Congestion status guidance system, congestion status guidance method, and congestion status guidance program

Abstract

To provide a congestion state guide system, a congestion state guide method and a congestion state guide program by which railway users easily grasp spots where changes of congestion states occur.SOLUTION: A congestion state guide system comprises acquisition means (a communication unit 13) to acquire route data D4 which are traveling route information proposed to users, first specific means (a control unit 11) to specify to which of classification of plural stages the congestion rate of each section is applicable about get-on trains on traveling routes and to specify a congestion level per section, second specific means (a control unit 11) to specify a congestion level changing spot where, about get-on trains, the congestion level changes, and guide information generating means (a control unit 11) to generate list screen data D5 and detail screen data D7 by associating variation information which is information related to a variation of congestion states at a congestion level variation spot with the route information.SELECTED DRAWING: Figure 1

Description

[Technical Field]

[0001] The present invention relates to a congestion status guidance system, a congestion status guidance method, and a congestion status guidance program. [Background technology]

[0002] When deciding on a travel route, railway users may place importance on the train congestion situation. In other words, it is predicted that users will prefer to travel using a travel route that does not include sections where trains are congested, provided that other conditions are not significantly different.

[0003] Therefore, there is known a system that aims to predict the congestion situation on trains and then notify users of congested sections that are predicted to be congested (see, for example, Patent Documents 1 and 2). [Prior art documents] [Patent documents]

[0004] [Patent Document 1] Japanese Patent Application Laid-Open No. 2015-9604 [Patent Document 2] Japanese Patent Application Laid-Open No. 2017-137059 Summary of the Invention [Problem to be solved by the invention]

[0005] When a user using a train decides on a route to travel, information regarding the points at which changes in congestion will occur, such as the point at which a crowded train will become less crowded or the point at which an empty train will become crowded, may be important.

[0006] In this regard, the systems described in Patent Document 1 and Patent Document 2 merely notify users of congested sections, making it impossible for users to grasp at which points changes in congestion will occur, or even if possible, this requires inference from the notified congested sections, which is not easy.

[0007] An object of the present invention is to provide a congestion status information system, a congestion status information method, and a congestion status information program that enable users of railways to easily understand points where changes in congestion occur. [Means for solving the problem]

[0009] In order to solve the above problems, Claim 1 The invention described in is a congestion status information system, an acquisition means for acquiring route information, which is information relating to a travel route to be provided to a user; a first identification means for predicting which of a plurality of classifications of congestion rates for each section of a train to be taken on the travel route corresponds to, and identifying the congestion level for each section; A second identification means for identifying a congestion level change point, which is a point where the congestion level changes, for the boarding train; a guidance information generating means for linking variation information, which is information relating to a variation in the congestion state at the congestion level variation point, with the route information, and generating guidance information, which is information to be provided to a user; A third identification means for identifying a congestion level at the time of boarding a train on the travel route; a fourth specifying means for specifying a point among the congestion level change points where the congestion level immediately after the point satisfies a predetermined condition in relation to the congestion level at the time of boarding; a fifth specifying means for specifying, when there are a plurality of points specified by the fourth specifying means, a point that the vehicle will pass through first after getting on the vehicle among the plurality of points; The guidance information generating means is characterized in that it generates the guidance information by linking the variable information relating to the location identified by the fourth identification means or the fifth identification means with the route information.

[0010] Claim 2 The invention described in is a congestion status information system, an acquisition means for acquiring route information, which is information relating to a travel route to be provided to a user; a first identification means for predicting which of a plurality of classifications of congestion rates for each section of a train to be taken on the travel route corresponds to, and identifying the congestion level for each section; A second identification means for identifying a congestion level change point, which is a point where the congestion level changes, for the boarding train; a guidance information generating means for linking variation information, which is information relating to a variation in the congestion state at the congestion level variation point, with the route information, and generating guidance information, which is information to be provided to a user; The guidance information includes information relating to the congestion level of the train on the travel route when boarding and when disembarking.

[0011] Claim 3 The invention described in is a congestion status information system, an acquisition means for acquiring route information, which is information relating to a travel route to be provided to a user; a first identification means for predicting which of a plurality of classifications of congestion rates for each section of a train to be taken on the travel route corresponds to, and identifying the congestion level for each section; A second identification means for identifying a congestion level change point, which is a point where the congestion level changes, for the boarding train; a guidance information generating means for linking variation information, which is information relating to a variation in the congestion state at the congestion level variation point, with the route information, and generating guidance information, which is information to be provided to a user; The guidance information includes information relating to the time required from boarding to the congestion level change point.

[0012] Claim 4 The invention described in claim 1 In the refund eligibility determination system described in The guidance information generating means is characterized in that it determines the content of the change information by comparing the congestion level at the time of boarding with the congestion level immediately after the congestion level change point.

[0015] Claim 5 The invention described in is a congestion status guidance method executed by a congestion status guidance system, an acquisition step of acquiring route information which is information related to a travel route to be provided to a user; a first identification step of predicting which of a plurality of classifications of congestion rates for each section of a train to be taken on the travel route falls under and identifying the congestion level for each section; a second identification step of identifying a congestion level change point, which is a point at which the congestion level changes, for the boarding train; a guidance information generating step of linking variation information, which is information related to a variation in the congestion state at the congestion level variation point, with the route information to generate guidance information, which is information to be provided to a user; a third identification step of identifying a congestion level at the time of boarding for a train on the travel route; a fourth identification step of identifying a point among the congestion level change points, where the congestion level immediately after the point satisfies a predetermined condition in relation to the congestion level at the time of boarding; a fifth specifying step of specifying a first point to be passed after boarding among the plurality of points when the plurality of points are specified in the fourth specifying step; The guidance information generating step is characterized in that the guidance information is generated by linking the variable information relating to the location identified in the fourth identifying step or the fifth identifying step with the route information. Claim 6 The invention described in is a congestion status guidance method executed by a congestion status guidance system, an acquisition step of acquiring route information which is information related to a travel route to be provided to a user; a first identification step of predicting which of a plurality of classifications of congestion rates for each section of a train to be taken on the travel route falls under and identifying the congestion level for each section; a second identification step of identifying a congestion level change point, which is a point at which the congestion level changes, for the boarding train; a guidance information generating step of linking variation information, which is information related to a variation in a congestion state at the congestion level variation point, with the route information to generate guidance information, which is information to be provided to a user; The guidance information includes information relating to the congestion level of the train on the travel route when boarding and when disembarking. Claim 7 The invention described in is a congestion status guidance method executed by a congestion status guidance system, an acquisition step of acquiring route information which is information related to a travel route to be provided to a user; a first identification step of predicting which of a plurality of classifications of congestion rates for each section of a train to be taken on the travel route falls under and identifying the congestion level for each section; a second identification step of identifying a congestion level change point, which is a point at which the congestion level changes, for the boarding train; a guidance information generating step of linking variation information, which is information related to a variation in a congestion state at the congestion level variation point, with the route information to generate guidance information, which is information to be provided to a user; The guidance information includes information relating to the time required from boarding to the congestion level change point.

[0016] Claim 8 The invention described in the item (1) is a congestion status information program, Computer, an acquisition means for acquiring route information, which is information relating to a travel route to be provided to a user; a first identification means for predicting which of a plurality of classifications of congestion rates for each section of a train to be taken on the travel route falls under, and identifying the congestion level for each section; A second identification means for identifying a congestion level change point, which is a point at which the congestion level changes, for the boarding train; a guidance information generating means for linking variation information, which is information relating to a variation in the congestion state at the congestion level variation point, with the route information, and generating guidance information, which is information to be provided to a user; A third specifying means for specifying a congestion level at the time of boarding a train on the travel route; a fourth specifying means for specifying a point among the congestion level change points where the congestion level immediately after the point satisfies a predetermined condition in relation to the congestion level at the time of boarding; When there are a plurality of points identified by the fourth identification means, the fifth identification means is configured to identify the first point that the vehicle passes through after getting on the vehicle among the plurality of points; The guidance information generating means generates the guidance information by linking the variable information relating to the location identified by the fifth identifying means with the route information. Claim 9 The invention described in the item (1) is a congestion status information program, Computer, an acquisition means for acquiring route information, which is information relating to a travel route to be provided to a user; a first identification means for predicting which of a plurality of classifications of congestion rates for each section of a train to be taken on the travel route falls under, and identifying the congestion level for each section; A second identification means for identifying a congestion level change point, which is a point at which the congestion level changes, for the boarding train; a guidance information generating means for linking variation information, which is information relating to a variation in the congestion state at the congestion level variation point, with the route information, and generating guidance information, which is information to be provided to a user; It functions as The guidance information includes information relating to the congestion level of the train on the travel route when boarding and when disembarking. Claim 10 The invention described in the item (1) is a congestion status information program, Computer, an acquisition means for acquiring route information, which is information relating to a travel route to be provided to a user; a first identification means for predicting which of a plurality of classifications of congestion rates for each section of a train to be taken on the travel route falls under, and identifying the congestion level for each section; A second identification means for identifying a congestion level change point, which is a point at which the congestion level changes, for the boarding train; a guidance information generating means for linking variation information, which is information relating to a variation in the congestion state at the congestion level variation point, with the route information, and generating guidance information, which is information to be provided to a user; It functions as The guidance information includes information relating to the time required from boarding to the congestion level change point. [Effects of the Invention]

[0017] According to the present invention, it is possible to provide a congestion status information system, a congestion status information method, and a congestion status information program that enable users of railways to easily understand points where changes in congestion occur. [Brief explanation of the drawings]

[0018] [Figure 1] 1 is a block diagram showing a configuration of a congestion status information system according to an embodiment. [Figure 2] 10 is a flowchart showing the flow of operations performed when the congestion status information system according to the embodiment tallys up congestion rates. [Figure 3] 10 is a flowchart showing the flow of operations when providing congestion information of the congestion status guidance system according to the embodiment. [Figure 4] 10 is a table showing the correspondence between the congestion level at the time of boarding and the congestion level immediately after the point where the congestion level changes, and the content of information related to changes in congestion status provided to the user, in the congestion status information system of the embodiment. [Figure 5] FIG. 10 is a diagram illustrating an example of a list screen provided to a user by the congestion status information system according to the embodiment. [Figure 6]FIG. 10 is a diagram illustrating an example of a detailed screen provided to a user by the congestion status information system according to the embodiment. DETAILED DESCRIPTION OF THE INVENTION

[0019] A congestion status information system 100 according to an embodiment of the present invention will be described below with reference to Figures 1 to 6. However, the technical scope of the present invention is not limited to the illustrated examples.

[0020] [First Configuration Explanation] The congestion status information system 100 is a system for providing railway users with information regarding changes in train congestion status, and as shown in Figure 1, it is configured with various servers owned by a specific operator that manages and operates this system, namely, a data analysis server 1 and a vehicle load data server 2, and a vehicle load data acquisition unit 3 installed on trains, and each device is connected via a communication network N as shown in Figure 1.

[0021] In addition, the congestion status information system 100 has a data analysis server 1 connected via a communication network N to a user terminal 4, which is a terminal carried by each user who receives information using the congestion status information system 100, and a route search system 200, which is a system related to external route searches.

[0022] It should be noted that the above-mentioned servers do not necessarily have to be provided separately, and a single information device such as a PC (Personal Computer) or WS (Work Station) may also function as multiple servers. Conversely, each of the above servers does not necessarily have to be realized by a single information device such as a PC or WS, and the functions of each server may be realized by multiple information devices such as PCs or WSs connected via a communication network N.

[0023] [1 Data Analysis Server] The data analysis server 1 is, for example, an information device such as a PC or WS owned by a company that manages and operates the congestion status information system 100, and as described below, compiles information related to congestion rates based on vehicle load data D1 obtained from the vehicle load data server 2, and provides congestion information to user terminals 4. As shown in FIG. 1, the data analysis server 1 includes, for example, a control unit 11, a storage unit 12, and a communication unit 13.

[0024] [(1) Control Unit] The control unit 11 is the part that controls the operation of the data analysis server 1, and is configured with, for example, a CPU (Central Processing Unit), ROM (Read Only Memory), RAM (Random Access Memory), etc., and controls each part of the data analysis server 1 in cooperation with the program data stored in the memory unit 12 and the CPU.

[0025] [(2) Storage section] The memory unit 12 is a part where various information required for the operation of the data analysis server 1 is stored, and is composed of, for example, an HDD (Hard Disk Drive), semiconductor memory, etc., and stores data required for the operation of the data analysis server 1 in a manner that allows it to be read and written by the control unit 11. The storage unit 12 stores a program including various commands to the control unit 11 for operating the data analysis server 1, and the operation of the data analysis server 1, which will be described later in the description of the operation, is performed in accordance with the program stored in the storage unit 12. In other words, the program stored in the storage unit 12 corresponds to the congestion status information program of the present invention. The storage unit 12 also stores congestion level data D2 generated by the data analysis server 1 as described below.

[0026] [(3) Communications Department] The communication unit 13 is a part used for communication between the data analysis server 1, the vehicle load data server 2, the user terminal 4, and the route search system 200, and is, for example, a communication interface having a communication IC (Integrated Circuit) and a communication connector, and performs data communication via the communication network N using a predetermined communication protocol under the control of the control unit 11.

[0027] [2 Vehicle Load Data Server] The vehicle load data server 2 is, for example, an information device such as a PC or WS owned by a company that manages and operates the congestion status information system 100, and acquires vehicle load data D1, which is information related to the total weight of passengers on the train, from a vehicle load data acquisition unit 3 installed on the train, stores the data, and then transmits it to the data analysis server 1. As shown in FIG. 1, the vehicle load data server 2 is configured to include, for example, a control unit 21, a storage unit 22, and a communication unit 23, similar to the data analysis server 1.

[0028] The configurations of the control unit 21 and the communication unit 23 are the same as those of the control unit 11 and the communication unit 13 in the data analysis server 1, respectively. The memory unit 22, like the memory unit 12 in the data analysis server 1, is configured with, for example, an HDD, a semiconductor memory, etc., and stores the vehicle load data D1 acquired by the vehicle load data acquisition unit 3 installed in the train.

[0029] In the vehicle load data server 2, every time the communication unit 23 receives vehicle load data D1 from the vehicle load data acquisition unit 3 installed on a train, the control unit 21 associates the acquired data with information on the train number, the section on which the data was acquired, and the classification of the day on which the data was acquired (whether the day is a weekday, Saturday, Sunday, or holiday), and stores the data in the memory unit 22. In other words, the memory unit 22 of the vehicle load data server 2 accumulates information on the total weight of passengers on board for each train and for each section every time a train operates.

[0030] [3 Vehicle load data acquisition section] The vehicle load data acquisition unit 3 includes a weight sensor installed in each car of the train, and acquires vehicle load data D1, which is information relating to the difference between the weight of the train when there are no passengers on board and the weight when there are passengers on board, i.e., the total weight of the passengers on board the train, and then transmits the acquired information to the vehicle load data server 2 via the communication network N. In addition, the vehicle load data acquisition unit 3 may calculate the difference between the weight when there are no passengers on board and the weight when there are passengers on board for each vehicle (car) of the train, and acquire vehicle load data D1 for each vehicle (car) of the train.

[0031] The vehicle load data acquisition unit 3 installed on each train acquires data related to the weight of the train for each section during which the train is in operation, i.e., for each section between adjacent stops on the railway line of each train, and then subtracts from the acquired data the pre-stored weight of the train when no passengers are on board to acquire data related to the total weight of passengers on board the train for each section (vehicle load data D1), and links the acquired data to information related to the train number of the train and information related to the section from which the data was acquired, and transmits it to the vehicle load data server 2 via the communication network N.

[0032] [4 User terminals] The user terminal 4 is, for example, an information device such as a smartphone or tablet terminal owned by a user who receives information using the congestion status information system 100, and is used for inputting search condition data D3 by the user and displaying the list screen G1 and detail screen G2 to the user, as described below. As shown in Figure 1, the user terminal 4 is configured to include, for example, a control unit 41, a memory unit 42, and a communication unit 43, similar to the data analysis server 1, and further includes a display unit 44 and an operation unit 45.

[0033] The configurations of the control unit 41, the storage unit 42, and the communication unit 43 are the same as those of the control unit 11, the storage unit 12, and the communication unit 13 in the data analysis server 1, respectively.

[0034] The display unit 44 includes a display such as an LCD (Liquid Crystal Display), and displays an image based on the display control signal output from the control unit 41 on the display screen.

[0035] The operation unit 45 includes, for example, a keyboard having character input keys, number input keys, and other keys associated with various functions, and receives operation input from a user who uses the user terminal 4 and outputs an operation signal corresponding to the operation input to the control unit 41. The operation unit 45 may be, for example, a touch panel formed integrally with the display unit 44, and is not particularly limited as long as it can receive operation input from the user.

[0036] [5 Route Search System] The route search system 200 is a system related to route searches external to the congestion status information system 100, and as described below, the data analysis server 1 obtains route data D4, which is information related to travel routes that match the search condition data D3, from the route search system 200. The route search system 200 is not particularly limited as long as it can acquire information related to travel routes that match the set search conditions, and the data analysis server 1 can communicate with any existing system related to route search and acquire route data D4.

[0037] [6 Communication Network] The communication network N is, for example, the Internet, a telephone line network, a mobile phone communication network, a wireless LAN communication network, etc., and connects each device that constitutes the congestion status information system 100, the user terminal 4, and the route search system 200, as shown in Figure 1. The communication network N is not particularly limited as long as it can connect the devices constituting the congestion status information system 100, the user terminal 4, and the route search system 200 as described above and can transmit and receive data between them.

[0038] [Second operation explanation] The operation of the congestion status information system 100 according to this embodiment will be described below. The operation of the congestion status information system 100 is roughly divided into two steps: tallying up congestion rates (step S1) and providing congestion information (step S2).

[0039] [1 Step S1 Aggregation of congestion rates] First, the operation of the present system when tallying up train congestion rates based on the vehicle load data D1 will be described with reference to the flowchart of FIG.

[0040] First, in the vehicle load data server 2, the control unit 21 extracts the vehicle load data D1 stored in the memory unit 22 at a predetermined time, for example, once a month or once a week, from the vehicle load data D1 stored in the memory unit 22, data stored over a predetermined period, for example, the most recent month or the most recent three months, and then transmits this data together with associated information (the train number of the train from which the data was acquired, the section from which the data was acquired, and information relating to the classification of the day on which the data was acquired (whether the day is a weekday, Saturday, Sunday, or public holiday)) from the communication unit 23 via the communication network N to the data analysis server 1 (step S1-1).

[0041] The data analysis server 1 receives the vehicle load data D1 transmitted from the vehicle load data server 2 via the communication unit 13 and estimates the number of passengers for each section of each train for which the vehicle load data D1 was acquired (step S1-2).

[0042] Specifically, the number of passengers on each train in each section is estimated by dividing the weight related to the vehicle load data D1 for each train in each section by a predetermined weight determined in advance as the weight per passenger. For example, if the weight value related to the vehicle load data D1 for a certain section of a certain train is 10,000 kg and the specified weight determined as the weight per passenger is 65 kg, the number of passengers on that section of the train is estimated to be 10,000 ÷ 65 ≒ 154 people.

[0043] Next, the control unit 11 of the data analysis server 1 calculates the congestion rate for each section of each train for which the vehicle load data D1 has been acquired, and acquires information related to the congestion rate for each section of each train (step S1-3).

[0044] Specifically, the congestion rate for each section of each train is calculated by dividing the number of passengers for each section of each train estimated in step S1-2 by the number of passengers when the occupancy rate for each train is 100%, which is predetermined for each train. For example, if the number of passengers estimated in step S1-2 for a certain section of a certain train is 154, and the number of passengers when the predetermined occupancy rate for that train is 100% is 140, then 154 ÷ 140 = 1.1, and the congestion rate is calculated as 110%.

[0045] Next, the control unit 11 of the data analysis server 1 tally up the congestion rates for each section of each train calculated in step S1-3 by train number and the classification of the day on which the data was acquired (whether the day in question is a weekday, Saturday, Sunday, or public holiday) (step S1-4). That is, the congestion rates are tallied by calculating the average congestion rate for each section of trains that share the same train number and the same section on the day the data was acquired. For example, in step S1-1, vehicle load data D1 on weekdays is obtained for three trains with a certain train number (departing from Station A and arriving at Station D via Stations B and C; the sections between each station are referred to as Sections AB, etc.), and the congestion rates calculated from the data for the first train are Section AB: 80%, Section BC: 90%, Section CD: 80%, the congestion rates calculated from the data for the second train are Section AB: 70%, Section BC: 85%, Section CD: 75%, and the congestion rates calculated from the data for the third train are Section AB: 90%, Section BC: 105%, Section CD: 95%. If the congestion rates for each section on weekdays for the train with that train number are averaged to be Section AB: 80%, Section BC: 93%, Section CD: 83%, then the congestion rates for the train with that train number on weekdays will be aggregated as Section AB: 80%, Section BC: 93%, Section CD: 83%.

[0046] Next, the control unit 11 of the data analysis server 1 classifies the congestion rates for each section of the train for each train number into multiple levels for weekdays, Saturdays, Sundays, and holidays according to a predetermined standard, based on the congestion rates tallied in step S1-4 (step S1-5). Note that these classifications of congestion rates into multiple levels according to a certain standard are called "congestion levels."

[0047] For example, if the congestion rate collected in step S1-4 is less than 30%, it is classified as level 1; if the congestion rate collected in step S1-4 is 30% or more but less than 75%, it is classified as level 2; if the congestion rate collected in step S1-4 is 75% or more but less than 100%, it is classified as level 3; if the congestion rate collected in step S1-4 is 100% or more but less than 125%, it is classified as level 4; and if the congestion rate collected in step S1-4 is 125% or more, it is classified as level 5.

[0048] When the classification of the congestion rate into a plurality of levels in step S1-5 is completed, the control unit 11 stores data relating to the classification result (congestion level data D2) in the storage unit 12 (step S1-6).

[0049] [2 Step S2 Providing congestion information] Next, the operation of the present system when providing congestion information to the user will be described with reference to the flowchart of FIG.

[0050] When a user wishes to use this system to receive information, the user first uses the operation unit 45 of the user terminal 4 to input search condition data D3, which is data related to the search conditions for the route search desired by the user (step S2-1).

[0051] The search condition data D3 is data that includes, for example, information regarding the departure station desired by the user, information regarding the arrival station desired by the user, information regarding the departure time from the departure station or the arrival time at the arrival station desired by the user, and information regarding priorities during a search (for example, which of the fare, travel time, etc. is given more importance).

[0052] When the user inputs search condition data D3, the control unit 41 of the user terminal 4 transmits the input search condition data D3 from the communication unit 43 to the data analysis server 1 via the communication network N (step S2-2). As a result, the data analysis server 1 can acquire the search condition data D3 by receiving the data transmitted from the user terminal 4 via the communication unit 13. After acquiring the search condition data D3 from the user terminal 4, the data analysis server 1 then searches for travel routes that match the search condition data D3 and acquires route data D4, which is data related to the travel routes that match the search condition data D3.

[0053] Specifically, the data analysis server 1 communicates with the route search system 200 via the communication unit 13, and acquires a predetermined number of pieces of information relating to routes from the user's desired departure station to the user's desired arrival station, which are included in the search condition data D3, that match the user's desired departure time or arrival time, in order of priority at the time of the search. For example, if the departure station is Shibuya, arrival station is Tachikawa, departure time is 19:20 on February 28th, and priority is in order of travel time, a specified number of pieces of information regarding the route from Shibuya Station to Tachikawa Station departing from Shibuya Station after 19:20 on February 28th will be obtained in order of shortest travel time.

[0054] The method of searching for a travel route is not particularly limited as long as it allows the data analysis server 1 to acquire the route data D4. For example, as described above, the data analysis server 1 may independently perform a route search using the route search system 200, or the route search system 200 may be made to perform all processes related to the route search, and the data analysis server 1 may simply receive the results.

[0055] After acquiring the route data D4, the control unit 11 then determines the congestion level for each section of the train being boarded on each route included in the route data D4, i.e., which of the multiple congestion rate levels related to the congestion level data D2 the train falls into (step S2-4). Specifically, as described above, the memory unit 12 stores, as congestion level data D2, data on the congestion rate for each section of a train for each train number, which is classified into multiple levels according to predetermined criteria for weekdays, Saturdays, Sundays, and holidays. Furthermore, since it is predicted that the train congestion rate will be approximately constant when the train number, day classification (whether the day is a weekday, Saturday, Sunday, or holiday) and section are the same, the control unit 11 extracts data on the congestion level corresponding to each section (having the same train number and day classification) for each boarded train on each route included in the route data D4 from the congestion level data D2 stored in the memory unit 12, thereby predicting what level of congestion will be for each section of each boarded train included in the route data D4 and identifying the congestion level for each section.

[0056] Next, the control unit 11 identifies points where the congestion level fluctuates for each boarded train on each route included in the route data D4 (step S2-5). For example, if a passenger boards a certain train from Station A to Station B to Station C to Station D to Station E to Station F to Station G, and step S2-4 determines that the congestion level between Station A and Station B is 3, the congestion level between Station B and Station C is 3, the congestion level between Station C and Station D is 4, the congestion level between Station D and Station E is 5, the congestion level between Station E and Station F is 5, and the congestion level between Station F and Station G is 2, then Stations C, D, and F will be identified as points where the congestion level fluctuates.

[0057] Next, the control unit 11 extracts points that satisfy a predetermined condition from the points where the congestion level fluctuates identified in step S2-5, and determines the congestion level fluctuation points for which information is to be provided to the user (step S2-6).

[0058] That is, first, the control unit 11 identifies the congestion level at the time of boarding for each boarded train on each route included in the route data D4. That is, among the congestion levels for each section identified in step S2-4, the congestion level for the first section after boarding corresponds to the congestion level at the time of boarding. Then, the control unit 11 extracts a point where the congestion level immediately after the congestion level fluctuation point identified in step S2-5 satisfies a predetermined condition in relation to the congestion level at the time of boarding.

[0059] Specifically, as shown in Figure 4, if the congestion level at the time of boarding is 1, the point where it changes to 3, 4, or 5; if the congestion level at the time of boarding is 2, the point where it changes to 4 or 5; if the congestion level at the time of boarding is 3, the point where it changes to 1, 2, or 5; if the congestion level at the time of boarding is 4, the point where it changes to 1, 2, or 3; and if the congestion level at the time of boarding is 5, the point where it changes to 1, 2, or 3 are points where the congestion level immediately after the congestion level change point identified in step S2-5 satisfies the specified condition in relation to the congestion level at the time of boarding.

[0060] In this case, for example, as described above, if a passenger boards a certain train from Station A to Station B to Station C to Station D to Station E to Station F to Station G, and step S2-4 identifies the congestion level between Station A and Station B as 3, the congestion level between Station B and Station C as 3, the congestion level between Station C and Station D as 4, the congestion level between Station D and Station E as 5, the congestion level between Station E and Station F as 5, and the congestion level between Station F and Station G as 2, then since the congestion level at the time of boarding is 3, Station D, which is at level 5, and Station F, which is at level 2, will be identified as points that satisfy the specified conditions in relation to the congestion level at the time of boarding.

[0061] The control unit 11 determines a point where the congestion level immediately after the congestion level change point identified in step S2-5 satisfies a predetermined condition in relation to the congestion level at the time of boarding as the congestion level change point for which information is to be provided to the user. If there are multiple such points, the control unit 11 identifies the point that the user passes through first after getting on the train, and determines that point as the congestion level change point for which information is to be provided to the user. In the above example, of station D, which is level 5, and station F, which is level 2, station D, which the user passes through first, is determined to be the congestion level change point for which information is to be provided to the user.

[0062] Next, the control unit 11 determines the content of the information to be provided to the user (step S2-7). That is, the control unit 11 compares the congestion level at the time of boarding each boarding train identified in step S2-6 with the congestion level immediately after the congestion level change point determined in step S2-6 for which information is to be provided to the user, and determines the content of the information to be provided to the user as shown in Figure 4.

[0063] Specifically, as shown in FIG. 4, if the congestion level at the time of boarding is 1, information that indicates that congestion is expected at points where this level changes to 3, 4, or 5 is provided to the user. Also, if the congestion level at the time of boarding is 2, the user will be provided with information that congestion is expected at points where this level changes to 4 or 5. In addition, if the congestion level at the time of boarding is 3, the user is provided with information that congestion is expected to be resolved at points where this level changes to 1 or 2, and information that congestion is expected to be present at points where this level changes to 5. In addition, if the congestion level at the time of boarding is 4, the user is provided with information that congestion is expected to be resolved at points where this level changes to 1 or 2, and information that congestion is expected to be alleviated at points where this level changes to 3. In addition, if the congestion level at the time of boarding is 5, the user is provided with information that congestion is expected to be resolved at points where this level changes to 1 or 2, and information that congestion is expected to be alleviated at points where this level changes to 3.

[0064] The pattern shown in FIG. 4 is merely an example, and is not necessarily limited to this. For example, the classification of congestion levels is not limited to five stages, and congestion levels may be classified in more detail than this, or may be classified into fewer levels than this. In addition, the congestion level change points for which information is provided to users can be determined based on the congestion level at the time of boarding and the congestion level immediately after the congestion level change point, and the type of information to be provided about those points can be determined appropriately by the operator managing and operating this system, such as a railway operator, based on the congestion situation on each line and the information to be provided to users, after comparing the congestion level at the time of boarding and the congestion level immediately after the congestion level change point.

[0065] Next, the control unit 11 creates a list screen G1 that displays a list of multiple travel routes related to the search results for travel routes in step S2-3 and information related to changes in congestion levels for each travel route (step S2-8).

[0066] The list screen G1 is a screen that includes, for example, as shown in Figure 5, a list of multiple route displays H1 that are displays related to the search results for travel routes in step S2-3 (displays of each route included in the route data D4), and a congestion fluctuation display H2 that displays information about the points determined in step S2-6 as determined in step S2-7.

[0067] As shown in Figure 5, the route display H1 is formed so that for each train, a straight line connects a circular display indicating when to board (boarding display H11) with a circular display indicating when to disembark (disembarking display H12).

[0068] Of these, the boarding display H11 is displayed in a different color depending on the congestion level at the time of boarding, that is, the congestion level in the first section after boarding, so that the user can recognize the congestion level at the time of boarding. The disembarking display H12 is displayed in a different color depending on the congestion level at the time of disembarking, i.e., the congestion level in the last section before disembarking, so that the user can recognize the congestion level at the time of disembarking. In either case, the congestion level at the time of boarding or disembarking can be recognized by color, for example, by displaying level 1 as gray, level 2 as light blue, level 3 as green, level 4 as orange, and level 5 as red.

[0069] As shown in FIG. 5, the congestion fluctuation display H2 displays information determined in step S2-7 about the congestion level fluctuation point for which information is to be provided to the user, determined in step S2-6. The congestion fluctuation display H2 is displayed in association with the corresponding route display H1, for example, by displaying it below each route display H1 as shown in FIG.

[0070] For example, in the top route display H1 in Figure 5, Yoyogi is the congestion level change point for which information is provided to the user as determined in step S2-6 for the first train, and Mitaka is the congestion level change point for which information is provided to the user as determined in step S2-6 for the second train, with "prospects for congestion to be resolved" corresponding to the information determined in step S2-7 for the first train, and "prospects for congestion to be alleviated" corresponding to the information determined in step S2-7 for the second train. Therefore, these two congestion fluctuation displays H2 are displayed in association with the route display H1.

[0071] The congestion fluctuation display H2 also includes information regarding the time required from the time of boarding each train to the congestion level change point for which information is provided to the user, as determined in step S2-6. In the congestion fluctuation display H2 corresponding to the top route display H1 in Figure 5, this corresponds to "4 minutes later" and "16 minutes later."

[0072] When the list screen G1 is created, the control unit 11 transmits data relating to the screen (list screen data D5) from the communication unit 13 to the user terminal 4 via the communication network N (step S2-9), and in the user terminal 4 that receives this via the communication unit 43, the control unit 41 displays the list screen G1 on the display unit 44 (step S2-10).

[0073] When the list screen G1 is displayed, the user uses the operation unit 45 of the user terminal 4 to select the route display H1 displayed on the list screen G1 for which the user wishes to check the details, and when the selection is made, the control unit 41 transmits information related to the selected route (selected route data D6) from the communication unit 43 to the data analysis server 1 via the communication network N (step S2-11).

[0074] In the data analysis server 1, when the communication unit 13 receives the selected route data D6, the control unit 11 creates a details screen G2 that displays details of the selected route (step S2-12).

[0075] As shown in Fig. 6, the details screen G2 is a screen that includes a route details display H3 that displays details of the route selected in step S2-11, a congestion status details display H4 that displays details of the congestion status of the route, and a congestion fluctuation display H2 similar to Fig. 5. Note that Fig. 6 illustrates the case where the top route display H1 displayed on the list screen G1 shown in Fig. 5 is selected.

[0076] As shown in FIG. 6, the route detail display H3 displays, for each train on each route, not only the boarding station and the disembarking station, but also all the stations along the route and their arrival times, the travel time of each train, etc. As shown in FIG. 6, the congestion status details display H4 displays icons determined in accordance with the congestion level of each section of each train along with the route details display H3.

[0077] In Figure 6, the congestion status detailed display H4 shows an example in which, corresponding to the congestion level of each section, an icon with five people drawn on it is displayed for a section with a congestion level of 5, an icon with four people drawn on it is displayed for a section with a congestion level of 4, an icon with three people drawn on it is displayed for a section with a congestion level of 3, an icon with two people drawn on it is displayed for a section with a congestion level of 2, and an icon with one person drawn on it is displayed for a section with a congestion level of 1. In other words, in this case, for the first train you board, the congestion level is 5 from Shibuya to Yoyogi and 1 from Yoyogi to Shinjuku, and for the second train you board, the congestion level is 5 from Shinjuku to Ogikubo, 4 from Ogikubo to Mitaka, and 3 from Mitaka to Tachikawa.

[0078] Note that the congestion status detailed display H4 may indicate the congestion level by the color of the icon in addition to or instead of the number of people written on the icon. For example, a gray icon may be displayed for a section whose congestion level is level 1, a light blue icon for a section whose congestion level is level 2, a green icon for a section whose congestion level is level 3, an orange icon for a section whose congestion level is level 4, and a red icon for a section whose congestion level is level 5, so that the congestion level of each section can be recognized by color.

[0079] When the detailed screen G2 is created, the control unit 11 transmits data relating to the screen (detailed screen data D7) from the communication unit 13 to the user terminal 4 via the communication network N (step S2-13), and in the user terminal 4 that receives this via the communication unit 43, the control unit 41 displays the detailed screen G2 on the display unit 44 (step S2-14).

[0080] [Third effect explanation] Next, the effects of the congestion status information system 100 according to this embodiment will be described.

[0081] According to the congestion status information system 100 of this embodiment, when a user inputs search condition data D3, the data analysis server 1 obtains the corresponding route data D4, and then identifies the congestion level for each section and the points where the congestion level fluctuates for each train on each route included in the route data D4, and creates a list screen G1 that links a congestion fluctuation display H2, which displays information related to the fluctuations in congestion at that point, with a route display H1, which displays information related to the route included in the route data D4, and a detail screen G2 that links the congestion fluctuation display H2 with a route detail display H3, which displays information related to the route included in the route data D4. This allows a user who views the list screen G1 and detailed screen G2 sent to the user terminal 4 to obtain information about points where the congestion level fluctuates, i.e., points where changes in congestion occur, making it easier for them to understand points where changes in congestion occur.

[0082] Furthermore, the congestion fluctuation display H2 does not display all points where the congestion situation fluctuates, but only displays information related to points where the congestion level fluctuates, which is determined by classifying the congestion rate into a plurality of levels in advance. This makes it possible to ignore slight changes in congestion and notify the user only of large changes in congestion that are likely to affect the user.

[0083] Furthermore, the congestion status information system according to this embodiment identifies the congestion level of each train at the time of boarding. For users, the congestion situation at the time of boarding the train is of primary importance, and this makes it possible to provide users with information relating to the congestion situation at the time of boarding each train.

[0084] Furthermore, when a user travels by train, they typically predict the train's future congestion status before boarding, so if there is a large change between the congestion status at the time of boarding and the congestion status after boarding, this will be an unexpected change for the user and will have a major impact. In this regard, the congestion status information system according to this embodiment compares the congestion level at the time of boarding with the congestion level immediately after the point where the congestion level changes, and determines only points where the congestion level immediately after the congestion level change point satisfies certain conditions in relation to the congestion level at the time of boarding as congestion level change points for which information will be provided to the user. This makes it possible to extract only points where there is a large change in the congestion status between the time of boarding each train and the congestion status after boarding, which is the case where the impact on the user is large as described above, and notify the user of this.

[0085] In addition, the display content of the congestion fluctuation display H2 is determined by comparing the congestion level at the time of boarding each train with the congestion level immediately after the point where the congestion level changes, making it easier for users to understand the fluctuations from the congestion level at the time of boarding.

[0086] Furthermore, if there are multiple points where the congestion level immediately after the point where the congestion level changes satisfies specified conditions in relation to the congestion level at the time of boarding, the first point that the user passes through after boarding the train is identified, and the list screen G1 and the detailed screen G2 include only information related to the first point that the user passes through after boarding the train, among the points that satisfy specified conditions in relation to the congestion level at the time of boarding, making it possible to provide concise information related to the first point where the congestion situation changes, which has the greatest impact on the user.

[0087] Furthermore, the congestion fluctuation display H2 includes not only information about the points where the congestion level fluctuates, but also information about the time required from boarding each train to the point, making it possible to provide the user with information about the time until the congestion situation changes. For users, the time until the congestion situation changes (how long the congestion situation will continue when boarding) is important, so by directly providing information regarding the time until the congestion situation changes as described above, it becomes easier for users to understand the time until the congestion situation changes.

[0088] Furthermore, the route display H1 includes a display relating to the congestion level at the time of boarding as the boarding time display H11, and the congestion fluctuation display H2 includes information relating to points where the congestion level fluctuates and information relating to the fluctuations in the congestion situation at those points, as well as information relating to the time required from the time of boarding to that point.As a result, a user who checks these displays can take into consideration the congestion situation at the time of boarding and the subsequent fluctuations in the congestion situation, and select a travel route that was not possible with the previous provision of information relating to the congestion situation, such as, for example, "It's crowded when I board, but the congestion will soon ease, so I'll take this train," or "It's empty when I board, but the train will eventually become very crowded, so I'll avoid this train."

[0089] Furthermore, since the list screen G1 includes multiple route displays H1 and congestion fluctuation displays H2 linked to each route display H1, it is possible to provide the user with information about routes that match the search criteria set by the user and information about fluctuations in congestion status for each route all at once.

[0090] [Fourth Modification] Next, a modified example of the congestion status information system 100 according to this embodiment will be described.

[0091] In the above, we have explained a case where in step S1 the data analysis server 1 comprehensively generates congestion level data D2 in advance, and in step S2, for each boarded train on each route included in the route data D4 that matches the search condition data D3 entered by the user, data relating to the congestion level corresponding to each section is extracted from the congestion level data D2 stored in the memory unit 12. However, instead, when the route data D4 is acquired, the congestion rate may be calculated based on the vehicle load data D1 for each boarded train on each route included in the route data D4, and the congestion level may be determined. In this case, the data analysis server 1 acquires route data D4 that matches the search condition data D3 entered by the user, and then acquires vehicle load data D1 corresponding to each section only for the trains on each route included in the route data D4 from the vehicle load data server 2. Using this data, the data analysis server 1 estimates the number of passengers, calculates the congestion rate, and aggregates the congestion rate, and then determines the congestion level, as described in step S1.

[0092] In addition, in the above, we have described a case where the data analysis server 1 estimates the number of passengers based on the vehicle load data D1 acquired from the vehicle load data server 2, calculates the congestion rate, and acquires information related to the congestion rate, but the method of acquiring information related to the congestion rate is not limited to using the vehicle load data D1. For example, a camera may be installed in each car of a train, and the images taken by the camera may be analyzed to estimate the number of passengers and calculate the congestion rate, or a beacon may be installed in each car of a train, and the number of passengers may be estimated from the number of mobile devices that receive radio waves emitted from the beacon, and the congestion rate may be calculated. Furthermore, for example, the number of passengers on the train may be estimated by calculating the number of mobile terminals on the train using GPS location data of the mobile terminals carried by the users.

[0093] In addition, in the above, we have explained the case where the data analysis server 1 acquires route data D4 from the route search system 200, which is an external system related to route search, using the communication unit 13. However, it is also possible to store information necessary for route search, such as information related to train schedules, in the memory unit 12 of the data analysis server 1, and then have the control unit 11 of the data analysis server 1 perform a route search itself to create the route data D4, thereby acquiring this data. [Explanation of symbols]

[0094] 100 Congestion Information System 1. Data analysis server 11 control unit (first identification means, second identification means, guidance information generation means, third identification means, fourth identification means, fifth identification means) 12 Storage section 13 Communication unit (acquisition means) 2. Vehicle load data server 3 Vehicle load data acquisition section 4. User terminal 200 Route Search System N Communication Network D1 Vehicle load data D2 Congestion level data D3 Search criteria data D4 Route data (route information) D5 List screen data (guidance information) D6 Route selection data D7 Detailed screen data (guidance information) G1 List Screen G2 details screen H1 Route Display H11 Display when boarding H12 Display when getting off H2 Congestion fluctuation display H3 Route details display H4 Detailed congestion status display

Claims

1. an acquisition means for acquiring route information, which is information relating to a travel route to be provided to a user; a first determination means for predicting which of a plurality of classifications of congestion rates for each section of a train to be taken on the travel route corresponds to, and determining the congestion level for each section; a second identification means for identifying a congestion level change point, which is a point at which the congestion level changes, for the boarding train; a guidance information generating means for linking variation information, which is information relating to a variation in the congestion state at the congestion level variation point, with the route information, and generating guidance information, which is information to be provided to a user; a third specifying means for specifying a congestion level at the time of boarding a train on the travel route; a fourth specifying means for specifying a point among the congestion level change points where the congestion level immediately after the point satisfies a predetermined condition in relation to the congestion level at the time of boarding; a fifth specifying means for specifying, when there are a plurality of points specified by the fourth specifying means, a point that the vehicle will pass through first after getting on the vehicle among the plurality of points; A congestion status guidance system characterized in that the guidance information generation means links the variable information related to the location identified by the fourth identification means or the fifth identification means with the route information to generate the guidance information.

2. an acquisition means for acquiring route information, which is information relating to a travel route to be provided to a user; a first determination means for predicting which of a plurality of classifications of congestion rates for each section of a train to be taken on the travel route corresponds to, and determining the congestion level for each section; a second identification means for identifying a congestion level change point, which is a point at which the congestion level changes, for the boarding train; a guidance information generating means for linking variation information, which is information relating to a variation in the congestion state at the congestion level variation point, with the route information, and generating guidance information, which is information to be provided to a user; The congestion status guidance system is characterized in that the guidance information includes information regarding the congestion level at the time of boarding and disembarking of the train on the travel route.

3. an acquisition means for acquiring route information, which is information relating to a travel route to be provided to a user; a first determination means for predicting which of a plurality of classifications of congestion rates for each section of a train to be taken on the travel route corresponds to, and determining the congestion level for each section; a second identification means for identifying a congestion level change point, which is a point at which the congestion level changes, for the boarding train; a guidance information generating means for linking variation information, which is information relating to a variation in the congestion state at the congestion level variation point, with the route information, and generating guidance information, which is information to be provided to a user; The congestion status guidance system, wherein the guidance information includes information relating to the required time from boarding to the congestion level change point.

4. The congestion status guidance system according to claim 1, characterized in that the guidance information generating means determines the content of the change information by comparing the congestion level at the time of boarding with the congestion level immediately after the congestion level change point.

5. A congestion status guidance method executed by a congestion status guidance system, an acquisition step of acquiring route information which is information related to a travel route to be provided to a user; a first identification step of predicting which of a plurality of classifications of congestion rates for each section of a train to be taken on the travel route falls under and identifying the congestion level for each section; a second identification step of identifying a congestion level change point, which is a point at which the congestion level changes, for the boarding train; a guidance information generating step of linking variation information, which is information related to a variation in the congestion state at the congestion level variation point, with the route information to generate guidance information, which is information to be provided to a user; a third specifying step of specifying a congestion level at the time of boarding for a train to be boarded on the travel route; a fourth specifying step of specifying a point among the congestion level change points, where the congestion level immediately after the point satisfies a predetermined condition in relation to the congestion level at the time of boarding; a fifth specifying step of specifying a first point to be passed after getting on the vehicle among the plurality of points specified in the fourth specifying step, A congestion status guidance method characterized in that the guidance information generation step links the variable information related to the location identified in the fourth identification step or the fifth identification step with the route information to generate the guidance information.

6. A congestion status guidance method executed by a congestion status guidance system, an acquisition step of acquiring route information which is information related to a travel route to be provided to a user; a first identification step of predicting which of a plurality of classifications of congestion rates for each section of a train to be taken on the travel route falls under and identifying the congestion level for each section; a second identification step of identifying a congestion level change point, which is a point at which the congestion level changes, for the boarding train; a guidance information generating step of linking variation information, which is information related to a variation in a congestion state at the congestion level variation point, with the route information to generate guidance information, which is information to be provided to a user; The congestion status guidance method, wherein the guidance information includes information relating to the congestion level at the time of boarding and disembarking of a train on the travel route.

7. A congestion status guidance method executed by a congestion status guidance system, an acquisition step of acquiring route information which is information related to a travel route to be provided to a user; a first identification step of predicting which of a plurality of classifications of congestion rates for each section of a train to be taken on the travel route falls under and identifying the congestion level for each section; a second identification step of identifying a congestion level change point, which is a point at which the congestion level changes, for the boarding train; a guidance information generating step of linking variation information, which is information related to a variation in a congestion state at the congestion level variation point, with the route information to generate guidance information, which is information to be provided to a user; The congestion status guidance method, wherein the guidance information includes information relating to the required time from boarding to the congestion level change point.

8. Computer, an acquisition means for acquiring route information, which is information relating to a travel route to be provided to a user; a first specifying means for predicting which of a plurality of classifications of congestion rates for each section of a train to be taken on the travel route falls into, and specifying the congestion level for each section; a second identification means for identifying a congestion level change point, which is a point at which the congestion level changes, for the boarding train; a guidance information generating means for linking variation information, which is information relating to a variation in the congestion state at the congestion level variation point, with the route information, and generating guidance information, which is information to be provided to a user; a third specifying means for specifying a congestion level at the time of boarding a train on the travel route; a fourth specifying means for specifying a point among the congestion level change points, where the congestion level immediately after the point satisfies a predetermined condition in relation to the congestion level at the time of boarding; when there are a plurality of points identified by the fourth identification means, the fifth identification means is configured to identify the first point that the vehicle will pass through after getting on the vehicle among the plurality of points; A congestion status guidance program characterized in that the guidance information generation means links the variable information related to the location identified by the fifth identification means with the route information to generate the guidance information.

9. Computer, an acquisition means for acquiring route information, which is information relating to a travel route to be provided to a user; a first specifying means for predicting which of a plurality of classifications of congestion rates for each section of a train to be taken on the travel route falls into, and specifying the congestion level for each section; a second identification means for identifying a congestion level change point, which is a point at which the congestion level changes, for the boarding train; a guidance information generating means for linking variation information, which is information relating to a variation in the congestion state at the congestion level variation point, with the route information, and generating guidance information, which is information to be provided to a user; It functions as The congestion status guidance program is characterized in that the guidance information includes information regarding the congestion level of a train on the travel route when boarding and when disembarking.

10. Computer, an acquisition means for acquiring route information, which is information relating to a travel route to be provided to a user; a first specifying means for predicting which of a plurality of classifications of congestion rates for each section of a train to be taken on the travel route falls into, and specifying the congestion level for each section; a second identification means for identifying a congestion level change point, which is a point at which the congestion level changes, for the boarding train; a guidance information generating means for linking variation information, which is information relating to a variation in the congestion state at the congestion level variation point, with the route information, and generating guidance information, which is information to be provided to a user; It functions as The congestion status guidance program, wherein the guidance information includes information relating to the time required from boarding to the congestion level change point.

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