + 1 x 20 minutes + 0.6 x 40 minutes = 260

If there is a delay in the train, it is preferable to determine the boarding time of each train in consideration of the extension of the boarding time due to the delay.
In this case, the delay prediction time of the train, that is, the time of the extension when the boarding time is extended as compared with the normal time due to the influence of the train delay is predicted from the delay time data D2 acquired from the train operation data server 3. In addition, the boarding time of each train is determined by adding the above-mentioned estimated delay time to the boarding time (time between the departure time of the departure station and the arrival time of the arrival station) in the normal time.

[7 Step S7: Presentation to User]
After the calculation of the invalid value is completed, in the data analysis server 1, the control unit 11 subsequently applies the information related to the search result, that is, the information about each office extracted in step S2, to the information corresponding to each office in step S3. The information (search result data D7) associated with the information related to the movement route searched in step S6 and the information related to the invalid value calculated in step S6 is transmitted from the communication unit 13 via the communication network N to the search condition data D6 in step S1-2. Is transmitted to the user terminal 7 that has transmitted (step S7-1).
That is, since the display on the user terminal 7 described later is made based on the search result data D7 transmitted from the data analysis server 1, the communication unit 13 of the data analysis server 1 functions as the first presentation means in the present invention. Will be done.

At this time, the control unit 11 determines the display order in the user terminal 7 according to the information related to the priority at the time of search included in the search condition data D6, and also transfers the information related to the display order to the user terminal 7. And send.
For example, if the search condition data D6 emphasizes congestion, the display order is the order with the lowest utility value, and if the search condition data D6 emphasizes charges, the total amount of transportation costs for office use and travel routes is. If time is emphasized in the search condition data D6 in ascending order, it may be determined in ascending order of the required time in the travel route to the office.

Further, the search condition data D6 acquired in step S1 is the upper limit of the usage fee of the destination office, the upper limit of the fee charged on the travel route to the office, the upper limit of the required time on the travel route to the office, and /. Or, when the information related to the upper limit value of the invalid value is included, the control unit 11 has the upper limit of the combination of the office extracted in step S2, the movement route searched in step S3, and the invalid value calculated in step S6. Only the combinations that match the values are extracted and transmitted from the communication unit 13 to the user terminal 7 via the communication network N.
For example, if the upper limit of the required time in the travel route to the office is set to 1 hour, the office extracted in step S2, the travel route searched in step S3, and the utility value calculated in step S6. Of the combinations, only the combinations for which the required time related to the movement route searched in step S3 is within 1 hour are extracted and transmitted to the user terminal 7.

In the user terminal 7 that has received the search result data D7 transmitted from the data analysis server 1 by the communication unit 73, the control unit 71 receives the information about each office extracted in step S2 in step S3 corresponding to each office. The information on the travel route searched in and the information on the utility value calculated in step S6 are associated with each other and displayed on the display unit 74 (step S7-2).

At this time, the control unit 71 displays the information received from the data analysis server 1 in descending order of priority according to the information related to the display order received from the data analysis server 1.
That is, for example, if the search condition data D6 emphasizes congestion, the utility value is in ascending order, and if the search condition data D6 emphasizes charges, the total transportation cost in office use and travel routes is in ascending order. If time is emphasized in the search condition data D6, the data will be displayed in ascending order of the required time on the travel route to the office.
again,

[8 Step S8 Reservation / Payment]
When the information related to the search result is displayed on the display unit 74, the user selects the office to be used by using the operation unit 75. When the office to be used is selected, the control unit 71 transmits the information related to the selected office directly or via the data analysis server 1 of the route search system 100 to an external predetermined system. , Office reservations and payments will be processed in the system.
As for the processing of reservation and payment, since the processing in the existing known system may be used, detailed description thereof will be omitted.

[Explanation of the third effect]
Next, the effect of the route search system 100 according to the present embodiment will be described.

According to the route search system 100 according to the present embodiment, the data analysis server 1 communicates search condition data D6 including information related to the user's purpose and information related to the user's current location or the user's desired departure location. After being acquired by the unit 13, the control unit 11 extracts an office that matches the user's purpose, searches for a movement route from the user's current location or the user's desired departure point to the extracted office, and the congestion rate of the extracted office. And, the invalid value is calculated for each of the combination of the destination and the moving route using both the congestion rate of the searched moving route, and the destination, the moving route and the invalid value are associated with each other, and the user from the communication unit 13 It is transmitted to the terminal 7 and presented to the user.
As a result, the user can acquire the information related to the utility value calculated by using both the congestion rate of the office and the congestion rate of the movement route, as well as the information related to the office and the information related to the movement route. It is possible to select an appropriate travel route and office in consideration of the congestion situation of both the destination offices.

Further, in the data analysis server 1, the control unit 11 determines the destination utility value calculated by multiplying the office congestion rate and the user's desired staying time in the office, and the congestion rate of transportation in the travel route. By adding the route ineffectiveness value calculated by multiplying the boarding time of the transportation and the ineffectiveness value to be presented to the user, the user wants to stay in the office as well as the congestion rate. It is possible to select an appropriate travel route and office in consideration of the time and boarding time of transportation in the travel route.

Further, according to the route search system 100 according to the present embodiment, the user does not search for the destination office by himself / herself, but only inputs the search condition data D6 using the operation unit 75 of the user terminal 7. , You can receive information on destinations that match this. Therefore, the user can be freed from the trouble of searching for the destination by himself / herself.

Further, according to the route search system 100 according to the present embodiment, it becomes easy for the user to select the use of a transportation system that is not congested, so that the congestion of the transportation system can be alleviated. This point is a great merit not only for users but also for transportation operators such as railway operators, where alleviation of congestion during rush hours is an urgent issue.

Further, according to the route search system 100 according to the present embodiment, it becomes easy for the user to select the use of an uncrowded office as a destination, so that the office utilization rate can be leveled. This point is a great merit for the manager of the facility such as the office which is the destination of the user.

[Fourth variant]
Next, a modified example of the route search system 100 according to the present embodiment will be described.

[1 Modification 1: Change of purpose]
In the above, as an example, a case where the purpose of the user is work in the office and the office is extracted as the destination has been described, but the facility that is the destination of the user in the present invention is not limited to the office and is a specific facility. However, if the facility is of the same type and the user can achieve the object, it can be widely used as the destination of the present invention.

For example, when the user's purpose is to shop at a store, the facility data server 5 includes information about the location and usage conditions of the store in order to enable the user to shop at a store that is not crowded. Store data, which is information related to the above, and store usage data, which is information related to the usage status, are stored, and the data is used to multiply the congestion rate of the store and the desired time of stay at the user's store to the destination. Calculate the invalidity value, calculate the route invalidation value by multiplying the congestion rate of the transportation in the travel route to the store and the boarding time of the transportation, and add these to calculate the invalidity value to be presented to the user. In addition, this may be presented to the user in association with the information related to the store that matches the purpose of the user and the information related to the movement route to each store.

Further, for example, when the purpose of the user is to watch a movie, in order to enable the user to watch a movie in a movie theater that is not crowded, the facility data server 5 provides information on the location and usage conditions of the movie theater. After storing the movie theater data that is the information related to the movie theater including the movie theater data and the movie theater usage status data that is the information related to the usage status, the congestion rate of the movie theater and the stay of the user in the movie theater are used by using the data. Calculate the destination invalidity value by multiplying the desired time (the movie showing time that the user wants to watch), and multiply by the transportation congestion rate on the route to the movie theater and the transportation boarding time. The route invalid value is calculated, and these are added to calculate the invalid value presented to the user, and this is used as information on the movie theater that matches the user's purpose and information on the travel route to each movie theater. It may be presented to the user in association with.

Further, for example, in order to enable the user to stay at an accommodation facility such as a hotel / inn that is not crowded, the facility data server 5 includes information on the location and usage conditions of the accommodation facility such as a hotel / inn. After storing the accommodation facility data, which is information related to the accommodation facility, and the accommodation facility usage status data, which is information related to the usage status, the congestion rate of the accommodation facility and the user's desire to stay at the accommodation facility are used using the data. Calculate the destination invalid value by multiplying the time (time from check-in to check-out), and multiply the transportation congestion rate on the route to the accommodation and the boarding time of the transportation. Is calculated, and these are added to calculate the invalid value to be presented to the user, and this is associated with the information related to the accommodation facility that matches the user's purpose and the information related to the travel route to each accommodation facility to the user. It may be presented.

Further, the type of purpose of the user is not limited to one type, and the user may select from a plurality of types.
In this case, for example, step S1 determines which of the above-exemplified office work, shopping at a store, watching a movie at a movie theater, staying at an accommodation facility such as a hotel or inn, etc. In step S2, when the user inputs the information included in the search condition data D6 as information related to the user's purpose, the facility corresponding to the selected user's purpose is extracted.

[2 Modification 2: Change of weighting]
In the above, the utility value is calculated by multiplying the congestion rate of the destination office by the desired staying time at the destination office, and the destination utility value and the travel route to the destination. The case of performing by adding the route utility value calculated by multiplying the congestion rate of each boarding train by the boarding time and the route utility value as it is has been described, but the destination utility value and / or the route utility value can be added to the user's request. These weightings may be adjusted by multiplying by the coefficients set accordingly.

Specifically, first, when the user inputs the search condition data D6 in step S1-1, he / she inputs information relating to whether the destination or the movement route is emphasized. For example, on the display unit 74 of the user terminal 7, options such as "destination-oriented", "destination slightly emphasized", "standard", "moving route slightly emphasized", and "moving route-oriented" are displayed. , The user uses the operation unit 75 to select a desired option from these.

Then, in the data analysis server 1 that has acquired the above information as the search condition data D6, it is set corresponding to the option selected by the user at the time of calculating the utility value in step S6, and is stored in the storage unit 12 in advance. By multiplying by a predetermined coefficient, the weighting of the destination utility value and the route utility value is adjusted, and then the adjusted destination utility value and the adjusted route utility value are added to the user. Calculate the utility value presented in.

For example, if the user selects "destination-oriented", the destination-invalidity value is multiplied by 1.5, and if the user emphasizes "destination-oriented", the destination-invalidity value is 1.2. When the user selects "Standard", the coefficient is not multiplied by either the destination utility value or the route utility value, and when the user emphasizes "moving route slightly emphasized", the route is invalid. The value is multiplied by 1.2, and when the user selects "route-oriented", the route invalid value is multiplied by 1.5, and these are added to calculate the invalid value.

Of course, the options prepared for the user and the specific multiplication coefficient are not limited to the above, and may be appropriately set according to the purpose of use of the system and the like. Further, the weighting may be adjusted by multiplying both the destination utility value and the route utility value by a count, or by multiplying either the destination utility value or the route utility value by a coefficient. May be done by.

[3 Modification 3: Consideration of utility value of transfer facility]
In the above, the utility value is calculated by multiplying the congestion rate of the destination office by the desired staying time at the destination office, and the destination utility value and the travel route to the destination. The case of adding the route utility value calculated by multiplying the congestion rate of each boarding train by the boarding time has been described.

In calculating the utility value, it is essential to consider the congestion rates of both the destination and the travel route, for example, as described above, but it is not necessary to have only these two, and moreover, traffic on each route. It is also possible to consider the utility value for a transfer facility that transfers trains (eg, a station that transfers trains, etc.).

Specifically, in this case, when the control unit 11 of the data analysis server 1 calculates the utility value, in addition to the destination utility value and the route utility value, each of the combinations of the destination and the travel route is added to each. Congestion rate of transfer facilities that transfer transportation on the travel route (value obtained by dividing the number of visitors to the transfer facility by the prescribed number of passengers) and transfer time at the transfer facility (including time required for travel and waiting time) Value multiplied by the time from getting off the previous transportation to getting on the next transportation (the non-utility value for the transfer facility calculated in this way is hereinafter referred to as the "transfer non-utility value"). By adding, the utility value of each route is calculated. For example, if the congestion rate of the station used for transfer on a specific travel route is 0.8 and the time required for transfer is 10 minutes, 0.8 × 10 minutes is the transfer ineffective value.

Hereinafter, an example of the calculation formula of the ineffective value when the transfer ineffective value is taken into consideration as described above will be described. The following is an example, and the specific calculation formula is not limited to this.

Set each parameter as follows.
・ Departure time from station A: Xb
・ Arrival time at B station: Ya
・ Departure time from station B: Yb
・ Arrival time at C station: Za
・ Delay prediction time; β
・ Estimated congestion rate for each train: γt _(ab)
・ Fare: P _(ab)
・ Passenger density in station A: Ksx
・ A station transfer time: Msx
・ Estimated congestion rate for each office: ζoi
・ Office hours: Woi
・ Office price: εoi

In this case, the utility value U can be calculated from, for example, the following formula.
U ＝ Σtra ((Ya-Xb + β) × γt _(Ya-Xb) + (Za-Yb + β) × γt _(Za-Yb)・ ・ ・ ＋ Σsta (Msx × Ksx) ＋ Σoff (ζoi × Woi)

After calculating the utility value in this way, for example, in the search condition data D6, the congestion priority is set as the priority at the time of search, and the required time of the travel route and the upper limit of the office price are set. If so, the combinations of offices and travel routes in which the required time of the travel route and the price of the office are less than the upper limit are listed in ascending order of the utility value and presented to the user.

[4 Modification 4: Condition change by facility manager]
The manager of the office, which is the destination of the user, may be able to acquire the information related to the reservation status by the user and update the office data D4 based on the information.

That is, in this case, the control unit 11 of the data analysis server 1 transmits the information related to the reservation status of each office by the user in step S8 (for example, the information related to the number of reserved people for each time zone) at a predetermined timing. It is transmitted from 13 to the facility manager terminal 8 used by the manager of the office via the communication network N.

In the facility manager terminal 8 that has received this, the information received by the control unit 81 is displayed on the display unit 84, and the office manager who has confirmed this displays the information received by the operation unit 85 using the operation unit 85 according to the reservation status. Enter the change of the office usage conditions (for example, usage fee, etc.) related to the office data D4.

When the information related to the change of the office data D4 is input in the facility manager terminal 8, the control unit 81 inputs the information related to the changed office data D4 input from the communication unit 83 via the communication network N. In the facility data server 5 which is transmitted to the facility data server 5 and received by the communication unit 53, the control unit 51 updates the office data D4 stored in the storage unit 52 according to the received information.

As a result, the manager of the office that is the destination of the user updates the office data D4 according to the reservation status by the user, for example, if there are many reservations, the usage fee is raised, if there are few reservations, the usage fee is lowered, etc. , Appropriate usage conditions can be set according to the demand of the user.

[5 Modification 5: Warning of threshold excess]
It also has a function to warn the user when the utility value when the user uses the travel route and the destination exceeds the threshold value after the travel route and the destination are registered in advance by the user. You may.

Specifically, in this case, first, the user uses the operation unit 75 of the user terminal 7 to input information related to the destination he / she wishes to use and the movement route to the destination, and the information is input. Upon input, the control unit 71 transmits the input information from the communication unit 73 to the data analysis server 1 via the communication network N.

In the data analysis server 1 in which the information transmitted from the user terminal 7 is received by the communication unit 13, the control unit 11 associates the received information with the identification information related to the user who input the information and stores the information in the storage unit 12. After being stored, the invalid value related to the combination of the travel route and the destination is calculated using the information acquired in real time at a predetermined frequency, for example, at 10-minute intervals. The method of calculating the utility value itself is the same as that described in step S6. Further, in this case as well, the ineffectiveness value may be calculated in consideration of further factors such as the transfer ineffectiveness value described in the modification 3.

Each time the control unit 11 of the data analysis server 1 calculates a utility value, it determines whether the calculated utility value does not exceed a predetermined threshold value. The threshold value may be uniformly set in advance, or may be set by the user in advance.

When the invalid value exceeds the threshold value, the control unit 11 of the data analysis server 1 transmits a predetermined notification warning about the threshold value exceeding from the communication unit 13 to the user terminal 7 via the communication network N. On the user terminal 7 that has received this, a predetermined warning screen is displayed on the display unit 74.

When the above function is provided, the user registers in advance the combination of the travel route and the destination that he / she normally uses, so that the user is notified when the combination of the travel route and the destination is congested and the utility value exceeds the threshold value. It is possible for the user to consider the use of other travel routes and destinations and avoid congestion.

100 Route search system 1 Data analysis server 11 Control unit (route search means, first invalid value calculation means, second invalid value calculation means, threshold excess determination means)
12 Storage unit 13 Communication unit (first acquisition means, first presentation means, second presentation means, fourth acquisition means, notification means)
2 Vehicle load data server 3 Train operation data server 4 Train schedule data server 5 Facility data server 51 Control unit (destination extraction means)
52 Storage unit 53 Communication unit (second acquisition means, third acquisition means)
6 Vehicle load data acquisition unit 7 User terminal 8 Facility manager terminal N Communication network D4 Office data (facility information)
D6 Search condition data (Search condition information)

Claims (10)

A first acquisition means for acquiring search condition information including at least information relating to a user's purpose and information relating to the user's current location or the departure location desired by the user.
A destination extraction means for extracting a destination that matches the user's purpose,
A route search means for searching a movement route from the user's current location or the departure point desired by the user to the destination extracted by the destination extraction means.
The destination and the route extracted by the destination extraction means using at least the congestion rate of the destination extracted by the destination extraction means and the congestion rate of transportation in the travel route searched by the route search means. For each of the combinations with the movement route searched by the search means, the first non-use value calculation means for calculating the non-use value and the first non-use value calculation means.
The destination extracted by the destination extraction means, the travel route searched by the route search means, and the non-utility value calculated by the first non-use value calculation means are presented to the user in association with each other. First presentation means and
A route search system characterized by being equipped with. The search condition information acquired by the first acquisition means includes information relating to the desired stay time of the user at the destination.
The first utility value calculation means is at least
The destination utility value calculated by using the congestion rate of the destination and the desired stay time of the user at the destination, and
The route utility value calculated by using the congestion rate of transportation in the travel route and the boarding time of the transportation,
The route search system according to claim 1, wherein the invalid value is calculated by adding the above. The first utility value calculation means is
The destination utility value is calculated by multiplying the congestion rate of the destination and the desired stay time of the user at the destination.
The route search system according to claim 2, wherein the route utility value is calculated by multiplying the congestion rate of the transportation system in the travel route and the boarding time of the transportation system. The first utility value calculating means adjusts the weighting by multiplying the destination utility value and / or the route utility value by a coefficient set according to the user's wishes, and then adjusts the weighting. The route search system according to claim 2 or 3, wherein the destination utility value and the adjusted route utility value are added to calculate the invalid value. The first utility value calculation means is
The non-utility value calculated by using the congestion rate of the transfer facility that transfers transportation on the travel route searched by the route search means and the transfer time at the time of transfer at the transfer facility is further added. The route search system according to any one of claims 2 to 4, wherein the value is calculated. The search condition information includes information relating to the upper limit of the charge of the destination, the upper limit of the charge of the travel route, the upper limit of the required time of the travel route, and / or the upper limit of the utility value. From claim 1, the first presenting means is characterized in that, among the combinations of the destination, the movement route, and the utility value, only the combination that matches the information related to the upper limit value is presented to the user. The route search system according to any one of 5. Further provided with a second acquisition means for acquiring facility information, which is information relating to the facility that is a candidate for the destination of the user.
The destination extraction means is characterized in that the information related to the user's purpose included in the search condition information is compared with the facility information to extract a destination that matches the user's purpose. The route search system according to any one of Items 1 to 6. A second presentation means for presenting information on the reservation status of the user related to the facility to the manager of the facility, and
A third acquisition means for acquiring information related to the update of the facility information by the administrator who received the presentation of the information related to the reservation status, and
The route search system according to claim 7, further comprising. A fourth acquisition means for acquiring information related to the destination and travel route that the user wishes to use, and
Using at least the congestion rate of the destination and the travel route from which the fourth acquisition means has acquired information, a utility value can be obtained for the combination of the destination and the travel route from which the fourth acquisition means has acquired information. The second utility value calculation means to be calculated,
A threshold value excess determination means for determining whether the utility value calculated by the second utility value calculation means exceeds a predetermined threshold value, and
When the threshold value exceeding determination means determines that the threshold value has been exceeded, the notification means for notifying the user and the notification means.
The route search system according to any one of claims 1 to 8, further comprising. An acquisition step for acquiring search condition information including at least information relating to the user's purpose and information relating to the user's current location or the departure location desired by the user.
A destination extraction step for extracting a destination that matches the user's purpose,
A route search step for searching a movement route from the user's current location or the departure point desired by the user to the destination extracted in the destination extraction step, and
The destination and the route extracted in the destination extraction step using at least the congestion rate of the destination extracted in the destination extraction step and the congestion rate of transportation in the travel route searched in the route search step. For each of the combinations with the movement route searched in the search step, the utility value calculation step for calculating the utility value and the non-use value calculation step
A presentation step in which the destination extracted in the destination extraction step, the travel route searched in the route search step, and the utility value calculated in the utility value calculation step are associated and presented to the user. When,
A route search method characterized by including.

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