JP5777373B2 - car station load balancing system - Google Patents

car station load balancing system Download PDF

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JP5777373B2
JP5777373B2 JP2011078867A JP2011078867A JP5777373B2 JP 5777373 B2 JP5777373 B2 JP 5777373B2 JP 2011078867 A JP2011078867 A JP 2011078867A JP 2011078867 A JP2011078867 A JP 2011078867A JP 5777373 B2 JP5777373 B2 JP 5777373B2
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car
usage
alternative
share
congestion
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JP2012215921A (en
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一浩 武藤
一浩 武藤
康太 浅井
康太 浅井
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株式会社日本総合研究所
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Description

  The present invention relates to a system for operating and managing a car station for car sharing. In particular, the present invention relates to a system that grasps the demand for car stations and distributes the usage load.
  Demand for private cars is declining in Japan due to prolonged recession and young people leaving the car, but in contrast, car sharing is growing rapidly. Car sharing is a use form of a car that allows a single car to be used in a short time of 15 minutes or 30 minutes by a plurality of members. If you don't use your car frequently, many people are paying attention to "borrowing" rather than "owning" because it saves money and also contributes to CO2 reduction. For this reason, there are many systems for supporting car sharing (for example, Patent Documents 1, 2, 3, etc.).
JP 2002-342878 A JP 2004-178385 A JP 2005-182146 A
  Usually, a car for car sharing is managed unattended in a dedicated parking lot (hereinafter referred to as CS). Members who register for the car sharing service search for the nearest CS from a mobile phone or personal computer, make a reservation for a vacant car, go to the CS, and authenticate themselves with an IC card issued to the member. The car door is unlocked and the car is left as it is using the key in the car. The return is only returned to the CS and locked (it is not necessary to be the same CS as the CS at the time of departure). For this reason, the presence of a large number of CSs that can be used by the user is the key to the spread of car sharing.
  In general, it is said that the CS usage area is limited to a 5-minute walk from the destination, and CSs that many members want to use tend to concentrate near specific facilities such as in front of the station . However, it is very difficult to secure a large number of places where CS can be installed in front of the station in accordance with the demand. Therefore, it is necessary to disperse CSs where use is concentrated and to make maximum use of limited CSs in areas where use is concentrated.
  In view of the above problems, an object of the present invention is to provide a system that sequentially grasps the demand of a car station (CS) and distributes the usage load.
  In order to solve the above problems, the car station load distribution system of the present invention provides the following solution.
A car station load distribution system for distributing a use load of a car station (CS) for car sharing, wherein a CS use status management server is connected to a car sharing member terminal via a network, and the CS use status management The server sequentially records the CS installation information DB containing the location information of multiple CS installation locations and information on the nearest facility, and the entry and exit times of share cars entering and exiting each CS. A CS usage situation DB for storing the situation, a share car reservation accepting section for accepting a reservation for a share car from the member, a CS congestion degree judging section for judging the congestion degree of each CS based on the CS usage situation DB, When the share car reservation reception unit accepts a share car reservation, the degree of congestion of the CS as the destination of the member is higher than a predetermined value. If, based on said CS installation information DB, and extracts the alternate CS as a substitute for the destination of the CS, and a substitute CS presenting unit to present to the member terminal with discounted rates when going to the alternate CS It is characterized by that.
  According to such a configuration, the car station load distribution system of the present invention (hereinafter sometimes referred to as the present system) sequentially records the entry and exit times of share cars entering and leaving the CS, and the CS It has a database (hereinafter referred to as DB) that can grasp the usage status in real time. When this system accepts a reservation for a shared car (vehicle) from a car sharing member, the CS parked by the member at the destination (the number of vehicles that can be parked in the CS is currently parked in the CS. If the congestion degree is higher than a predetermined value (for example, 90%), the CS of the destination is substituted based on the location information where the CS is installed. Present CS to the member. Alternative CSs include neighboring CSs that are a short walk away from the destination but within walking distance, or CSs that can reach the same destination by other means of transportation. By doing so, it is possible to reduce the concentration of use in a specific CS such as in front of a station.
  More preferably, in the system of the present invention, the alternative CS presenting unit compares the required time and the car sharing usage fee when traveling to the destination CS and the alternative CS, and You may comprise so that the discount charge in the case of heading to said alternative CS may be shown according to a difference and the difference of the said usage charge.
  According to such a configuration, when the required time and usage fee increase for the member by using the alternative CS, a discount price of the usage fee is presented according to the increase. The calculation of the required time and usage fee includes the use of public transportation such as railways and buses. By doing so, the motivation for the member to use the alternative CS increases, and as a result, the concentration of CS usage as the initial destination can be further reduced.
  More preferably, in the system according to the present invention, when the share car reservation reception unit accepts a share car reservation, the CS usage status management server is configured such that the congestion degree of the CS as a destination of the member is a predetermined value. If it is higher, the CS as the destination is the same or within a predetermined moving distance, information of a plurality of members is searched, and the inter-CS carpool presenting section for presenting the car sharing up to the CS as the destination is provided. You may comprise.
  According to such a configuration, when it is determined that the CS of which the member is the destination is high, search for other members having the same CS as the destination and encourage each member to share To present. By doing in this way, the number of share cars heading to the same CS can be reduced, and the use concentration of the CS can be further reduced.
  More preferably, in the system according to the present invention, the carpool presenting unit responds to a member who needs to travel between CSs for the carpooling according to an increase in travel time and usage fee for the travel. The discount of the usage fee may be presented.
  According to such a configuration, an increase in travel time and usage fees required for one member to drive a share car and pick up another member on the way to the destination CS in accordance with the sharing conditions presented. Depending on the minutes, the usage fee is discounted for the member. By doing so, the number of members who ride together further increases, and as a result, the concentration of CS at the destination is further reduced.
  More preferably, in the system of the present invention, when the share car reservation receiving unit receives a reservation, the CS usage status management server has a predetermined value in a time zone in which the CS as the destination of the member has a degree of congestion. When it becomes the above, you may comprise so that the CS utilization time dispersion | distribution presentation part which presents the change of the utilization start time of the said CS may be provided.
  According to such a configuration, when a share car reservation is accepted, if it is determined that the CS level of the destination CS is high in a certain time zone, the use start time of that CS is shifted from the crowded time zone. Present start time changes to members. By doing this, when there is a CS with a high degree of congestion depending on the time zone, it is possible to urge other members to avoid the time zone and reduce the concentration of use of the CS.
More preferably, in the system of the present invention, when the share car reservation receiving unit receives a reservation, the CS usage time distribution presenting unit receives input of a plurality of CSs to which the member is a destination , When moving between CSs, if a CS whose congestion level is greater than or equal to a predetermined value is included in the plurality of CSs according to time zones, a route that avoids the CS congestion time zone is presented. Also good.
  According to such a configuration, for a member who plans to go around a plurality of CSs, when a CS having a crowded time zone is included therein, a route that avoids the crowded time zone Present. If the member responds to this, as a result, the concentration of CS usage can be further reduced.
More preferably, in the system of the present invention, the CS usage status management server includes:
Based on the results of the number of vehicles that have moved between the CSs stored in the CS usage DB , the CS inter-CS movement probability is calculated, and the CS installation information DB between CSs with the inter-CS movement probability having a predetermined value or more is calculated. it may be configured with on-demand bus route presenting portion for presenting the service section candidates on-demand bus based on.
  According to such a configuration, the inter-CS movement probability is calculated based on the CS installation information and the CS usage information. The inter-CS movement probability is a numerical value representing the rate at which a share car parked in a certain CS moves to another specific CS. Since it is considered that there are many people coming and going between CSs with a high movement probability, the CSs are promising as on-demand bus service sections. If an on-demand bus runs between the CSs, the concentration of use of the two CSs can be reduced.
  In addition, the car station load distribution system of the present invention can be regarded as the invention of the car station usage status management server as the core of the system as described below, or as a car station load distribution method by a computer. The same effect is produced.
A car station usage status management server for distributing the usage load of a car station (CS) for car sharing, a CS installation information DB including location information of multiple CS installation locations and information on the nearest facility A CS usage status DB that stores the storage time and the storage time of the share car that enters and exits each CS, stores the CS usage status, the share car reservation reception unit that accepts the reservation of the share car from the member, The CS congestion level determination unit that determines the congestion level of each CS based on the CS usage status DB, and the share car reservation reception unit when the share car reservation reception unit receives a share car reservation, the CS is the destination of the CS congestion If degrees is higher than a predetermined value, based on said CS installation information DB, and extracts the alternate CS which alternative to serving as a substitute for the destination of the CS, suited to the alternate CS And alternative CS presentation unit that presents with reduced rates of case, characterized in that it comprises a.
A car station load distribution method for distributing the use load of a car station (CS) for car sharing, wherein a computer includes location information of a plurality of CS installation locations and information of a nearest facility. Receiving a share car reservation from a member, having a DB and a CS use status DB for sequentially recording the entry time and the exit time of a share car entering and leaving each CS and storing the use status of the CS; The step of determining the degree of congestion of each CS based on the CS usage DB, and when accepting a reservation for the share car, if the degree of congestion of the CS as the destination of the member is higher than a predetermined value, based on the CS installation information DB, and extracts the alternate CS which alternative to serving as a substitute for CS of the destination, the with discounted rates when going to the alternate CS And wherein processing the, and presenting to the members.
  ADVANTAGE OF THE INVENTION According to this invention, the system which grasps | ascertains sequentially the demand of a car station and distributes utilization load can be provided. Moreover, it can also be used for the optimal arrangement plan at the time of installing CS.
It is a figure which shows the structure of the car station load distribution system of this invention. It is a figure which shows an example of CS installation information DB22 and CS utilization condition DB23. It is a figure which shows an example of vehicle utilization condition DB24 and member utilization condition DB25. It is a figure which shows the concept of alternative CS presentation which concerns on 1st Example of this invention. It is a figure which shows an example of the alternative CS charge adjustment table 30 which concerns on 1st Example of this invention. It is a figure which shows the flow of alternative CS presentation process which concerns on 1st Example of this invention. It is a figure which shows the concept of the inter-CS carpool presentation which concerns on 2nd Example of this invention. It is a figure which shows an example of the inter-CS car sharing fee adjustment table 31 according to the second embodiment of the present invention. It is a figure which shows an example of the inter-CS carpooling mediation table 32 according to the second embodiment of the present invention. It is a figure which shows the concept of the route change presentation between CS which concerns on 3rd Example of this invention. It is a figure which shows an example of the route change recommendation screen between CS concerning the 3rd Example of this invention. It is a figure which shows the concept of the movement distance between CS and the nearest facilities. It is a figure which shows an example of CS operation rate table 33 and CS charge time zone adjustment table 34 concerning the 3rd example of the present invention. It is a figure which shows the concept of the on-demand bus route presentation which concerns on the 4th Example of this invention. It is a figure which shows an example of the movement probability table 35 between CS concerning the 4th Example of this invention.
  DESCRIPTION OF EMBODIMENTS Hereinafter, embodiments for carrying out the present invention (hereinafter referred to as embodiments) will be described in detail with reference to the accompanying drawings. Note that the same number is assigned to the same element throughout the description of the embodiment.
[System configuration]
First, a system configuration for realizing the present invention will be described. FIG. 1 is a diagram showing a configuration of a car station load distribution system according to the present invention.
  A car station load balancing system (hereinafter simply referred to as the present system) is a CS usage status management server 100 (hereinafter simply referred to as server 100) that is a member terminal such as a mobile phone or a personal computer (PC) via the Internet. 40. The server 100 may be provided in an operation server (not shown) for accepting billing, membership, and withdrawal from a member for realizing a normal car sharing service, or may share a database (DB). It may be constructed as a separate server. The server 100 is also connected to an external database, and can acquire necessary data from the public transport fee DB 20 and the map DB 21 as needed.
  The server 100 includes, as main processing units, a share car reservation reception unit 10, a CS congestion degree determination unit 11, an alternative CS presentation unit 12, an inter-CS carpool presentation unit 13, a CS usage time distribution presentation unit 14, an on-demand bus route The presentation unit 15 is configured. Each processing unit has various tables based on information on CS, vehicle (share car), and member stored in each database of CS installation information DB22, CS usage status DB23, vehicle usage status DB24, and member usage status DB25. Each process is performed by generating, referencing, and updating. These tables include an alternative CS fee adjustment table 30, an inter-CS carpool fee adjustment table 31, an inter-CS carpool intermediary table 32, a CS operating rate table 33, a CS fee time zone adjustment table 34, and an inter-CS movement probability table 35. Yes, details will be described later.
  The share car reservation receiving unit 10 performs a function of receiving a share car reservation from the member terminal 40. The member searches the nearest CS from a dedicated Web site, etc., inputs reservation information (member ID, use start time, scheduled use time), and reserves a vacant car in the CS. In this system, in addition to this reservation information, the destination or the nearest CS of the destination is also input. If there is no destination, enter the CS where the reserved car is parked. In addition, a plurality of destinations may be input, and a planned route around the destination may be input. However, the scheduled use time and the destination input at the time of reservation can be changed even after the vehicle is started. The reserved share car schedule is recorded in the vehicle use situation DB 24 together with the member ID.
  The CS congestion degree determination unit 11 performs the function of obtaining the CS congestion degree using the CS usage situation DB 23. Here, the “congestion degree” represents the ratio of the number of vehicles that are actually parked to the number of vehicles that can be parked in a certain CS. In particular, when a reservation is made in the share car reservation reception unit 10, the degree of congestion of the destination CS is always checked, and a CS that is not less than a predetermined degree of congestion (for example, 90% or more) is determined. The degree of congestion determined here is basic data for subsequent processing. Of course, the degree of congestion of all CSs can be determined at any time upon request.
  The alternative CS presenting unit 12 determines that a neighboring alternative is used when the CS congestion degree determination unit 11 determines that the use is concentrated on a specific CS (when the congestion degree is determined to be a predetermined value or more). The CS is extracted and the discount fee is presented by the member terminal 40 or other appropriate means. Neighboring CSs are not necessarily within walking distance. CS, which is concentrated in use, is typically a parking lot that is conveniently located near the station and is considered to be used by many railway users, including commuters and students. In such a case, the alternative CS presenting unit 10 is a nearby CS that can reach the same destination (station, etc.), and a CS that is not relatively high in utilization (for example, the CS of a neighboring station or a station slightly away from the station). CS) in the shopping mall or the like is extracted using the CS location information, neighboring CS information, and, if necessary, the map DB 21 and presented to the members.
  When the member uses the presented alternative CS, the member guides the member to easily use the alternative CS by, for example, presenting a discount price for an increase in the usage fee for going to the alternative CS. At this time, the alternative CS fee adjustment table 30 is used to compare the required time and fee when the target CS is used and when the alternative CS is used, and a discount fee is set in consideration of the difference therebetween. For example, necessary data is acquired from the public transportation fee DB 20 in preparation for an extra railway charge or the like when an alternative CS near the adjacent station is used. When the member uses the alternative CS by presenting the alternative CS, it is possible to reduce the concentration of the use of the CS in a specific CS by distributing the CS to be used. A specific example will be described in detail later as a first embodiment.
  The inter-CS carpool presentation unit 13 functions to alleviate the concentration of shared cars at a specific CS by mediating members who are heading to the same CS during the same time period and encouraging the sharing of shared cars. When a reservation is received for a CS for which use is determined to be concentrated by the CS congestion degree determination unit 11, car sharing is particularly recommended and presented. At this time, the inter-CS carpooling mediation table 32 is also used to have a function of matching the conditions of the carpooler. If the carpool conditions match, both members will be notified. A discount fee is set on the condition that the driver side and the passenger side have agreed to the notification. For example, a member heading to a CS near the station from a CS near his / her home can receive a discount on the usage fee according to the extra time spent by bringing a member heading to the station in the same time zone. . Of course, it is more economical because the usage fee is shared among the members who share the service.
  In this intermediary of sharing, unlike the sharing of a taxi or the like, the members can share each other. Therefore, the member can set desired conditions for sharing based on various data obtained from the member registration data. Furthermore, it is easy to set up a regular carpool instead of just one time. For example, according to the daily commuting time, it is always desired to ride between 7:00 and 7:30 on weekdays until the station CS.
  As a general rule, the location where the passenger is picked up is the nearest CS of the driver or the rider. By doing so, the driver or the carpooler only needs to specify the ID of the CS of the starting point and the destination point, and the member can search for the pick-up location and save extra time.
  However, it is also possible to present a membership card IC card to a share car that happens to pass without making a reservation for carpooling and use it like a short-range hitchhiking. Since the rider is also a member of the same car sharing, his identity is clear and safe. In this case, a desired condition such as a destination may be input in advance to the IC card, and the desired condition may be automatically displayed in the vehicle by touching the IC card reader unit of the share car ( Digital hitchhiking). Of course, the driver can also refuse carpooling without opening the car window by performing a predetermined operation on the vehicle-mounted device of the share car.
  In addition, the charge discount in the case of carpooling is set in consideration of the time required for picking up and the case of going straight to the station using the inter-CS carpooling charge adjustment table 31. A specific example will be described in detail later as a second embodiment.
  The CS usage time distribution and presentation unit 14 extracts the time zone in which the CS is determined to be concentrated by the CS congestion degree determination unit 11 and uses the CS by shifting the time zone. It serves the function of presenting cases. That is, a time zone in which a certain CS is full or full is extracted from the CS usage status DB 23 and presented to members who normally use the CS. Then, if possible, encourage members to avoid use during that time. Members who respond to this presentation will be given discounts and point benefits.
  By doing so, as a result, it is useful to distribute the usage concentration of the CS. In addition, when it is judged that a member often goes around a plurality of CSs in a certain order, such as when going around a plurality of commercial facilities or sightseeing spots, the order of going around between CSs is changed. Thus, a change route may be presented. In any case, the CS charge time zone adjustment table 34 is used to provide a discount or a privilege for the presented time difference use, and the member is encouraged to cooperate for the time difference use of a specific CS. A specific example will be described in detail later as a third embodiment.
  The on-demand bus route presentation unit 15 refers to the CS usage situation DB 23, and when it can be determined that there is a lot of movement of members from one specific CS to another specific CS, an on-demand bus is sent to the section. It fulfills the function of giving information for determining whether to operate. For this purpose, the probability of moving from one CS to another CS is created and recorded as the inter-CS movement probability table 35 from the CS usage DB 23. For example, if there are four CSs, there are 33 routes from one CS to one or more other CSs to return to the original CS, but the probability that a member will use a specific route is another route. If the route is high, the route is a candidate for an on-demand bus route operation section. The on-demand bus here refers to a bus that can determine the operation route on an occasional basis according to the demand of the user without operating a fixed bus route. If an on-demand bus can be operated, the load on the CS corresponding to the route will be reduced as a result. A specific example will be described in detail later as a fourth embodiment.
The configuration of the system described above is merely an example, and one functional unit (processing unit + table) may be further divided, or a plurality of functional units may be configured as one functional unit. Each functional unit has a CPU (Central Processing Unit) built in the server device and a ROM (Read Only
A computer program stored in a storage device such as a memory or a hard disk is read, and the computer program executed by the CPU needs a table or the like from a storage area on a DB (Data Base) or memory stored in the storage device It is realized by reading and writing various data and controlling related hardware (for example, input / output device, display device, communication interface device) in some cases. In addition, each DB in the embodiment of the present invention may be a commercial database, but it also means a simple table or a collection of files, and the internal structure of the database itself does not matter.
[Database]
The data stored in each DB will be described with reference to FIGS. FIG. 2 is a diagram illustrating an example of the CS installation information DB 22 and the CS usage status DB 23. FIG. 3 is a diagram illustrating an example of the vehicle usage status DB 24 and the member usage status DB 25.
  As shown in the upper part of FIG. 2, the CS installation information DB 22 stores the number of cars that can be parked in the site (number of parking sections), the location information of the installation location, the nearest facility, and information on neighboring CSs for each CS. It is a stored DB. The position information of the CS installation location may be latitude and longitude (altitude in some cases), or a block number on a map, as shown in the example of the figure. It is even better to include an address. The CS is provided by contracting a part of a parking lot of a station or a large facility in addition to borrowing and using a general hourly parking lot or a monthly parking lot. “Nearest facility” is the name of one or more facilities in the neighborhood where users using the CS are likely to visit on foot (for example, station names, shopping street names, shopping center names, public organization facility names, tourist facilities) Name) is stored. Of course, one facility can be registered at the nearest facility of multiple CSs. The “neighboring CS” stores IDs (identifiers) of CSs within a predetermined walking distance from the CS (for example, within 5 minutes) or within a short moving distance using public transportation means. Although not shown in the figure, for a CS whose nearest facility is a station or bus stop, the neighboring CS may include a CS nearest to the station (bus stop) next to the station (bus stop). These pieces of information are registered when the CS is newly established, and are updated whenever there is a change thereafter.
  The CS usage status DB 23 in the lower part of FIG. 2 includes, for each CS, the CS operation information 23a in which the number of daily usage (number of warehousing and delivery) and the average parking time are recorded, the ID of the shared car vehicle that has entered or exited, the vehicle The date and time when the customer entered or exited, the CS ID (CS from) used immediately before this CS, or the CS ID (CS to) of the destination that departed from this CS, and the ID of the member used It is DB including the vehicle entry / exit information 23b recorded in the. Although not shown, it is assumed that the CS operation information 23a includes information not only on a daily basis but also on a time zone basis. “CS from” or “CS to” is obtained by tracking the vehicle ID and time when the vehicle is issued or received from the CS with a plurality of CSs. By referring to the CS usage status DB 23, the daily usage status and the operation rate (congestion degree) of the CS are obtained. In addition, data for each vehicle and each member can be aggregated based on the information in this DB.
  The vehicle usage situation DB 24 in the upper part of FIG. 3 uses vehicle registration information 24a including vehicle-specific data such as a vehicle ID, a vehicle type, a number, a vehicle body number, a capacity, a body color, and a travel distance for each vehicle. DB that stores vehicle usage information 24b including user ID, user start time, CS ID at the start of use, use end time, and CS ID at the end of use for each day. It is.
  The member usage status DB 25 in the lower part of FIG. 3 includes member-specific registration information 25a such as a member ID, name, address, telephone number, e-mail address, membership fee payment method, vehicle ID used, use start time, and use start time ( This is a DB that stores a CS ID, a use end time that is the time when the vehicle is returned, and member usage information 25b that includes each data of the returned CS ID. Although not shown, the registration information 25a preferably includes other profiles such as gender, date of birth, hobbies, and the presence or absence of smoking. These profile information are used in the above-mentioned carpooling mediation.
  As described above, each DB data described above is recorded not only by the CS utilization status management server 100 but also by a car station operation server (not shown) and a storage device of each vehicle during daily processing. Created, updated, referenced. In particular, the CS usage status management server 100 refers to these DBs to create, refer to, and update various tables described later necessary for processing.
  FIG. 4 is a diagram showing the concept of alternative CS presentation according to the first embodiment of the present invention. This figure schematically represents a large facility such as a railway line, adjacent stations A and B, a plurality of CSs such as residential areas, and nearby hospitals. It is assumed that station A has CS50 where use is concentrated because the express stops, station B has CS51 that is relatively busy because the express does not stop, and hospital has a crowded CS52. In addition, it is assumed that there are many vehicles heading from CS 53a to 53d to CS 50 on a daily basis and CS 50 is congested, and many vehicles heading from CS 54a to 54c to CS 52 are many and CS 52 is congested.
  The alternative CS presentation is to direct the vehicle heading to the CS 50 or CS 52 toward the CS 51 that is relatively scrubbing and present it to the member in such a direction as to reduce the number of vehicles parked at the CS 50 or CS 52 as much as possible.
  For example, a member who starts from CS 53d and uses CS 50 as the target CS indicates that there is a high possibility that CS 50 is congested when reserving a vehicle, and recommends that CS 51 be used as an alternative CS. At the time of reservation, a member who responds to the alternative presentation by performing a predetermined operation from the member terminal or the like departs from CS 53 d and heads for CS 51, and then takes a train at station B to the target station. In this case, an increase in travel time due to the change from CS50 to CS51, an increase in car sharing usage fee (assuming that it is proportional to the travel time), and an additional rail fee from station B to station A will occur. Discounted charges and benefits are provided to members who respond to alternative presentations so as not to be detrimental.
  In addition, the member who heads from CS 54a to the hospital CS 52 may similarly be presented with the CS 51 and urged to get on a hospital bus from there. Similarly, discounts and benefits for car sharing are provided to members according to this presentation so as not to be disadvantageous as travel time increases and bus fees are added. In this case, the bus fee may be free, and the amount may be paid to the bus company later as a cooperation fee from the car sharing company. In this way, the bus company is expected to increase the number of fixed customers, and the car sharing company also has a merit in terms of cost rather than installing a new CS to prevent customers from leaving.
  FIG. 5 is a diagram showing an example of an alternative CS fee adjustment table according to the first embodiment of the present invention. In the image diagram shown in the upper row, it is assumed that the customer heads from the CS55 near the home to the station, drops off the car at the station CS, and goes to the city center by rail. Stations A, B, and C have the nearest CS56, CS57, and CS58. In this case, CS57 is the closest to CS55, and the most convenient time is to go to station A and take a train. Let it be short.
  The alternative CS fee adjustment table 30 in the lower part of FIG. 5 shows the total required time and the total fee when using stations A, B, and C from CS 55. In addition, the difference between the station A and the station C with respect to the station A is shown. This data is obtained from the public transportation fee DB 20 and the CS installation information DB 22.
  When the alternative CS presenting unit 12 determines that the CS 57 exceeds a predetermined degree of congestion, the alternative CS presenting unit 12 presents the alternative CS to a member who is considered to use the CS 57. It is desirable that the presentation timing is presented when the member designates the destination CS when making a reservation on the dedicated site, and when the member accesses the dedicated site and searches for the CS congestion status. Moreover, you may show beforehand by e-mail etc. to the member who has high possibility of using the vicinity of CS57 everyday from a member's address.
  As can be seen from the example of this alternative CS charge adjustment table 30, the use of the station A CS is most advantageous in terms of both the required time and the charge, but there is a relatively large margin in the CS congestion of the stations B and C. In this case, a discount fee when using the station B and station C CSs is presented to the member who intends to use the station A CS. For example, when station B is used, the required time is +8 minutes compared to when station A is used, and the railway fee is added to the fare. However, if a discount of 15 yen is made for a one minute delay in the required time, when station B is used, the total charge is 580 yen, which is cheaper than when station A is used. The same applies when station C is used. By presenting such an alternative CS discount fee, the customer is motivated to use the CSs of the stations B and C, and as a result, the degree of congestion of the CS 57 can be distributed.
  FIG. 6 is a diagram showing a flow of alternative CS presentation processing according to the first example of the present invention. This flowchart simply represents the alternative CS presentation process described above.
  In step S10, the alternative CS presentation unit 12 determines whether the target CS congestion level is equal to or greater than a predetermined threshold value 1. This “predetermined threshold 1” is set in advance such that the degree of congestion is 90% or more, for example. Next, in step S11, it is determined whether or not there is a nearby CS at the same destination (station or the like) that can be reached even on a detour. Here, the location information of the CS installation information DB 22, the nearest facility, and information on neighboring CSs are referred to. If there is such a CS, if it is determined in step S12 that the congestion level of that CS is “predetermined threshold 2” (for example, 50%) or less, that CS is used as an alternative CS for the target CS. Select (step S13).
  Next, in step S14, the total time required for the route from the CS in the vicinity of the house (this is assumed to be CS0) to the destination (the nearest station of work, etc.) via the destination CS and the total amount of charges are calculated. The total price includes railway charges. Further, in step S15, the total time required for the route from CS0 to alternate CS to the destination and the total amount of charges is calculated. In step S16, in the case of using an alternative CS, a discount fee is calculated by multiplying a predetermined discount rate. Data comparing the fee and time required in this way is presented to the member. The member who is presented with this is considered to be the target of the discount price by sending a message indicating that he / she has responded to the presentation by performing a predetermined operation from the member terminal 40.
  FIG. 7 is a diagram showing the concept of inter-CS carpool presentation according to the second embodiment of the present invention. The CS installation environment is the same as in FIG. As shown in the figure, here, a case is considered in which many vehicles are headed to the CS 50 closest to the highly congested station A from surrounding CSs (53a to 53e, collectively referred to as 53).
  When it is determined that the CS 50 is congested when the member tries to make a reservation from the dedicated site in order to go to the CS 50, the inter-CS carpool presentation unit 13 of the present system, Present the carpool and mediate it. The inter-CS carpool presenting section 13 searches the inter-CS carpool mediation table 32, and if the driver and the passenger's registered carpooling condition match, presents the carpooling to both, and if both agree, the carpooling Is established. In this case, in principle, members will share between CSs. In the example of FIG. 7, a vehicle that departs from CS 53 a picks up a member who departs from CS 53 b and heads for CS 50 in the same time zone, and then proceeds to CS 50. The same applies to vehicles that are about to leave CS53c and CS53d.
  Similarly, car sharing is also recommended for vehicles from CS 54a, CS 54b, and 54c that are heading to CS 52 of a hospital with high degree of congestion and vehicles that are heading from CS 50 to CS 52 of the hospital. In addition, when going from CS50 to CS56a and CS56b which are not particularly crowded, carpooling is not recommended. This is because the vehicles parked in the CS 50 are issued separately, and it is more useful for alleviating the congestion of the CS 50 if more cars are left. Of course, it is possible to always mediate carpooling regardless of the degree of congestion of the target CS. In this case, the purpose is not to alleviate the congestion of CS, but it contributes to the cost reduction and CO2 reduction of members. However, in this case, the discount price for carpooling explained in the next figure is not applied.
  FIG. 8 is a diagram illustrating an example of the car rental fee adjustment table 31 according to the second embodiment of the present invention. In this example, the car sharing fee adjustment table 31 shows the time required and the fee when the vehicle leaving CS0 heads for the nearest station and when it picks up for CS1 or CS2 or both CS1 and CS2, respectively. keeping. For example, if you detour from CS0 to CS1 and go to the station, it takes 5 minutes from CS0 to CS1 and 13 minutes from CS1 to the station, which is a total of 18 minutes, compared to the case where you go directly from CS0 to the nearest station. Loss of 8 minutes. Also, since the fare is generally proportional to the boarding time, if it is 10 yen per minute, it will cost 80 yen extra. This differential fee may be paid by the picked-up side. However, when caring for a crowded CS, a discount is applied and the burden is reduced. For example, if the discount rate is set to 5 yen per minute, 8 minutes × 5 yen = 40 yen is discounted. This discount may be returned to the picked-up side as shown in the figure, or may be distributed by both.
  In the same way, when picking up at both CS1 and CS2, if the required time is +10 minutes, the normal charge will be +100 yen and the discount is -50 yen. Since the burden is large, the driver may be given a + α discount.
  FIG. 9 is a diagram showing an example of the inter-CS carpool management table 32 according to the second embodiment of the present invention. As described above, this figure shows a table for managing the carpooling desired conditions separately for the driver side and the passenger side. The inter-CS carpool presentation unit 13 searches the table, and presents a case where the desired condition is met or a case close to the desired condition to each member as a matching candidate. If the member's profile (age, gender, smoking status, etc.) is stored in the member registration information, the member does not need to input his / her profile at the time of mediation request. The result of the matching is notified to both members as shown in the lower screen of FIG.
  FIG. 10 is a diagram showing the concept of route change presentation between CSs according to the third embodiment of the present invention. In this embodiment, a case is considered where a plurality of CSs crowded in a specific time zone are visited.
  Car sharing is convenient when you go around multiple shopping facilities, shop a lot, and carry large luggage. If CS is installed in a large shopping facility, the vehicle can be abandoned at the facility, and if you change to another vehicle after shopping, you will not be charged for use during shopping. FIG. 10 shows an example of such usage of car sharing. The solid line indicates the desired route and the dotted line indicates the alternative route.
  As shown in the figure, for example, CS1 is set up in a department store in the city, CS2 is set up in a suburban home center, CS3 is set up in a frequently used supermarket, and CS4 is set up in a restaurant town where food is often used. Suppose you return to CS near your home. In such a case, just by the member entering the CS ID of the target facility, the system checks the CS crowded time zone of each facility and presents the crowded time to the member for each facility. can do. For example, department store CS1 has a busy time zone of 10-14, home center CS2 has a busy time zone of 13-17, supermarket CS3 has a busy hour of 15-19, and restaurant town CS4 has a busy hour. When the member reserves the vehicle, the busy time zone of the CS is presented as from 18:00 to 22:00. In addition, when the order in which each facility is desired to be visited (scheduled route) is input, if the route includes facilities in a time zone where the route is congested, an alternative route in which the time zone in which the facility is used is shifted can be presented.
  FIG. 11 is a diagram illustrating an example of a route change recommendation screen between CSs according to the third embodiment of the present invention. In this example, when a member inputs approximate arrival times and departure times to the four facilities shown in the previous figure, the present system displays the degree of congestion of the CS during that time period. Then, an alternative route as shown in the figure can be presented so as to avoid the crowded time as much as possible. The movement distance (required time by car) between the CSs and the congestion status can be acquired by referring to the CS installation information DB 22 and the CS usage status DB 23. By doing so, when there is a time zone in which a specific CS is congested, it is presented to the member so as to shift the time, which is useful for reducing the degree of congestion of the CS where use is concentrated. Note that the moving distance is not necessarily proportional to the linear distance. In places where there are no roads that can be moved on foot or by car, even if the straight line distance is short, the movement distance becomes long. Further, the movement distance between CSs or between the CS and the nearest facility exists separately when moving on foot and when moving by car.
  FIG. 12 is a diagram illustrating the concept of the movement distance between the CS and the nearest facility. In each CS, the nearest facility is registered in the DB. In this example, CS1 is a station, CS2 is a restaurant street, CS3 is a large supermarket, and CS4 is a home center. Of course, there may be multiple nearby facilities. In addition, there is not one nearest CS for a facility. A CS in a predetermined walking area (for example, within 5 minutes) is the nearest CS of the facility. An expression such as “CS of station” represents a representative nearest CS (CS having the shortest moving distance on foot). As shown in the figure, when a predetermined walking area is represented by a circle having a radius r, all CSs in the circle are the nearest CSs. In this example, the nearest CS of the station is CS1 and CS2, the nearest CS of the restaurant street is CS2 and CS3, the nearest CS of the large supermarket is CS3 and CS4, and the nearest CS of the home center is only CS4.
  FIG. 13 is a diagram illustrating an example of the CS operation rate table 33 and the CS fee time zone adjustment table 34 according to the third embodiment of the present invention. The CS operation rate table 33 in the upper part of FIG. 13 shows the CS, the nearest facility, and the operation rate (degree of congestion) in the relationship shown in the previous figure for each time zone. Further, the “complementary CS” in this table represents a CS that is within a predetermined walking distance as an alternative when a certain CS is full. For example, the complementary CS of the station CS1 is CS2, and the complementary CSs of CS2 are CS1 and CS3.
  The CS fee time zone adjustment table 34 in the lower part of FIG. 13 shows a fee table 34a per unit time up to that point when a car is abandoned in each CS, and a fee table 34b when leaving the CS. Yes. The reason for setting a difference between the charge when the car is thrown out and the charge when the car is leaving is that the charge to the CS that is congested is high, and conversely, the charge is cheap when the car is issued from the congested CS. In addition, it is cheaper to enter a crowded CS into an alternative CS during that time. That is, the user is required to load the crowded CS into the congested CS. Conversely, when the congested CS can be issued early, the burden is lightened. In this way, the degree of CS congestion can be dispersed.
  The shaded portion of the CS operation rate table 33 indicates a time zone in which the operation rate is 90% or more. Further, the shaded portion of the CS fee time zone adjustment table 34 indicates a time zone in which a discount or an extra fee is applied instead of the standard fee (100 yen per unit time here). In this way, the charge is changed according to the time zone in order to disperse the CS congestion degree. If you drop out to a busy CS during that time, a drop-off charge (extra charge) will be applied. Conversely, if you want to leave the busy CS before that time or during the busy hour, you will be charged a discount fee. ) Applies.
  For example, CS1 has an operation rate of 100% at 8:00 to 10:00 and 10:00 to 12:00, that is, it is full, so if you drop off in line at this time, a 10% surcharge will be incurred . Conversely, a 10% discount is applied when leaving at this time. This discount setting is a 1 yen discount for every 1% increase from 90% if you drop out to a CS in a time zone where the occupancy rate is 90% or more, and a 1 yen discount per + 1% when you leave. Also, if you drop into a CS with an operating rate of 50% or less, which is complementary to the CS in the time zone when the operating rate is 90% or higher, you get a 1 yen discount per + 1%. Of course, it goes without saying that such pricing can be flexibly changed according to the environment.
  On-demand buses and car sharing are said to be in a competitive relationship. Car-sharing is excellent for traveling to multiple destinations over short distances and traveling with large luggage. On-demand buses move to places where there is no parking space, and drinkers and elderly people・ Excellent in moving children. On the other hand, car sharing has a weak point that the use area must be within walking distance of about 5 minutes, and an on-demand bus cannot move outside the operation area. Here, there is a complementary relationship between the use of CS usage data to create an on-demand bus operation plan and the operation of an on-demand bus to distribute the CS load. Will be described.
  FIG. 14 is a diagram showing an example of on-demand bus route presentation according to the fourth exemplary embodiment of the present invention. This figure shows CS1 near station A, CS2 near the temple as a tourist facility, CS3 at the museum, and CS4 at the landmark tower. As already mentioned, the system records each vehicle's usage status and its users in detail in this system, so the accumulated data can be used to operate on-demand bus operating areas and operating routes. Useful for planning. For example, as shown in the figure, if it can be determined from the CS usage DB that there are many car-sharing vehicles moving from CS1 where the use is concentrated in front of the station to CS2, CS3, CS4, the route is called on-demand Candidate for bus service section. For this purpose, the inter-CS movement probability table described in the next figure is used.
  FIG. 15 is a diagram showing the concept of the inter-CS movement probability table 35 according to the fourth embodiment of the present invention. The inter-CS movement probability table 35 records the probability of moving between CSs for all CSs in a certain area. Car sharing vehicles always use the characteristic of moving between CSs. In other words, the flow of people can be known to some extent by analyzing the movement of vehicles between CSs.
  In the upper part of the inter-CS movement probability table 35, the ratio of CSs that have arrived next from vehicles departed from a certain CS is shown. For example, the number of vehicles that have moved from CS1 to CS2 is 25 out of the total number of vehicles that have departed from CS1. The lower part of the table shows the percentage in%. By statistically processing this numerical value, it is possible to obtain the movement probability between CSs, but here, in order to simplify the explanation, the number in the above table is simply indicated by% and is used as the movement probability. For example, the probability of moving from CS1 to CS2 is 25%, and the probability of moving from CS1 to CS3 is 5%.
Here, if the probability of moving from CSi to CSj is expressed as P ij , the probability P 12341 of moving from CS1 to CS2, CS3, CS4 and finally returning to CS1 is P 12 * P 23 * P 34 * P 41. It becomes. There are 33 routes from CS1 to return to CS1 through one or more other CSs, as shown in the right figure of FIG. 15. The movement probability is calculated for all these routes. Among them, for example, there are six routes that go through all four CSs, and the movement probability is calculated at the lower left. In this example, P 12341 is 0.0330, which is overwhelmingly larger than other routes. In this way, candidates for on-demand bus operation routes can be found by obtaining and comparing the movement probabilities for various combinations of CS routes. The on-demand bus route presentation unit 15 of this system calculates the movement probabilities of such various CSs, and presents those having a high movement probability. In particular, if data on a crowded CS is used preferentially and an on-demand bus that includes the CS in the operation route is run, demand for the bus is expected, and the on-demand bus is actually If it is operated on the route, it will help to reduce the load on CS with high usage load.
  The embodiment of the present invention aims to reduce the concentration of demand on a specific CS by sequentially recording the usage status of the car station (CS). However, as can be seen from the example of Example 4, the usefulness of the present system is not limited to that. In particular, car stations may become a key spot for people to move in the future society. By collecting CS data, we can grasp the flow of people and things and use them in various situations. It becomes possible.
  As mentioned above, although this invention was demonstrated using embodiment (Example), it cannot be overemphasized that the technical scope of this invention is not limited to the range as described in the said embodiment. It will be apparent to those skilled in the art that various modifications or improvements can be added to the above-described embodiments. Further, it is apparent from the scope of the claims that the embodiments added with such changes or improvements can be included in the technical scope of the present invention.
10 Share Car Reservation Reception Unit 11 CS Congestion Determining Unit 12 Alternative CS Presenting Unit 13 Inter-CS Carpool Presenting Unit 14 CS Usage Time Distribution Presenting Unit 15 On-Demand Bus Route Presenting Unit 20 Public Transportation Fee DB
21 Map DB
22 CS installation information DB
23 CS usage DB
23a CS operation information 23b Vehicle entry / exit information 24 Vehicle use situation DB
24a Vehicle registration information 24b Vehicle usage information 24b
25 Member Usage DB
25a Member-specific registration information 25b Member usage information 30 Alternative CS charge adjustment table 31 Inter-CS carpool charge adjustment table 32 Inter-CS carpool intermediary table 33 CS operation rate table 34 CS charge time zone adjustment table 35 Inter-CS movement probability table 40 Member terminal 50, 51, 52, 53, 54, 55, 56, 57, 58 CS
100 CS usage management server

Claims (9)

  1. A car station load distribution system for distributing the use load of a car station (CS) for car sharing,
    The CS usage management server is connected to a car sharing member's terminal via a network,
    The CS usage status management server
    CS installation information DB including location information of multiple CS installation locations and information on the nearest facility,
    CS usage status DB that sequentially records the entry and exit times of share cars entering and leaving each CS, and stores the usage status of the CS,
    A share car reservation reception part for receiving a share car reservation from the member;
    A CS congestion degree determination unit for determining the degree of congestion of each CS based on the CS usage situation DB;
    When the share car reservation reception unit accepts a reservation for a share car, if the degree of congestion of the CS that is a destination of the member is higher than a predetermined value, the CS of the destination CS is based on the CS installation information DB. An alternative CS presenting unit that extracts an alternative CS that is to be substituted and presents it to the terminal of the member together with a discount fee when going to the alternative CS;
    A car station load balancing system comprising:
  2.   The alternative CS presenting unit compares the required time and the car sharing usage fee when heading to the destination CS and the alternative CS, and according to the difference of the required time and the difference of the usage fee. The car station load distribution system according to claim 1, wherein a discounted charge for traveling to the alternative CS is presented.
  3. The CS usage status management server
    When the share car reservation accepting unit accepts a share car reservation, if the congestion level of the CS as the destination of the member is higher than a predetermined value, the CS as the destination is the same or a predetermined travel distance A CS interpool presentation section that searches for information of a plurality of members within and presents the carpool up to the CS as the destination;
    The car station load distribution system according to claim 1.
  4.   The carpool presenting unit presents a discount on the usage fee to a member who needs to move between CSs for the carpooling according to an increase in travel time and usage fee for the movement, The car station load distribution system according to claim 3.
  5. The CS usage status management server
    When the share car reservation reception unit accepts a reservation, if the degree of congestion of the CS to which the member is a destination is a predetermined value or more in a certain time zone, a CS use that presents a change in the use start time of the CS The car station load distribution system according to claim 1, further comprising a time distribution presentation unit.
  6. The CS usage time distribution presentation unit
    When the share car reservation accepting unit accepts a reservation, the member accepts input of a plurality of CSs as destinations, and when moving between the plurality of CSs, the congestion is caused by a time zone in the plurality of CSs. 6. The car station load distribution system according to claim 5, wherein when a CS whose degree is equal to or greater than a predetermined value is included, a route for avoiding a congestion time zone of the CS is presented.
  7. The CS usage status management server
    Based on the results of the number of vehicles that have moved between the CSs stored in the CS usage DB , the CS inter-CS movement probability is calculated, and the CS installation information DB between CSs with the inter-CS movement probability having a predetermined value or more is calculated. The car station load distribution system according to claim 1, further comprising an on-demand bus route presentation unit that presents as an on-demand bus operation section candidate based on the bus.
  8. A car station usage status management server for distributing the usage load of a car station (CS) for car sharing,
    CS installation information DB including location information of multiple CS installation locations and information on the nearest facility,
    CS usage status DB that sequentially records the entry and exit times of share cars entering and leaving each CS, and stores the usage status of the CS,
    Share car reservation reception department that accepts share car reservations from members,
    A CS congestion degree determination unit for determining the degree of congestion of each CS based on the CS usage situation DB;
    When the share car reservation reception unit accepts a reservation for a share car, if the degree of congestion of the CS that is a destination of the member is higher than a predetermined value, the CS of the destination CS is based on the CS installation information DB. An alternative CS presenting unit that extracts an alternative CS to be an alternative and presents it together with a discount fee when going to the alternative CS;
    A car station usage status management server comprising:
  9. A car station load balancing method for balancing the use load of a car station (CS) for car sharing,
    Computer
    CS installation information DB including location information of multiple CS installation locations and information on the nearest facility,
    It has a CS usage status DB that records the incoming and outgoing times of share cars that enter and exit each CS, and stores the usage status of the CS.
    Receiving a share car reservation from a member;
    Determining the degree of congestion of each CS based on the CS usage DB;
    When accepting reservations of the share car, when the congestion degree of CS to the members to the destination is higher than the predetermined value, based on the CS installation information DB, an alternative to an alternative of the CS of the destination Extracting an alternative CS and presenting it to the member together with a discount fee when going to the alternative CS ;
    A load distribution method for a car station, characterized by:
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