JP5931188B2 - Traffic route sharing rate control system and traffic route sharing rate control method - Google Patents

Description

  The present invention grasps the route sharing rate of a plurality of means of transportation from data representing the state of use of means of transportation, provides route guidance information to the user in consideration of the route assignment situation and individual user preference, and uses The present invention relates to an analysis method and apparatus for guiding a route sharing ratio in the entire transportation society to an optimal balance by changing the route of a person.

  In conventional car-centric societies, many people have traveled by car giving priority to individual comfort, causing problems such as traffic jams and resulting loss of travel comfort. It was. However, if extreme inflow regulations are implemented with emphasis on the efficiency of the entire transportation society, it is expected that the traffic itself will be inconvenient before the comfort of travel. In other words, it is considered that there is a trade-off relationship between the selection of transportation means based on the values of each traffic user and the appropriate traffic conditions for the society as a whole. In order to eliminate this trade-off and optimize the entire transportation society, not only the optimization of individual transportation means such as railways and automobiles, but also the coordination of these multiple transportation means and the comfort of individual users It is necessary to consider it in combination such as

  By the way, in recent years, the spread of mobile terminals and distribution devices that can receive and distribute information related to traffic in real time has spread rapidly. Users can search for traffic routes when moving, or change the route according to the operation status while moving. Things like that have become possible. However, currently popular route guidance systems generally recommend routes based only on individual user preferences, such as time priority and fare priority. We do not consider it. Therefore, in some cases, problems such as the concentration of users on a certain means of transportation or route also occurred, and there were cases where the entire transportation society was confused at the time of troubles where the operation was disturbed.

  On the other hand, Patent Document 1 defines elements that are prioritized for each user's movement purpose, such that a commuter often takes action depending on arrival time and a returnee often depends on the departure time. A system for creating input data for road traffic simulation in consideration of the number of experiences is disclosed.

Japanese Patent Application No. 2005-356254

  By the way, although the technique of the said patent document 1 produces the input data of a road traffic simulation in consideration of the frequency | count of a user's movement experience, the preference regarding the time of each user's movement is not considered.

  The present invention has been made in view of such points, and its purpose is to grasp the route sharing rate of a plurality of means of transportation from traffic system use data such as traffic IC card data and GPS logs, and to determine the route sharing status and individual Provide route guidance information to the user in consideration of the user's preference, avoid the extreme concentration on a certain means of transportation or route by changing the route of the user, and the route sharing rate in the entire transportation society is optimal It is to control to be balanced.

  The above-mentioned problem is, for example, a traffic route sharing using a traffic information database in which a current route sharing rate and an optimum route sharing rate related to each route and personal route preference information related to a user ID are stored. A rate control system that calculates change route candidate information related to a first user ID based on a current route sharing rate, an optimum route sharing rate, and personal route preference information stored in a traffic information database; A change route candidate calculation unit to be stored, and a route share rate fluctuation amount when a route is changed based on the stored change route candidate information, and the calculated route share rate change amount is a predetermined fluctuation threshold If the path share rate fluctuation amount calculated in the comparison is smaller than the fluctuation threshold, the path change is made for the first user ID according to the calculated change path candidate information. If the path share rate fluctuation amount calculated in the comparison is larger than the fluctuation threshold value, the change path candidate calculation unit is instructed to calculate the change path information for the second user ID different from the first user ID. The traffic sharing ratio control system includes a route sharing fluctuation rate control unit.

  According to the present invention, it is possible to improve both the comfort of individual users during movement and the smooth flow of the entire transportation society.

  Further, according to the present invention, it is possible to control the traffic society by a relatively inexpensive method of providing information to individual users as compared with measures such as introduction of flow rate regulation and improvement of transportation capacity.

  In addition, according to the present invention, each user knows the optimum travel route according to the current situation and his / her preference, just by inputting the minimum necessary conditions, as in a general route search engine. It is possible.

It is a conceptual diagram which shows the example of the flow which aims at the optimization of the whole traffic society by guiding a user and controlling the utilization share rate of a route. It is a basic composition figure of the example of the whole system which carries out the present invention. It is a figure explaining the example of the structure of the record which stores the utilization log information of a traffic type | system | group IC card. It is a figure explaining the example of the structure of the record which stores the positional data at the time of transportation means utilization, such as GPS data. It is a figure explaining the example of the structure of the record which stores the result data which totaled traffic flow by monitor investigation. It is a figure explaining the example of the structure of the record which stores the basic information of a station, a route, and a route. It is a figure explaining the example of the structure of the record which stores the movement log data produced | generated from the utilization log | history of a traffic system IC card, the position data at the time of transportation means utilization, traffic flow total data, etc. FIG. It is a figure which shows the example of the process sequence which produces | generates a movement log from the utilization log | history of a traffic type | system | group IC card. It is a figure which shows the example of the process sequence which produces | generates a movement log from the position data at the time of transportation means utilization, such as GPS data. It is a figure which shows the example of the process sequence which produces | generates a movement log from the result data which totaled traffic flow by monitor investigation. It is the schematic explaining the example of the relationship between an area and a path | route. It is a figure which shows the example of the structure of the record which defines and stores the station and bus stop which are included in a certain area. It is a figure which shows the example of the structure of the record which stores the utilization share rate of each traffic route. It is a figure which shows the example of the process sequence which calculates the utilization share rate of each traffic route. It is a figure which shows the example of the structure of the record which stores the information regarding a user's palatability. It is a figure which shows the example of the process sequence which calculates a user's palatability. It is a figure which shows the example of the network graph search in consideration of the route conditions of each traffic route, and the present utilization rate. It is a figure which shows the example of the process sequence which calculates the recommendation path | route shown to a user. It is a figure which shows the example of the process sequence for aiming at the optimization of the whole traffic society, considering the preference of each user. It is the figure which showed the example of the result of having visualized the motion of each user. It is the figure which showed the example of the result of having visualized the path | route sharing ratio situation between arbitrary areas. It is the figure which showed the example of the screen which sets the charge system for simulation, and the number of driving | operations. It is the figure which showed the example which visualized the simulation result. It is the figure which showed the example of the recommended route search screen for users. It is the figure which showed the example of the search result screen of the recommended route search engine for users.

  The route sharing in the entire transportation society is provided by providing and guiding the route guidance information to the user in consideration of the route sharing situation and the preference of each user according to the present invention using FIGS. An example of a system that optimizes the rate is shown.

  FIG. 1 is a conceptual diagram showing a flow for optimizing the entire transportation society by guiding users and controlling the usage share of routes. The route guidance system (001) for optimizing user utility and traffic route sharing ratio according to the present invention uses a plurality of traffic operators (003) using data obtained from the traffic usage status of the user (002). ) Analyze the current usage of traffic routes provided by Then, the user is provided with information on the movement route based on the current analysis result, the appropriate transportation ability of each transportation operator, and the user's preference. As a result, it is considered that a part of the user moves along the route according to the provided information, and as a result, the distribution can be adjusted so that the movement route is not biased to a specific route. If the usage rate of each traffic route changes due to the dispersion of the user's travel route, the change will appear again in the data reflecting the traffic usage status, so the data will be used to analyze the effect of the guidance. By learning, a better guidance can be given to the user. According to the present invention, the route guidance system for optimizing the utility of the user and the share of the traffic route uses the route guidance information calculated based on both the current route usage information and the user preference information. It is a system that optimizes the entire transportation society by changing the share of traffic route usage.

  FIG. 2 is a system for optimizing the route sharing ratio in the entire transportation society by providing route guidance information to the user in consideration of the route sharing situation and the preference of each user according to the present embodiment. FIG. In recent years, many users (101) who use transportation are installed in ticket gates for use in transportation or in vehicles using non-contact IC cards or portable terminals (103) having equivalent functions. Passed through the read terminal (102). Data acquired by these ticket gates and in-vehicle terminals is transmitted via the network (105) to a server group managed by each traffic operator (106, 107). In addition, in recent years, high-functional portable terminals that have been rapidly spread are generally provided with a function that can acquire and transmit position information by GPS or the like, and with the permission of the user (104), It is possible for traffic operators (106, 107) to collect accurate location information via the network (105). In fact, apps that guide traffic routes based on user location information are also widely used. In addition, as data representing traffic flow, it is conceivable to use aggregated result data such as a large-scale monitor survey that has been carried out regularly for a long time, or a questionnaire survey result collected voluntarily. In recent years, surveillance cameras (108) are often installed in the station premises or around the station, and traffic volume can be estimated, quantified and accumulated from image data captured and recorded by such cameras. is there. The traffic route sharing ratio optimization system (109) considering the user's preference includes a data server (111), a calculation server (112), and an information distribution server (113), and has a non-contact IC card or an equivalent function. The mobile terminal (103) usage data, user location information, surveillance camera video and traffic data estimated and tabulated from monitor surveys are accumulated and analyzed. In addition, description is abbreviate | omitted about the functions and structures, such as a non-contact IC card, a ticket gate, and a surveillance camera, and a flow volume estimation technique.

  When the user (101) carrying the non-contact type IC card (103) passes the ticket gate (102), the location information including the user ID for identifying the IC card (103) and the passage date and time is displayed. ) And is stored as original data in a server managed by the traffic operator (106, 107) of the operation source. The same applies to the position information of the user (104) and the video data of the surveillance camera (108). At the same time or at an appropriate timing such as every other hour or every other day, a necessary part is transmitted to the data server (111) via the network (105). A traffic route sharing ratio optimization system (109) taking into account the user's preference consisting of a server group of a data server (111), a calculation server (112), and an information distribution server (113) is connected to the network 105 and is connected to a traffic provider. (106, 107) and the user (115, 117). In the present embodiment, the server group of the data server (111), the calculation server (112), and the information distribution server (113) will be described. However, one or a plurality of servers can be configured to execute the functions of these server groups. It is also possible to do.

  The data server (111) stores user data read by an IC card reader terminal such as a ticket gate, position information when using transportation means, video of a monitoring camera, data representing traffic flow aggregated by a monitor survey, and the like (105). ) And record it in the data storage unit (121) in the server. The data to be collected and stored include traffic IC card data (122), position data (123) when using the means of transportation, traffic flow total data (124) aggregated by monitoring camera images and monitor surveys, and station / bus stops. And basic master data (125) related to the route. Further, the movement log data (126) obtained by primarily processing the traffic IC card data (122), the position data (123) when using the transportation means, the traffic flow total data (124) totaled by the monitoring camera video, the monitor survey, and the like. Is stored. The basic master data (125) related to the station and the route is appropriately input from the outside of the system and updated / recorded when there is a change or an update. These traffic IC card data (122) and location data (123) when using the transportation means include the location information of the user. For privacy, such as encryption or anonymization so that individuals cannot be identified. Will be stored with due consideration.

  The calculation server (112) performs processing for generating movement data from data stored in the data server (111), calculation processing for the current route sharing ratio, optimization simulation in consideration of personal preferences, and the like. The calculation server (112) mainly includes a network interface (I / F (A)) (130), a CPU (131), a memory (132), and a storage unit (133). The network interface is an interface for connecting to a network. The storage unit 133 stores a movement log generation program (134), a route sharing rate / transport efficiency calculation program (135), a preference extraction program during movement (136), a user preference, and a current route usage rate. Data storage for storing a group of programs such as a route search program (137) considered, an optimization simulation program (138) for optimizing the sum of utility and share of a person, and statistical values and index values obtained as a result of calculation processing Part (139). The storage unit is, for example, a hard disk drive, a CD-ROM drive, or a flash memory. Various programs and various data may be divided and recorded on a plurality of recording devices.

  When each program group is executed, data to be analyzed is read from the data server (111), temporarily stored in the memory (132), and each program (134, 135, 136, 137) is stored in the CPU (131). 138) are read into the memory and executed to implement various functions. The execution timing of these programs may be performed, for example, every time new data is added to the user request timing or the data server (111), or automatically as a batch process at a predetermined time every day. Processing may be performed. When data to be analyzed is transmitted in real time, the program (134, 135, 136, 137, 138) may process only newly added difference data, for example.

  The information distribution server (113) includes a network interface (I / F (B)) (145) and (I / F (C)) (144), a CPU (146), a memory (147), and a recording device (148). Prepare. The network interface is an interface for connecting to a network. The recording device records various programs and various data, such as a hard disk drive, a CD-ROM drive, and a flash memory. Various programs and various data may be divided and recorded on a plurality of recording devices.

  The information distribution server (113) allows the user (115, 117) to check the user's own information from the portable information terminal (116) or the home or public information terminal (118) via the Internet (114). This is for searching for a recommended route that matches the palatability and referring to the search result. Also, the non-contact type IC card (103) owned by the user (115, 117) is held over the IC card reader and transmitted to the information distribution server (113) via the Internet (114), and the user confirmation program An individual may be specified by passing to (141). The recording device (148) records a user confirmation program (141), a search processing program (142), and a route guidance information distribution program (143). The CPU (146) executes various functions by reading various programs recorded in the recording device (148) into a memory and executing them. Specifically, the user's preference is extracted by collating with the user ID of the data stored in the data server (111) by the user confirmation program and executing the search processing program based on the collation data. Then, candidate route information determined based on the simulation result is processed and distributed to the user by calculating a candidate route and performing an evaluation simulation of the route sharing ratio and executing the information distribution program. These pieces of information are basically acquired at the timing when each user actively accesses.

  The system operator (119) of the traffic route sharing ratio optimization system (109) considering the user's preference uses the information terminal (120) via the network (151), and the configuration and status of various accumulated data, You can check the status of the calculation server, the calculation results, the status of search requests from users, and so on. In addition, it is possible to set parameters in the evaluation simulation of the individual utility sum and the path sharing ratio. In addition, the traffic operators (106, 107) who are operating the transportation means can also set the operation status of the traffic route sharing ratio optimization system (109) and parameter settings during simulation. It is.

  FIG. 3 is a diagram showing an example of the data structure of typical data stored in the data server (111). First, the traffic IC card data (122) includes a log ID (241), a target user ID (242), a station ID (243) associated with information on which data reading terminal has passed, and the reading terminal. It includes information such as the usage time (244) passed and the usage type (245) such as entry or exit. Here, the usage type is information indicating the type of processing such as “entrance” or “participation” for a ticket gate or an entrance gate, and “purchase” for a product sales terminal, for example. The traffic system IC card data (122) may be transmitted every time new data is generated, or may be transmitted all at once in the middle of the night when usage is reduced. On the data server (111) side, storage processing may be performed in accordance with the transmission timing.

  FIG. 4 is a diagram showing another example of the data structure of typical data stored in the data server (111). The position data (123) when using the transportation means is the log ID (251), the target user ID (252), the position ID (253) associated with the information of which point the vehicle has passed, and the passage through that point. Information such as time (254) is included. Here, the user ID is information associated with a user such as a card ID of a traffic IC card, a device ID of a portable information terminal, or a member ID of a location information acquisition application. The position ID is information indicating a point associated with a place where a transportation means such as a station, a bus stop, or a road can be used. For example, the position data (123) when using the means of transportation is replaced with the position ID of latitude / longitude data acquired or transmitted manually or automatically at a fixed interval when riding on a train, car, bus or the like. The data is accumulated. The position data (123) when using the transportation means may be transmitted every time new data is generated, or may be transmitted in a lump in a time zone when the use is reduced. On the data server (111) side, storage processing may be performed in accordance with the transmission timing.

  FIG. 5 is a diagram showing another example of the data structure of typical data stored in the data server (111). The traffic flow total data (124) includes information such as a departure position ID (261), an arrival position ID (262), a time zone (263), a transportation means (264), and the number of people moving (265). Here, the departure position ID and the arrival position ID are information indicating points associated with places where transportation means such as stations, bus stops, and roads can be used. It has been known for a long time that data that summarizes the traffic flow from a certain point to a certain point is actually and publicly disclosed by a large-scale monitoring survey. If detailed information on the route and time of use is included, store it according to the granularity, and if it is aggregated by dividing it by time zone, etc., it may be stored as it is, or within a certain time interval The time may be randomly assigned and stored in seconds or minutes. On the other hand, by applying facial recognition technology, person tracking technology, etc. to the video of surveillance cameras installed in and around the station, it will be possible to convert the data to traffic flow from one point to another. Conceivable. The traffic flow total data (124) is an example of a data structure for storing the traffic flow data totaled by such monitor investigation, image recognition, etc., and may be transmitted each time new data is generated. It may be sent in a lump in a time zone when usage is low or usage is reduced. On the data server (111) side, storage processing may be performed in accordance with the transmission timing.

  FIG. 6 is a diagram showing the types of master data (125) stored in the data server (111) and their data structures. First, the position master (300), which is basic data relating to places where transportation means such as stations, bus stops, and roads can be used, includes a position ID (301) for identifying points, a target (302), an owned company (303), an address, It includes information such as the location (304) and latitude / longitude information (305). When there is a change in the configuration of a station, bus stop, route, or road, data is added or corrected as needed. The route master (310), which is basic data relating to the route, is a route type (314) for distinguishing between a route ID (311) for identifying a route, a route name (312), an operating company (313), a regular train or an express train. ) And other information. The position / route relation master (320), which is basic data for associating a station and a route, manages the route ID (321) for identifying the route, the position ID (322) included in the route, and the order of the points. Information such as a number (323), a type (324) for identifying whether to stop or pass, and a required time (325) from the start point are included. Furthermore, the route master (330), which is basic data related to the route, includes route IDs (334, 331), route IDs (331), boarding position IDs (332), and boarding position IDs (333) for identifying the routes in addition to the route IDs (334, 336,...) And transfer location ID (335,...) Information. Data is stored in the route ID 1 (334) for identifying which route to use when the transportation facility is used only once when going from the boarding location ID (332) to the getting-off location ID (333). In addition, when using a plurality of transportation facilities when going from the boarding location station ID (332) to the getting-off location ID (333), the route ID1 (334) for identifying which route is to be used and the transfer location ID1 for identifying the transfer point (335), data is sequentially stored according to the value of the number of boarding routes (341), such as route ID2 (336) indicating the next route to be boarded. Further, information such as the number of boarding routes (341), the standard required time (342), and the toll (343) indicating the comprehensive information of the route is also included. Here, there may be a plurality of routes corresponding to the combination of the boarding position ID (332) and the getting-off position ID (333), but in general, the route with the highest use frequency is assigned as the first route here. And In the case where a plurality of routes corresponding to the combination of the boarding position ID (332) and the getting-off position ID (333) are provided, a method of giving a utilization factor for each route and using it for the subsequent analysis is also conceivable. For example, when there is a change in a station, a bus stop, a route or a road, the master data (125) is input, updated and recorded from the outside of the system shown in FIG. 2 each time the change is made.

  FIG. 7 is a diagram showing a data structure for storing the movement log data (126) stored in the data server (111). The movement log data (126) includes a log ID (361) for identifying a log, a target user ID (362), an expansion rate (363) indicating the number of users, and the use of transportation at the departure point. Boarding date and time (364) indicating the start time of the car, getting off date and time (365) indicating the time when the use of the transportation means is terminated at the arrival point, boarding position station ID (366), getting off position ID (367) Information such as a payment amount (368) indicating a charge, a route ID (369) for associating with the route information included in the route master (330) is included. The movement log data (126) is data after primary processing generated from the traffic system IC card data (122), the position data (123) when using the transportation means, and the traffic flow total data (124).

  FIG. 8 is a diagram for explaining a procedure for generating the movement log data (126) from the traffic IC card data (122) and storing it in the data server (111). Here, a description will be given on the assumption that the storage process to the data server (111) is performed by batch processing once every predetermined time every day. First, all data are rearranged in order of user ID and time with reference to the user ID (242) and use time (244) included in the newly collected traffic IC card data (122) (processing step 400). Next, the following same process is repeated for the number of user IDs for the data rearranged in process step 400 (process step 401). First, the variables corresponding to the boarding position ID, boarding date / time, getting-off position ID, and getting-off date / time are initialized (processing step 402). Next, the following same processing is repeated for the data arranged in time order (processing step 403). First, the case classification process is performed according to the value of the usage type (245). When the value of the usage type (245) is entrance (processing step 404), the value stored in the station ID (243) is set as the variable of the boarding position ID, and the usage time (244) is set as the variable of the boarding date and time. Each stored value is set (processing step 405).

  Here, when the value of the usage type (245) is participation (processing step 406), the station ID is set as the variable of the getting-off position ID only when the values of the boarding position ID and the boarding date / time variable are set. The value stored in (243) is set to the value stored in the use time (244) in the variable for the date and time of getting off. Further, the next usage type (245) is searched for an entry log, and if the usage time (244) of the log is currently within the value of the set departure date and time and t minutes, the next usage will appear. Search for a log of the type (245) of participation (processing step 407). This is because the user's destination is considered to be the latter destination when he / she uses another transportation immediately after using a certain transportation. On the contrary, if the difference between the use time of the next entry log and the currently set getting-off date and time is t minutes or more (processing step 408), the combination of the boarding position ID and the getting-off position ID that has already been set is used. The corresponding record is searched from the route master (330), and the matched route ID is extracted (processing step 409). Finally, 1 is set to the variable of the enlargement rate, and the log ID, user ID, enlargement rate, boarding date / time, getting-off date / time, boarding location station ID, getting-off location station ID, payment amount, route ID are set in the movement log data (126). Information is stored as one record (processing step 410). Here, the log ID (361) is held as a serial number. Here, the value of t represents a standard transfer time and is set in advance. The allowable range of transfer time can be adjusted by the value of t. The threshold value t regarding the standard transfer time is a positive value, and may be a value common to all the traffic networks, or may be different for each area.

  On the other hand, if the value of the usage type (245) is purchase (processing step 411), this data is ignored and the processing proceeds to the next data (processing step 412).

  FIG. 9 is a diagram for explaining the procedure for generating the movement log data (126) from the position data (123) when using the transportation means and storing it in the data server (111). Here, a description will be given on the assumption that the storage process to the data server (111) is performed by batch processing once every predetermined time every day. First, all data are rearranged in order of user ID and time with reference to the user ID (252) and use time (254) included in the newly collected location data (123) when using the transportation means (processing step 500). . Next, the following same process is repeated for the number of user IDs for the data rearranged in process step 500 (process step 501). First, an array list for storing continuous data of position ID and passage time, and a boarding position ID, a boarding date / time, a boarding position ID, and variables corresponding to the boarding date / time are initialized (processing step 502). Next, the following same processing is repeated for the data arranged in time order (processing step 503). If nothing is included in the position ID and passage time array (processing step 504), data is added to the position ID and passage time array, and values are set for the boarding position ID and the boarding date and time, respectively (processing step). 505). If the position ID and passage time array contains data, and the difference between the last data value of the passage time array and the log passage time is equal to or greater than t minutes (processing step 506), continuous movement is performed. Therefore, the last value in the array of the position ID and the passage time is set in the getting-off position ID and the getting-off date and time (processing step 507). Further, by following the order of the list of position IDs, it is possible to know what route the route has traveled, so the route ID and fee that match the route are extracted from the route master (processing step 508). Finally, 1 is set to the variable of the enlargement rate, and the log ID, user ID, enlargement rate, boarding date / time, getting-off date / time, boarding location station ID, getting-off location station ID, payment amount, route ID are set in the movement log data (126). The information is stored as one record (processing step 509), and an array list of position IDs and passage times and boarding position ID, boarding date / time, getting-off position ID, and getting-off date / time variables are initialized (processing step 510).

  Here, the log ID (361) of the movement log data (126) is held as a serial number. Here, the value of t is a value representing a time break between a plurality of movements, and is set in advance. The degree of continuity of movement can be adjusted by the value of t. The threshold value t is a positive value, and may be a common value regardless of the transportation means and position, or a different value may be provided.

  FIG. 10 is a diagram for explaining the procedure for generating the movement log data (126) from the traffic flow total data (124) and storing it in the data server (111). Here, the storage processing to the data server (111) will be described as being performed by batch processing at the timing when new data is added. The following processing is repeated for all data included in the newly collected traffic flow total data (124) (processing step 600). First, variables corresponding to the boarding position ID, boarding date / time, getting-off position ID, getting-off date / time, and enlargement ratio are initialized (processing step 601). Next, the departure position ID of the log is set in the boarding position ID, and the arrival position ID is set in the getting-off position ID. Further, when the log time zone is aggregated such as every hour, a method of extracting and setting a random time in the corresponding time zone can be considered (processing step 602). In that case, a method such as setting a value obtained by dividing the number of moving persons by the width of the time zone may be used as the enlargement rate. These data processing methods may be performed linearly, or may be performed according to an n-order function (n> = 2) or a probability distribution. Next, a corresponding record is searched from the route master (330) based on the boarding position ID, the getting-off position ID, and the means of transportation, and the matched route ID, fee, and standard required time value are extracted (processing step 603). ). Finally, a value obtained by adding the standard required time extracted from the route master (330) to the boarding date and time is substituted, and the log ID, user ID, expansion rate, boarding date and time, getting off date and time, boarding location station ID are added to the movement log data (126). The information of the alighting position station ID, the payment amount, and the route ID is stored as one record (processing step 604). Here, the log ID (361) is held as a serial number.

  FIG. 11 schematically shows the relationship between a station, a bus stop, a route, a section, and a route in a railway network and a bus route network. In general, in a railway network and a bus route network, there are many so-called transfer stations in which stations and bus stops of a plurality of railway companies and bus companies are close to each other. For example, bus stop 1 (702) is near station 1 (701), station 2 (703), station 4 (704), and bus stop 3 (705) are within walking distance of station 3 (707) and bus stop 2 (706). Are adjacent to each other. From station 1 (701), use route 1 (711) to station 2 (703) and bus route 1 (713) to bus stop 2 (706) to station 3 ( 707), and there is a route 2 that arrives at the station 4 (704) using the railway line 2 (712), and further arrives at the bus stop 3 from the bus stop 1 (702) using the bus route 2 (714) Suppose that there is a route 3 to be performed. When the user wants to move from the vicinity of the station 1 to the vicinity of the station 2, the options of the station 1 (701) and the bus stop 1 (702) are selected for the departure area A, and the station 2 (703) is selected for the destination area B. ), Station 4 (704), bus stop 3 (705), and there are three options of route 1 to route 3 between them. In this way, a line connecting a certain departure area and destination area is defined as a section, and a route connecting stations between the stations is defined as a route.

  FIG. 12 is a diagram showing a data structure for storing area definition data for regarding the point groups described in FIG. 11 as the same area. The area definition list (800) includes an area ID (801) for identifying a record, a representative position ID (802) included in the area, a target period (803) during which the definition is valid, and the area definition list (800). Information such as the number of places available for transportation (804), position ID1 (805), position ID2 (806), position ID3 (807), position ID4 (808) included in the area. The places where traffic safety can be used represent stations, bus stops, taxi stands, and the like. Since transportation networks such as stations, bus stops, routes and roads change with the times, it is necessary to make new definitions along with the changes. In addition, it is important to determine the effective period (803) of the definition in subsequent processing.

  FIG. 13 is a diagram showing a data structure for collecting and storing routes existing in each section and their utilization rates. The route usage share list (900) includes a section ID (901) for identifying a section, a departure area ID (902) indicating a departure place, an arrival area ID (903) indicating an arrival place, and a target to be counted. The period (904), the time zone (905) to be counted, the total number of uses of the user who moved in this section (906), the number of routes included in this section (907), the first route ID (908) , Utilization rate of the first route (909), second route ID (921), utilization rate of the second route (922), third route ID (931), utilization rate of the third route (932) ) And other information. This list includes the IDs of all routes existing in the original data.

  FIG. 14 is a diagram showing a processing procedure for extracting routes that may exist for all sections and storing them in the route usage sharing rate list (900). First, a list array composed of pairs of route IDs and control values for extracting only records corresponding to a preset target period and time zone from the movement log data (126) and storing the total results of all routes. Are prepared and initialized (processing step 1000). Here, it is assumed that the value of the target period and time zone is set in advance externally, and the same processing is performed for the combination of all the set data target time periods and time zones. An example of processing when the target period and time zone are determined is shown. With respect to all the records of the extracted movement log (processing step 1001), the path ID of the movement log is referred to and stored in the prepared list array (processing step 1002). The following processing is repeated for the tabulated list array (processing step 1003). When the total value is positive (processing step 1004), the boarding position ID and the getting-off position ID are referred to from the record of the corresponding route ID in the route master (330), and the departure area ID and the arrival place in the area definition list. The area ID is converted (processing step 1005). When the combination of the departure area ID and the arrival area ID already exists in the route usage share list (900) (processing step 1006), the target route ID is included in the record of the corresponding section ID. If it is included, the total value is added, and the utilization rate of all routes is recalculated with reference to the value of the new total number of sections and stored. If the target route ID is not included in the record of the corresponding section ID, a new route is added, the total number of routes is added to the value of the total number of sections, and 1 is added to the number of routes. Is recalculated with reference to the value of the new total number of sections and stored (processing step 1007). If the combination of the departure area ID and the arrival area ID does not exist in the route usage share list (900) (processing step 1008), a new section ID is assigned, and 1 is added to the total number of sections. The total value is further set to 100 for the utilization rate and stored in the route utilization sharing rate list (processing step 1009).

  FIG. 15 is a diagram showing a data structure for storing behavioral preference information related to user movement. User preference information (1100) includes a user ID (1101), a departure area ID (1102), an arrival area ID (1103), a determination target period (1104), and a determination target time. Belt (1105), the most frequently used route ID (1106) among the routes existing between the departure area and the arrival area during this target period, and between the departure area and the arrival area during this target period It includes information such as the utilization rate (1107) of the route that is most frequently used among existing routes, a fare coefficient (1108) that represents a weight that emphasizes the fare, and a time coefficient (1109) that represents a weight that emphasizes the required time. In order to simplify the explanation here, only the coefficients related to the two route conditions, fare and time, are listed, but other elements that are important to the user such as the number of transfers, the degree of congestion, and the first departure may be added, In that case, an area for storing coefficient data relating to other elements may be prepared. In addition, for the period of data used for the determination, the determination result may be stored by classification of day of the week or weekday / holiday in addition to the target period and time zone.

  FIG. 16 is a diagram showing a processing procedure for analyzing user movement data and storing it in user preference information (1110). A set of route ID and number of times of use for extracting only records corresponding to a preset target period and time zone from the movement log data (126), sorting in order of user ID, and storing the total result of all routes. Is prepared and initialized (processing step 1200). Here, it is assumed that the value of the target period and time zone is set in advance externally, and the same processing is performed for the combination of all the set data target time periods and time zones. An example of processing when the target period and time zone are determined is shown. The following processing is repeated for all the extracted records (processing step 1201). The route ID of the record of the movement log is referred to and added to a list array composed of a pair of the route ID and the number of uses (processing step 1203). When the totalization of all the movement logs is completed in the processing step 1203, the following processing is repeated for the list array composed of the combination of the route ID and the number of uses (processing step 1204). Based on the route ID, the route master (330) is referred to, the corresponding boarding position ID and getting-off position ID are extracted, and the departure area ID and the arrival area ID are converted with reference to the area definition list (800). A combination of area IDs and arrival area IDs and a list of control values for the total number of uses associated with the combination are stored (processing step 1205). If a route ID having the same combination of departure area ID and arrival area ID already exists (processing step 1206), the route ID with the highest number of uses is selected, the route ID and the number of uses, and the same departure area ID and arrival area. The utilization rate of the most frequently used route is calculated again based on the value of the total number of usages of the ID combination and stored (processing step 1208). Further, by referring to the route master (330) based on the route ID having the same combination of the departure area ID and the arrival area ID, the value of the fare and the required time is extracted and compared, so that this user can A coefficient indicating how much priority is given to the required time is calculated (processing step 1209). In this way, when there are multiple options for a traffic route, the logit model is well known as a method for elucidating the user's selection behavior by focusing on the characteristics of each route (condition values such as fare and required time). It has been. By using the logit model, it is possible to explain the phenomenon that the user emphasizes which element and how often the user selects this route based on the condition values of multiple routes (Equation 1 and Equation 2). .

Expression 2 represents an expression relating to the utility when the user uses the transportation means. For example, by using the fare, the required time, and the like as explanatory variables, the product sum of the coefficients applied to each variable is obtained and substituted into Expression 1. The behavior of selecting which route with a certain probability can be expressed.

For example, in the example of Equation 2, V _j represents the value of the user's utility in the path j. x ₀ , x ₁ , x ₂ , x ₃ ,... are explanatory variables, and a, b, c, d. P _j is the probability that the user will select route j.

  When there is no route ID having the same combination of departure area ID and arrival area ID (processing step 1209), the utilization rate is set to 100, and the user ID, departure area ID, The arrival area ID, the target period, the time zone, the most frequently used route ID, and the most frequently used route usage rate information are stored as one record (processing step 1210). In the above example, fare and required time are shown as examples of behavioral preferences when individuals move, but in addition to this, the number of transfers, the degree of congestion, consideration for walking time, purchase place patterns, etc. are combined. Analysis, it is possible to improve the accuracy and quality.

  FIG. 17 is a diagram showing an example of network graph search in consideration of route conditions of each traffic route and the current usage rate. For example, in the areas A to D (1301 to 1304), it is assumed that some means of transportation can be used, and assuming that there is a traffic route such as the line in the figure, the route (line) between the areas is general. In addition, the average time required, route conditions such as fares, and transportation volume are determined by the transportation company. On the other hand, although the user cares about each route condition, the user hardly cares about how much the route is transported between the areas. Therefore, if you guide only the preference of each user and guide them through the route with the highest merit, it will greatly exceed the transport amount of the route between each area, and it will be very crowded Such a situation is expected. Therefore, adjustments are made so as to make the difference as small as possible by looking at the current usage amount of the route between the areas and a predetermined appropriate transportation amount. Specifically, in consideration of each user's preference, there are methods such as extracting a plurality of route candidates between the departure point and the arrival point, and determining which route is closest to the appropriate transportation amount. Conceivable.

  FIG. 18 is a diagram showing a processing procedure of a program (137) for calculating a route candidate suitable for the user in consideration of the current usage sharing ratio and the user's preference. The route search program (137) considering the user's preference and the current route usage rate is called in response to a search request from the user. First, information regarding the departure area and the arrival area is selected or input by the user via the WEB site or a portable information terminal application, and information is acquired (processing step 1500). At this time, it is assumed that the user ID can be obtained through input of a card ID of a traffic IC card, a device ID of an information terminal, other member IDs, or the like, or via a reader.

  Next, it is calculated what kind of route is present between the departure place area and the arrival place area that are input by the user, and what is the usage share (processing step 1501). At this time, when various traffic use status data is transmitted in real time, the current value is grasped using the real time data. On the other hand, when the traffic usage status data cannot be received in real time, the corresponding record is extracted from the route usage sharing rate list (900), and a statistically calculated value is used.

  In addition, for each route between the departure area and the arrival area that the user has input, the optimal value of the usage sharing rate taking into account the respective transportation capacity, such as the number of drivers and the number of passengers, is read and the current usage sharing is read. The difference from the rate is calculated (processing step 1502).

Next, a corresponding record is extracted from the user preference information (1100) using the acquired user ID and information such as a preset target period and time zone (processing step 1503). For the target period, the most recent months or weeks may be set, and for the time zone, the time zone may be determined based on the current time. In addition, the user's behavior pattern and behavior rhythm may be separately analyzed and the result may be used.
Furthermore, when there is no record of user preference information that matches conditions such as the applicable area, target period, and time zone, the search may be repeated by changing the target period and time zone. When there is no user information corresponding to the user preference information (1100), the user (plurality) moving in the corresponding area may be extracted, and the result of summing up the most typical preferences may be used. .

  Using the information on the user preference extracted in this way, all routes and route conditions existing in the corresponding section are extracted, and (Equation 1) is used to obtain a high score for the target user, that is, a utility value. The routes (candidate routes) are rearranged in descending order (processing step 1504). For example, if the user's preference information extracted in processing step 1503 is fare priority, routes with relatively low charges are arranged at the top.

  For the candidate routes thus rearranged, the values calculated in processing steps 1501 and 1502 are sequentially referred to, and a route with “appropriate usage sharing rate—current usage sharing rate> 0” is selected as the first candidate. To the user (processing step 1505). Basically, for the searched user, out of the route candidates that match the user's preference, the route that satisfies the condition of “appropriate usage sharing rate—current usage sharing rate> 0” is recommended. Optimization can be achieved. However, if a large number of people make a search request for movement in the same section at the same time, make adjustments such as preferentially allocating from the route with a large value of "appropriate usage sharing rate-current usage sharing rate" It is also possible. Further, in the processing step 1504, since the selection probability can be calculated for each candidate route using (Equation 1), there is also a method for assigning a route with a high probability to each user in consideration of the probability of following the recommended route. Conceivable. On the other hand, the route search program (137) taking into account the user's preference and the current route utilization rate allows some users to be selected randomly or under certain conditions regardless of whether or not there is a user search request. It can also be used when simulating the change in the situation when those users change the route. That is, information about a section to be moved with a certain user is created at random or under certain conditions, and the same processing is performed from processing steps 1501 to 1505.

  Then, when the target user selects the first candidate route calculated in the processing step 1505, the amount of change given to the usage share of each route is calculated, and an optimization simulation program for the personal utility sum and the route share rate ( 138) (processing step 1506).

  FIG. 19 is a diagram showing a processing procedure of a program (138) for optimizing the entire transportation society while taking into account the preference of individual users. The personal utility sum and route sharing ratio optimization simulation program (138) is called in combination with the route search program (137) considering the user's preference and the current route usage rate, and a search request from the user. Regardless of whether or not there is a simulation, a simulation for realizing an appropriate route sharing rate is performed. First, assuming that a threshold value (d) has been set in advance with respect to an appropriate change in the usage sharing ratio, the following processing is repeated until convergence within the threshold value (processing step 1600). Next, the result of the route search program (137) in consideration of the user's preference shown in FIG. 18 and the current route utilization rate is read, and the route is determined for each route between an arbitrary departure area and arrival area. The number of users considered to be selected is totaled, and how the usage sharing rate of each route changes is quantified (processing step 1601). Based on the quantified results, the predicted value of the usage sharing ratio of each route is compared with the value of the appropriate usage sharing ratio set or read in advance, and it is determined whether or not the difference is within the threshold (d). (Processing step 1602). For routes that do not fall within the threshold (d), the route search program (137) that considers the user's preference and the current route usage rate is called again, and the route is designated as the second and third candidate routes. Adjust the candidate route to use this route for some of the users who may choose it, and call the simulation program (138) for optimization of the individual utility sum and route share ratio again to calculate Are repeated (processing step 1603).

  FIG. 20 shows an example of a result (1700) obtained by visualizing individual user movements on an example of a presentation screen generated and distributed by the information distribution server (113) to a person in charge of a system operator or a transportation company. It is a figure. The screen (1700) has icons (1702, 1703) representing places where transportation means such as stations and bus stops can be used with a map image in the background, lines (1704) representing routes, operating routes, etc., connecting these places, The configuration is such that the icon (1701) representing the user changes in time series. Icons representing stations and bus stops can indicate additional information (1702, 1703) by their color, shape, and size, and may change over time. For example, it is possible to show how to change every moment according to the number of users waiting for a train to come at a certain station. The icon representing the user can also display various information by its color, shape, size and additional text display, for example, the preference of the user such as the train group and the bus group and the selection probability for the moving route are displayed. And so on. By using such a screen, it is possible to track the movement in units of users, and to make various discoveries such as areas where user behavior is easy to change, places where user density is high, and time zones In addition, the entire screen can be operated using an input interface such as a mouse or keyboard. For example, you can zoom in / out using the wheel buttons, etc. Functions such as expansion can be considered. The user's movement can follow the flow micro, but the sum of the utility of all users and the current transportation efficiency (balance of the route share of each route) are displayed as an index (1705). Since the entire situation can be captured as a macro, it becomes possible for system operators and transportation operators to grasp the situation at various resolutions.

  FIG. 21 is an example of a presentation screen generated and distributed by the information distribution server (113) for the system operator and the person in charge of the transportation company, and the result of visualizing the route sharing ratio between arbitrary areas (1800) It is the figure which showed the example of. The screen (1800) has a tabular form in which the departure area (1801) and the arrival area (1802) are arranged in order in the vertical and horizontal directions. The configuration is such that the status of the route sharing ratio of the section is displayed in various formats (1803) such as a pie chart, a bar graph, a pie chart, and text. Similar to the screen of FIG. 20, the entire screen can be operated using an input interface such as a mouse or a keyboard. For example, zooming in / out with a wheel button or the like, or detailed information of a specific section with a mouse click A function such as viewing (1804) is conceivable. By using such a screen, it is possible to find a section that has room for improvement and to investigate the cause of why transportation efficiency is poor.

  FIG. 22 shows an example of a presentation screen generated and distributed by the information distribution server (113) for the system operator and the person in charge of the transportation company. A screen (1900) for setting a fee structure and the number of operations for simulation. It is the figure which showed the example of. On the screen (1900), when a section is designated (1901), it is possible to finely designate a route existing in the section and a route condition such as a charge (1902), a required time, and the number of operations (1903). Further, it is possible to change the appropriate value of the distribution ratio of the route existing in this section (1904). As a result of such a condition change, in the route search graph shown in FIG. 17, both the route condition of each route and the appropriate value of the route allocation rate change. Can be tried. The fluctuation result can be confirmed on the screen of the visualization result (1700, 1800). At that time, it is possible to designate a station, a bus stop (1905), a railway line or a bus line (1906) to be particularly focused. In addition to the display on the screen (1900), setting items such as a change in travel time between stations and stations, a change time between trains and a bus stop, a waiting time for trains and buses, and an operation schedule can be considered. The screens and items set here may be incorporated not only in the simulation but also in the actual operation system.

  FIG. 23 is an example of a presentation screen (2000) generated and distributed by the information distribution server (113) to the person in charge of a system operator or a transportation company, and shows an example in which a simulation result is visualized. The screen (2000) is configured to display the utilization rate of all routes existing in a certain section in time series and confirm the effect together with the user's guidance status. For the designation of which section to view and the user's guidance status, an area that can be set and confirmed in a form accompanying this screen (2000) may be provided or presented on a separate screen. With such a screen, it is possible to monitor the effect of the user's route change from moment to moment. If the effect is not satisfactory, feedback such as changing the fee system can be performed using the setting screen as shown in FIG. In addition to this, it is possible to visualize and confirm the simulation results using the screens shown in FIGS.

  The information for generating the presentation screens of FIGS. 20 to 23 is accumulated in the storage unit (133) of the calculation server (112), and the system operator (119) or the person in charge of each transportation company has a predetermined Web. It is assumed that the search processing program (142) is executed and necessary information is acquired according to the conditions specified by accessing the page and selecting an item from a pull-down menu or the like, and is acquired by the information distribution program (143). Edit the information and distribute the information.

  FIG. 24 is a diagram showing an example of a recommended route search screen (2100) for a user generated and distributed by the information distribution server (113). The user confirmation program (141) is executed at the timing requested from the users (115, 117) on the recommended route search screen (2100) presented. In response to the conditions specified by the users (115, 117), the search processing program (142) is executed, and the result information is edited and distributed by the route guidance information distribution program (143). First, the user (115, 117) uses the information terminal (116, 118) to select display contents from a pull-down menu on a Web screen, for example. These display conditions can be set and changed by the user (115, 117) using an input interface such as a setting screen or a mouse / keyboard. For example, on the recommended route search screen (2100) for the user (115, 117), the user ID (2101), departure place (2102), arrival place (2103), date (2104), time (2105), departure time Select the type of arrival time (2106), the function of acquiring and transmitting the current time of the users (115, 117), and the menu (2108) for selecting user preferences from the pull-down menu, etc. The specified condition is passed to the search processing program (142). As for the input of the user ID (2101), the ID of the user's transportation IC card may be transmitted to the information distribution server (113) through an IC card reader. Moreover, apparatus ID, such as a portable information terminal, may be sufficient. Further, the user ID (2101) may be stored in the information distribution server (113) when the user (115, 117) accesses for the first time, and the input may be omitted after the next time. At this time, it is assumed that the menu such as date and time is preset with the current date and time, and the user does not necessarily have to select it. In general, the display order on the transfer route search screen is determined according to the unique rules of the transfer guide engine provider, but if the route search method taking into account personal preference according to the present invention is used, the searcher's preference It is possible to preferentially present a route suitable for the. Even in a section that is used for the first time, it is possible to estimate the preference with fine granularity such as a weekday holiday or a time zone based on the movement history so far, and to determine the route that seems most appropriate for the person. In addition, it is possible to recommend a route that is highly convenient and comfortable for the user in consideration of the route use situation of the corresponding area.

  FIG. 25 is a diagram showing an example of a recommended route search result screen (2200) for a user generated and distributed by the information distribution server (113). The search processing program (142) is executed according to the menu selected on the recommended route search screen (2100) by the user, and the result information is edited and distributed by the distribution program (143). In the recommended route search result screen (2200) for users, for example, a screen that suggests a route for obtaining fare benefits is presented for the fare priority group. As a result of executing the search processing program (142) for the combination of the departure point A and the arrival point B, there is a route that changes at the point C and a route that changes at the point D. The route that changes at the point C If a result that the user matches the retrieved user's preference is extracted, the distribution program (143) configures a screen that recommends a route to transfer at station C, and distributes it to the user.

  As described above, by analyzing the behavior data of transportation means users, it is possible to quantitatively grasp the traffic route sharing situation, and to meet the preference of each user aiming at the appropriate state of traffic route sharing It is possible to search and guide a matching route.

  Although the embodiments of the present invention have been described above, the present invention is not limited to the above-described embodiments, and various modifications can be made. It is possible to appropriately combine the above-described embodiments. It will be understood by the contractor.

001 ... Route guidance system for optimizing user utility and traffic route sharing ratio, 002 ... User, 003 ... Multiple traffic operators, 101 ... User, 102 ... Ticket machine, 103 ... IC card, 104 ... User DESCRIPTION OF SYMBOLS 105 ... Network, 106-107 ... Transportation company, 108 ... Surveillance camera, 109 ... Traffic route share ratio optimization system in consideration of user preference, 111 ... Data server, 112 ... Calculation server, 113 ... Information distribution server , 114 ... Internet, 115 ... User, 116 ... Mobile information terminal, 117 ... User, 118 ... Information terminal, 119 ... System operator, 120 ... Operation terminal, 121 ... Data storage unit, 122 ... Transportation IC card data 123 ... Position data when using transportation means, 124 ... Traffic flow total data, 125 ... Master data, 126 ... Movement log data 130 ... Network interface 131 ... CPU 132 ... Memory 133 ... Storage unit 134 ... Movement log generation program 135 ... Route sharing ratio / transport efficiency calculation program 136 ... Preference extraction program during movement 137 ... Route search program taking into account user preference and current route usage rate, 138... Optimization simulation program of individual utility sum and route sharing rate, 139... Data storage unit, 141... User confirmation program, 142. Processing program, 143 ... Information distribution program, 144 ... Network interface, 145 ... Network interface, 146 ... CPU, 147 ... Memory, 148 ... Memory, 151 ... Network, 241 ... Log ID, 242 ... User ID, 243 ... Station ID 244 ... Use time, 45 ... Usage type, 251 ... Log ID, 252 ... User ID, 253 ... Location ID, 254 ... Passing time, 261 ... Departure location ID, 262 ... Arrival location ID, 263 ... Time zone, 264 ... Transportation, 265 ... Travel Number of persons, 300 ... Position master, 301 ... Position ID, 302 ... Target, 303 ... Owning company, 304 ... Location, 305 ... Latitude / longitude, 310 ... Route master, 311 ... Route ID, 312 ... Route name, 313 ... Operating company 314 ... route type, 320 ... station-route relationship master, 321 ... route ID, 322 ... position ID, 323 ... order, 324 ... type, 325 ... time required from the start point, 330 ... route master, 331 ... route ID, 332 ... Boarding position ID, 333 ... Getting off position ID, 334 ... Route ID1, 335 ... Transfer position ID1, 336 ... Route ID2, 341 ... Boarding route Number, 342 ... Standard time required, 343 ... Fee, 361 ... Log ID, 362 ... User ID, 363 ... Expansion rate, 364 ... Getting on date and time, 365 ... Getting off date and time, 366 ... Riding position ID, 367 ... Getting off position ID, 368 ... payment amount, 369 ... route ID, 400 to 412 ... processing step, 500 to 510 ... processing step, 600 to 604 ... processing step, 701 ... station, 702 ... bus stop, 703 to 704 ... station, 705 to 706 ... bus stop, 707 ... Station, 711 to 712 ... Railway route, 713 to 714 ... Bus route, 800 ... Area definition list, 801 ... Area ID, 802 ... Representative position ID, 803 ... Target period, 804 ... Number of places available for transportation, 805 ... Position ID1, 806 ... Position ID2, 807 ... Position ID3, 808 ... Position ID4, 900 ... Path utilization share rate list, 90 ... Section ID, 902 ... Departure area ID, 903 ... Arrival area ID, 904 ... Target period, 905 ... Time zone, 906 ... Total number of sections, 907 ... Number of routes, 908 ... First route ID, 909 ... First Route utilization rate, 921 ... second route ID, 922 ... second route utilization rate, 931 ... third route ID, 932 ... third route utilization rate, 1000-1009 ... processing steps, 1100 ... user preference information, 1101 ... User ID, 1102 ... Departure area ID, 1103 ... Destination area ID, 1104 ... Target period, 1105 ... Time zone, 1106 ... Most used route ID, 1107 ... Most used route usage rate, 1108 ... Fare coefficient 1109 ... Time factor, 1200 to 1210 ... Processing steps, 1301 to 1304 ... Locations where transportation is available, 1500 to 1506 ... Processing steps 1700 ... 1603 ... Processing step 1700 ... Flow state visualization result screen, 1701 ... User, 1702 ... Station, 1703 ... Bus stop, 1704 ... Route, 1705 ... Indicator, 1800 ... Route sharing status list screen, 1801 ... Departure location Area, 1802 ... Arrival area, 1803 ... Status of route sharing ratio, 1804 ... Detailed information of specific section, 1900 ... Condition setting screen, 1901 ... Area selection item, 1902 ... Charge change item, 1903 ... Number of operation change item, 1904 ... Rate distribution ratio appropriate value setting item, 1905 ... Station or bus stop search column, 1906 ... Railway route or bus route selection column, 2000 ... Route sharing rate monitoring screen, 2100 ... Recommended route search screen, 2101 ... User ID, 2102 ... Departure station, 2103 ... Arrival station, 2104 ... Date, 2105 ... Time, 2106 ... Type, 2107 ... Acquisition of current position, 2108 ... Display order, 2200 ... Search result screen

Claims (15)

A traffic route sharing rate control system using a traffic information database in which a current route sharing rate and an optimum route sharing rate related to each route and personal route preference information related to a user ID are stored. ,
Based on the current route share rate, the optimum route share rate, and the personal route preference information stored in the traffic information database, change route candidate information related to the first user ID is calculated, and the changed route is stored in the traffic information database A candidate calculator,
A route sharing rate when a route is changed based on the stored changed route candidate information is calculated, and a difference between the route sharing rate when the route is changed and the optimum route sharing rate is set as a predetermined variation threshold value. Comparing, if the difference is smaller than the variation threshold in the comparison, a route sharing variation rate control unit that performs route change control on the first user ID according to the calculated change route candidate information;
A traffic route sharing rate control system comprising: The traffic route sharing rate control system according to claim 1,
Traffic route sharing rate control further comprising an output unit that displays on the screen any one or all of personal route preference information, changed route candidate information, or current route sharing rate of the user ID currently used for each route. system. The traffic route sharing rate control system according to claim 1,
A utility sum calculation unit that calculates a utility sum that is a sum of utilities in the route of each user ID based on personal route preference information stored in the traffic information database; and an output unit that displays the utility sum on a screen; A traffic route sharing rate control system further comprising: The traffic route sharing rate control system according to claim 2,
In the traffic information database , departure area information and arrival area information are further stored in association with the route,
The output unit divides each route into the departure place area information and the arrival place area information, and displays the divided routes and the current route share rate on the screen. Traffic route sharing rate control system. The traffic route sharing rate control system according to claim 1,
A condition designation input receiving unit that receives any or all of the charge system or the number of driving or the optimum route fraction in the route,
The change route candidate calculation unit updates the traffic information database based on the received input, and based on a current route sharing rate, an optimum route sharing rate, and personal route preference information stored in the traffic information database. A traffic route sharing rate control system that calculates change route candidate information related to the first user ID. The traffic route sharing rate control system according to claim 2,
The output unit displays on the screen a time-series change of the current route sharing ratio in each route and a time when the route change control is performed on the user ID. Rate control system. The traffic route sharing rate control system according to claim 1,
A user route search input receiving unit that receives input of the user ID, departure area information, and arrival area information;
The changed route candidate calculation unit obtains the current route sharing rate, the optimum route sharing rate, and the personal route preference information stored in the traffic information database based on the departure area information and the arrival area information that have received the input. A traffic route sharing rate control system, characterized in that the user ID extracted and received the input is the first user ID. The traffic route sharing rate control system according to claim 7,
The user route search input acceptance unit further accepts input of route display order information,
The changed route candidate calculation unit adds the route display order information to the personal route preference information associated with the first user ID. The traffic route sharing rate control system according to claim 7,
The change route candidate calculation unit calculates the utility of each route for the first user ID based on the personal route preference information stored in the traffic information database, and the calculated utility is in descending order. A comparison of the size of the optimum route sharing rate and the current route sharing rate, and if the optimum route sharing rate is greater than the current route sharing rate in the size comparison, the route used for the size comparison is changed to a changed route. A traffic route sharing rate control system that generates candidate change route information. A traffic route sharing rate control method using a traffic information database in which a current route sharing rate and an optimum route sharing rate related to each route and personal route preference information related to a user ID are stored. ,
Based on the current route sharing rate, the optimum route sharing rate, and the personal route preference information stored in the traffic information database, the changed route candidate calculation unit calculates changed route candidate information related to the first user ID, and the traffic A change path candidate calculation step to be stored in the information database;
A route sharing rate when the route is changed by the route sharing change rate control unit based on the stored changed route candidate information is calculated, and a difference between the route sharing rate when the route is changed and the optimum route sharing rate is calculated. A route sharing variation rate control step of performing route change control on the user ID according to the calculated change route candidate information when the difference is smaller than the variation threshold in the comparison, compared with a predetermined variation threshold; A traffic route sharing rate control method comprising: The traffic route sharing ratio control method according to claim 10,
A traffic further comprising an output step of displaying any or all of personal route preference information, changed route candidate information, or current route sharing rate of the user ID currently used for each route on the screen by the output unit. Route sharing rate control method. The traffic route sharing ratio control method according to claim 10,
A utility sum calculation step of calculating a utility sum that is a sum of the utilities in the route of each user ID based on the personal route preference information stored in the traffic information database by the utility sum calculation unit, and the utility by the output unit An output step of displaying the sum on the screen, and a traffic route sharing rate control method. The traffic route sharing ratio control method according to claim 11,
In the traffic information database , departure area information and arrival area information are further stored in association with the route,
In the output step, the output unit divides the routes into the departure area information and the arrival area information, and displays the divided routes and the current route share ratio on the screen. Traffic route sharing rate control method characterized by It is a traffic route sharing rate system method according to claim 10,
A condition designation input acceptance step for accepting any or all of the charge system or the number of driving or the optimum route fraction in the route by the condition designation input acceptance unit,
In the change route candidate calculation step, the change route candidate calculation unit updates the traffic information database based on the received input, and the current route share rate and the optimum route share rate stored in the traffic information database; A traffic route sharing ratio control method, comprising: calculating changed route candidate information related to the first user ID based on personal route preference information. The traffic route sharing ratio control method according to claim 11,
In the output step, the output unit displays, on the screen, a time-series change of the current route sharing ratio in each route and a time when the route change control is performed on the user ID. Traffic route sharing rate control method.

Images