JP7117520B2 - Navigation method, navigation system, moving object, and navigation program - Google Patents

Description

The present disclosure relates to navigation methods, navigation systems, mobile bodies, and navigation programs.

There is a car navigation technology that searches for and guides a route when a moving body such as an automobile moves to a destination. For example, in a certain car navigation technology, a route to a destination that avoids a specific accident-prone point or route is searched in road network data. In addition, if no route to avoid is searched, a route that restricts the passage of a specific point or route is searched for in the road network data.

Japanese Patent No. 4521036

However, the car navigation technology described above merely searches road network data for a route along which a car travels to a destination. It can be said that the road network inherently has abundant choices of routes to the destination, in other words, the degree of freedom of route selection is high. Therefore, in car navigation technology, it is important to find a route that avoids a specific point or route.

A non-limiting embodiment of the present disclosure contributes to the provision of a technology that can realize smooth movement using a mobile body by a movement plan that considers areas and times that may cause congestion due to scheduled events that occur in the future. .

A navigation method according to an aspect of the present disclosure is a navigation method executed by at least one computer, comprising a processor and a memory, wherein the processor stores schedule information in which one or more events occurring in the future are scheduled. and information about a place associated with the event, estimating an area and time in which congestion may occur around the place, and information based on the estimation result of the area and time, wherein the schedule Information about a movement plan when moving using a mobile body based on the information is presented on the mobile body, and the information about the movement plan is used to start moving the mobile body from a current position toward a destination. The generation of the information indicating the time at which the movement should start includes detecting the current position of the moving body, receiving input of information indicating the destination, and associated with the event. A route from the current position to the destination is searched for in the map information including the location, and when the searched route and the estimated area where congestion may occur overlap, the estimated occurrence of congestion. calculating information indicating a movement start time at which the movement should start based on the obtained time, wherein the calculation of the information indicating the time at which the movement should start includes determining whether the route and the congested area are Shifting the movement start time from the current position at which the moving object can reach the location by moving along the route by the time when the event occurs if there is no overlap is shifted according to the estimated time when the congestion may occur. Including changing to the time of day .

Further, a navigation system according to an aspect of the present disclosure includes a mobile body and a server that communicates with the mobile body, wherein the server includes schedule information in which one or more events occurring in the future are scheduled; an estimating unit for estimating an area and time in which congestion may occur around the location based on information about the location associated with the event; and a transmitting unit for transmitting an estimation result of the estimating unit to the moving object. wherein the moving object comprises a receiving unit for receiving the estimation result, and information based on the estimation result, which is information relating to a movement plan when moving using the moving object based on the schedule information. a detection unit for detecting the current position of the mobile object; an input unit for inputting information indicating the destination of the mobile object; and map information including the location associated with the event. a storage unit for storing, a route search unit for searching for a route from the current position of the moving body to the destination in the map information in the storage unit, the route searched by the route search unit, and the estimation When the area in which congestion may occur in the result overlaps, the moving body starts moving on the route from the current position toward the destination based on the time in which congestion may occur in the estimation result. calculating information indicating a movement start time to be moved, and if the route and the area where the congestion may occur do not overlap, the moving body can move on the route and reach the location by the time when the event occurs; and a calculation unit that changes the movement start time from the current position to a time shifted according to the estimated time at which congestion may occur .

In addition, a mobile object according to an aspect of the present disclosure is based on schedule information in which one or more events that will occur in the future are scheduled, and information on a location associated with the event, in the vicinity of the location. A receiving unit that receives results of estimating areas and times in which congestion may occur; A display unit for displaying information about the movement plan , a detection unit for detecting the current position of the moving object, an input unit for inputting information indicating the destination of the moving object, and a location associated with the event. a storage unit that stores map information stored in the storage unit; a route search unit that searches for a route from the current position of the moving body to the destination in the map information in the storage unit; and the route searched by the route search unit and the area in which the congestion may occur in the estimation result overlap, the moving object follows the route from the current position toward the destination based on the time in which the congestion may occur in the estimation result. Information indicating a movement start time at which movement should be started is calculated, and if the route and the area where congestion may occur do not overlap, the moving body moves along the route by the time the event occurs and determines the location. and a calculation unit that changes the movement start time from the current position, which can reach the destination, to a time shifted according to the estimated time at which the congestion may occur .

Further, the navigation program according to one aspect of the present disclosure causes the processor to perform the location information based on the estimation result of the area and time when congestion may occur around the A process for displaying information about a movement plan on a display unit is executed , the information about the movement plan includes information indicating a time at which the moving object should start moving from a current position toward a destination, and the movement is performed. The generation of information indicating the time to start is performed by detecting the current position of the mobile body, accepting input of information indicating the destination, and generating the current A route from a position to the destination is searched, and when the searched route overlaps with the estimated area where congestion may occur, the movement is started based on the estimated time when congestion may occur. calculating information indicating a time to start movement, wherein the calculation of information indicating a time to start movement is performed when the moving object is in the event of the event when the route and the area where congestion may occur do not overlap. It includes changing the movement start time from the current position at which the location can be reached by traveling the route by the time of occurrence, to a time shifted according to the estimated time at which the congestion may occur.

These generic or specific aspects may be realized by systems, methods, integrated circuits, computer programs, or recording media, and any of the systems, devices, methods, integrated circuits, computer programs and recording media may be implemented in any combination.

According to one aspect of the present disclosure, movement using a mobile body can be guided by a movement plan that considers an area and time that may cause congestion due to a scheduled future event.

Further advantages and advantages of one aspect of the present disclosure are apparent from the specification and drawings. Such advantages and/or advantages are provided by the several embodiments and features described in the specification and drawings, respectively, not necessarily all provided to obtain one or more of the same features. no.

1 is a plan view schematically showing an example of a floor map in a passenger terminal, which is an example of airport facilities according to one embodiment; FIG. 1 is a diagram showing a configuration example of a navigation system according to an embodiment; FIG. A block diagram showing an example of a functional configuration of mobility according to one embodiment. FIG. 2 is a block diagram showing an example hardware configuration of mobility according to an embodiment; FIG. 2 is a block diagram showing an example functional configuration of a management server according to one embodiment; A diagram showing an example of flight information stored and managed in a management server according to an embodiment. A diagram showing an example of flight reservation information stored and managed in a management server according to an embodiment FIG. 4 is a diagram showing an example of mobility attribute information stored and managed in a management server according to one embodiment; A diagram showing an example of area/facility-related information stored and managed in a management server according to an embodiment. A diagram showing an example of area divisions in an airport facility according to an embodiment FIG. 2 is a block diagram showing an example hardware configuration of a management server according to one embodiment; 4 is a flowchart illustrating an example of mobility operation according to an embodiment; Graph showing an example of "advance correction" of departure time from current position of mobility according to one embodiment 4 is a flow chart showing an example of the operation of a management server according to one embodiment; Flowchart showing an example of option 1 (information presentation of airport facilities) regarding an example of mobility operation according to an embodiment 4 is a flowchart illustrating an example of option 2 (billing-related processing) regarding an example of mobility operation according to an embodiment; 4 is a flowchart showing an example of option 1 (billing-related processing) regarding an operation example of a management server according to an embodiment; Flowchart showing an example of option 3 (speed setting process used for time correction) regarding an example of mobility operation according to an embodiment 4 is a flowchart illustrating an example of option 4 (alert processing) for an example of mobility operation according to one embodiment. 4 is a flowchart showing an example of option 2 (alert processing) regarding an operation example of a management server according to an embodiment; The figure which shows an example of the display mode in the display part of the mobility which concerns on one Embodiment. The figure which shows another example of the display mode in the display part of the mobility which concerns on one Embodiment.

BEST MODE FOR CARRYING OUT THE INVENTION Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings as appropriate. However, more detailed description than necessary may be omitted. For example, detailed descriptions of well-known matters and redundant descriptions of substantially the same configurations may be omitted. This is to avoid unnecessary verbosity in the following description and to facilitate understanding by those skilled in the art.

It should be noted that the accompanying drawings and the following description are provided for a thorough understanding of the present disclosure by those skilled in the art and are not intended to limit the claimed subject matter.

<Overview>
In this embodiment, a system (hereinafter sometimes referred to as a "navigation system") that provides navigation services to users of facilities such as airports will be described.

For example, a navigation system according to one embodiment provides a user with a navigation service that contributes to smooth movement using mobility in a case where an airport user moves between passenger terminals using a mobile object (e.g., mobility). do. A “passenger terminal” may be either an “international terminal” or a “domestic terminal”.

A "navigation" service may be regarded as an example of a service that presents information about plans for future movement using mobility to mobility. Such a navigation service may be abbreviated as "mobility navigation".

A non-limiting example of "mobility" is a power wheelchair. A non-limiting example of a user who uses a power wheelchair is a disabled or elderly person. Airport users such as disabled and elderly people who have lower mobility than healthy people are sometimes referred to as "passengers with reduced mobility (PRM)".

For example, the navigation system provides a service that guides or directs a power wheelchair used by the PRM to move within a passenger terminal to a destination specified by the PRM. Non-limiting examples of destinations within a passenger terminal include boarding gates, lounges, restaurants, cafes, restrooms, or shops such as souvenir shops.

“Mobility” is not limited to electric wheelchairs. For example, a small electric vehicle (for example, an electric standing two-wheeled vehicle, an electric cart, an electric trolley, or an electric stroller) may correspond to mobility. In other words, any mobile object that is expected to be used in airport facilities may correspond to "mobility." In addition, users who move using "mobility" (hereinafter sometimes abbreviated as "mobility users") are not limited to PRMs. A healthy person may be a mobility user.

Mobility has, for example, an automatic driving mode that recognizes its position and autonomously moves within a certain area. In a state in which the automatic driving mode is not enabled, the mobility may be controlled to move (in other words, “driving”) in the manual operation mode according to the user's manual operation.

For example, when the mobility is moving autonomously in the automatic driving mode, and the manual operation input by the user is detected, the mobility may cancel the automatic driving mode and perform movement control based on the manual operation.

Movement of the mobility may be controlled through, for example, an operation unit mounted on the mobility, or through an information terminal such as a mobile phone (including a smart phone) possessed by the mobility user. Movement of the mobility may be remotely controlled from a server computer (hereinafter abbreviated as "server").

The information terminal may also be referred to as user equipment (UE). The UE is not limited to a mobile phone, but may be a tablet terminal, a laptop computer, a PDA (personal digital assistance), a digital music player, an electronic book reader, or the like.

The mobility may be equipped with, for example, a sensor that senses surrounding obstacles and the like. For example, mobility can automatically avoid collisions and automatically stop movement by controlling movement based on the sensing results of sensors. Obstacles may include one or both of an object and a living body such as a person. Note that "sensing" may be read as other terms such as "detection", "detection", or "positioning".

The mobility may be owned by the airport and rented to the user according to a predetermined rental procedure, or may be owned by the user. Airport-owned mobility may have the ability or mode to move autonomously to a predetermined collection (or waiting) location, for example, upon user termination. Such features or modes may be referred to as "auto-recovery features" or "auto-recovery modes." For example, the "automatic collection function" can reduce the workload of airport staff.

The input for mobility information such as a destination may be input manually by a mobility user, or may be input by reading information. For example, information read at the UE may be input to mobility via communication.

For example, by reading a barcode printed on a boarding ticket or a two-dimensional code such as a QR (quick response) code (registered trademark) with a UE, boarding gate information can be input to mobility as a destination. For example, boarding gate information may be read by the UE from a digital signage that displays flight information installed in a passenger terminal and input to mobility.

In addition, from the digital signage that displays map information such as floor maps and / or facility information installed in the passenger terminal, the UE reads destination information such as boarding gates, lounges, restaurants, cafes, or shops. , may be entered in mobility.

Also, for example, by linking the mobility user's passport information and information managed by an airport-side system (e.g., server) (e.g., information on the mobility user's scheduled boarding flight, etc.), the mobility user's scheduled boarding flight and boarding gate information can be specified.

Therefore, for example, information on the mobility user's boarding gate may be input to mobility as destination information through communication between the airport-side system and mobility based on the passport information presented by the mobility user at the time of immigration.

For example, when a mobility user reserves a flight using an application provided by an airport-side system, the boarding gate information specified based on the reservation information is the destination information. may be input to mobility from the airport side system.

The “flight information” is, for example, information in which flight times (departure times and/or arrival times) are scheduled, and is sometimes referred to as “flight schedule”. Departure flight information may include, for example, flight number, destination, departure time, and boarding gate information.

<Example of airport facilities>
FIG. 1 is a plan view schematically showing an example of a floor map inside a passenger terminal, which is an example of airport facilities according to one embodiment. As a non-limiting example, FIG. 1 shows a map of a departure gate floor in an international terminal.

In FIG. 1, each of G101-G117 represents a boarding gate (which may be referred to as a "departure gate"). Passengers, for example, undergo a security inspection in a security check area after checking in in a boarding procedure (check-in) area.

Passengers who pass the security check, for example, proceed to an immigration (eg, passport control) and customs inspection area and undergo an immigration and customs inspection. Passengers who have passed immigration and customs inspection move along the aisles to any of the boarding gates G101-117 where their scheduled flight awaits.

Mobility may be activated, for example, by passengers who have passed immigration and customs inspections. For example, if passengers are allowed to undergo security inspection while using mobility, use of mobility may be started from an area before the security inspection area (eg, security gate).

In FIG. 1, facilities such as lounges, restaurants, cafés, restrooms, or shops are indicated by hatching on one or both sides in the width direction of the passage leading to any of the gates G101-117. are placed appropriately. For example, rest chairs and other equipment (hereinafter sometimes referred to as “installation”) may be arranged in the passage. Depending on the arrangement of equipment in the aisle, the width of the aisle may vary.

Here, for example, as the current time approaches the departure time of a flight departing from boarding gate G109, when many passengers scheduled to board the flight gather in the area around boarding gate G109, the area around boarding gate G109 Congestion increases.

In FIG. 1, the width of the aisle is narrowed because there are installed objects in the aisle in the area around the boarding gate G109. Therefore, for example, if the PRM mobility moving to boarding gate G106 is involved in the congestion of the area around boarding gate G109 (hereinafter sometimes referred to as "congested area"), compared to passengers moving on foot, It can take a long time to get through the congestion.

For example, depending on the size (e.g., width) of the mobility, it may take a lot of time for the mobility to pass through the congested area, or it may not be possible for the mobility to pass through the congested area until the congestion clears. Therefore, there is a possibility that the mobility user will miss the departure time of the flight scheduled to board from the boarding gate G106.

Therefore, in the present embodiment, for example, based on flight information and information related to the location associated with the flight (e.g., boarding gate), future congestion and time zones that may occur around the boarding gate of the airport are estimated. . In addition, navigation services using the estimation results are provided to mobility users.

"Estimate" may be read as "prediction" or "guess". A "passenger terminal" is an example of an area in an airport facility where pedestrians can travel on foot and mobility users can travel using mobility.

"Flight information" is an example of schedule information in which future events (eg, flights) are scheduled at airport facilities. A "boarding gate" is an example of an airport facility and an example of a "location" associated with a scheduled event (flight). A "location" associated with an event is an example of a location that is affected by the event in terms of congestion and may conveniently be referred to as an "event impact area" or "flight impact area."

Navigation services may include, for example, presenting estimates of possible future congestion and times of day around boarding gates and/or information based on the estimates to mobility users.

In addition, based on the estimation result, the navigation service includes information (time or duration) that enables the mobility user to reach the boarding gate from the current location by searching for a route and/or traveling along the route. ) may be included. The navigation service may also include, for example, presenting information about the searched route and/or the calculated time to the mobility user.

"Presenting" information to the mobility user may be, for example, displaying the information on a display that is viewed by the mobility user. The display may be a mobility display or a UE display owned by a mobility user. If the mobility is equipped with a printer, printing the information with the printer may correspond to "presenting" the information.

The navigation service may also include presenting the mobility user with information about airport facilities (e.g., lounges, restaurants, cafes, restrooms, retail stores, etc.) located around the searched route. .

The information about airport facilities may include or be associated with, for example, advertisement information of airport facilities and/or privilege information for users of airport facilities. The privilege information is, for example, information relating to privileges such as coupons or discount coupons given to users of airport facilities. Advertisement information and privilege information may be collectively referred to as, for example, “information that induces visits to facilities”.

<System configuration example>
An example of a navigation system that provides a navigation service (mobility navigation) as described above will be described below. In the following explanation, a passenger terminal is an example of airport facilities, and boarding gates, lounges, restaurants, cafes, restrooms, or shops such as souvenir shops located within a passenger terminal are airport facilities is an example.

FIG. 2 is a diagram showing a configuration example of a navigation system according to one embodiment. The navigation system 1 shown in FIG. 2 includes, for example, a management server 11 and one or more mobility (M) 13 . Each mobility 13 has, for example, a wireless communication function, and can communicate with the management server 11 .

Communication between each of the mobilities 13 and the management server 11 may illustratively take place via an access point (AP) 15 . Also, communication between each of the mobilities 13 and the management server 11 may illustratively be performed via a network (NW) 17 including the Internet and/or a local area network (LAN).

FIG. 2 shows an example in which the management server 11 and one or more APs 15 are connected to the network 17 by, for example, wired cables. A LAN cable may be used as the wired cable, or an optical fiber cable may be used.

Each of the mobilities 13 communicates with the management server 11 via the network 17 by wirelessly connecting to any AP 15, for example. AP 15, for example, may be an AP that performs communication in compliance with wireless LAN-related standards such as IEEE802.11, LTE, LTE-advanced, or next-generation (eg, 5G) or later mobile communication standards It may be a base station that performs compliant communications.

When the mobility 13 is located within the wireless service area formed by the AP 15, it is possible to wirelessly connect with the AP 15 and communicate wirelessly.

Communication between each mobility 13 and the management server 11 may be bi-directional communication. Mobility 13 and AP 15 are provided, for example, in a passenger terminal. The management server 11 may be provided inside the passenger terminal, or may be provided outside the passenger terminal, for example. The management server 11 is an example of the elements of the above-mentioned airport system.

In addition, as shown in FIG. 2, the navigation system 1 may be provided with a settlement server 19 . The payment server 19 performs billing (or payment) processing when advertisement information and/or privilege information regarding airport facilities such as restaurants, cafes, and souvenir shops are presented to the mobility user in the navigation service of the mobility 13. I do.

Although the management server 11 and the settlement server 19 are shown separately in FIG. 2, the functions of both may be integrated into one server. Further, one or both of the management server 11 and the settlement server 19 may be provided in plural units in the navigation system 1 . Management processing may be distributed and performed by a plurality of management servers 11 . Similarly, payment processing may be performed in a distributed manner by a plurality of payment servers 19 . Also, one or both of the management processing and the settlement processing may be realized by distributed processing by a plurality of servers without distinguishing between the management server 11 and the settlement server 19 .

Configuration examples of the mobility 13 and the management server 11 will be described below for each item.

<Mobility configuration example>
FIG. 3 is a block diagram showing an example functional configuration of the mobility 13 according to one embodiment, and FIG. 4 is a block diagram showing an example hardware configuration of the mobility 13 according to one embodiment.

(Example of functional configuration of mobility)
As shown in FIG. 3, the mobility 13 illustratively includes an operation unit 131, an input unit 132, a display unit (display) 133, a communication unit 134, a sensor 135, a storage unit 136, a drive unit 137, a battery 138, and A controller 139 may be provided.

Operation unit 131 is operated by, for example, a mobility user, and inputs a signal corresponding to the operation (hereinafter sometimes referred to as “operation signal”) to control unit 139 . For example, an operation signal corresponding to a user's operation for instructing the mobility to move forward, backward, change direction, or increase/decrease the movement speed may be input to the control unit 139 . A drive control signal corresponding to the operation signal is supplied from the control unit 139 to the drive unit 137, for example, so that the behavior (in other words, driving state) of the mobility 13 is controlled according to the user's operation.

The input unit 132 receives input of information, for example. For example, information designating a destination within a passenger terminal is received by the input unit 132 and input to the control unit 139 .

The display unit 133 displays information, for example. Information displayed on the display unit 133 may be, for example, information stored in the storage unit 136 or information generated by the control unit 139 . For example, information related to mobility navigation may be displayed on the display unit 133 .

For example, an input screen prompting the mobility user to input information such as a destination may be generated by the control unit 139 and displayed on the display unit 133 . Further, for example, in relation to mobility navigation, the display unit 133 may display map information of a passenger terminal, facility information installed in the passenger terminal, and/or advertisement information related to the facility information.

Also, for example, the display unit 133 may display information indicating an area around the boarding gate where congestion is expected due to flights (hereinafter sometimes referred to as “anticipated congestion area”) and its time period. Further, for example, the display unit 133 may display information indicating a travel route avoiding the expected congestion area and its time zone and a travel start time (departure time) from the current position.

The time period in which congestion is expected is, for example, the time period from before the departure time of the flight to the departure time of the flight. However, the times after the departure time of the flight may be included in the time period when congestion is expected. For example, the time period after the departure time of the flight until the time when the congestion is expected to gradually ease and disappear may be included as a margin in the expected congestion time period.

Note that the input unit 132 and the display unit 133 may be configured by individual devices, or may be integrated into a device such as a touch panel display that can input and output (display) information in parallel. may

The communication unit 134 communicates with the management server 11 via the AP 15 and the network 17, for example. Therefore, the communication unit 134 may include, for example, an information transmission unit and an information reception unit (not shown). Communication with the management server 11 by the communication unit 134 may be controlled by the control unit 139, for example.

For example, the communication unit 134 transmits/receives information related to mobility navigation to/from the management server 11 . Also, the communication unit 134 may receive the information read by the UE as described above and input it to the control unit 139 by communicating with the UE, for example. Information read at the UE may include information read from digital signage, as described above. Note that the mobility 13 may be provided with a UE holder (not shown) for attaching the UE to the mobility 13 .

The communication unit 134 may also include, for example, an LED light receiver (not shown) that receives LED (light emitting diode) light of digital signage. By providing the LED light receiver, for example, the communication unit 134 can read information indicated by blinking LED light from the digital signage without going through the UE.

Note that the communication unit 134 is, for example, a circuit that transmits (eg, broadcasts) a wireless signal (eg, a transmission signal such as a beacon signal) used for position estimation (or position detection) of the mobility 13, and/or , may comprise circuitry for receiving such radio signals. For example, the location of the mobility 13 can be estimated based on the location information of one or more APs 15 that received the wireless signals transmitted by the mobility 13 .

Therefore, for example, when the AP 15 that has received the wireless signal notifies the management server 11 of the reception of the wireless signal via the network 17 , the management server 11 can estimate the position of the mobility 13 .

Further, for example, when the mobility 13 receives radio signals from one or more radio devices (AP 15 or radio devices different from AP 15) installed in the airport facility, the position of the mobility 13 can be determined. Estimation (or detection) in the mobility 13 is also possible. Note that the mobility 13 and/or the management server 11 may estimate (or detect) the position of the mobility 13 using radio waves (radio signals) of GPS (global positioning system).

The sensor 135 senses the surroundings of the mobility 13, for example. By sensing, for example, an obstacle or the like existing around the mobility 13 can be detected. For example, the control unit 139 controls the drive unit 137 based on the sensing result (hereinafter sometimes referred to as “sensor information”), thereby enabling the mobility 13 to automatically avoid collision (or mode) and/or automatically stop function. (or mode) is realized.

Storage unit 136 stores information related to mobility navigation. For example, map information of airport facilities (for example, passenger terminals), flight information, information indicating flight reservation status, attribute information of the mobility 13, and/or information regarding airport facilities may be stored in the storage unit 136. . Note that the attribute information of the mobility 13 may be abbreviated as "mobility attribute information". In addition, information indicating flight reservation status may be abbreviated as “flight reservation information”.

The information about airport facilities may be, for example, information that guides, introduces, or advertises airport facilities. As will be described later with reference to FIG. 10, the information on airport facilities includes passages, passage widths, and/or information on airport facilities included in each area when the airport facilities are divided into several areas. may be included or associated with Hereinafter, the information about the facilities in the airport may be referred to as "facility-related information" or "area/facility-related information".

Flight information, flight reservation information, and mobility attribute information will be described later with reference to FIGS.

The drive unit 137 comprises the drive mechanism of the mobility 13 including, for example, motors and wheels. The drive control signal corresponding to the operation signal input through the operation unit 131 is provided from the control unit 139 to the drive unit 137, thereby controlling the operating state of the mobility 13. FIG.

For example, by controlling the rotation direction and number of rotations of the motor and/or the direction of the wheels in accordance with the drive control signal, the mobility 13 can move forward, backward, change direction, and/or increase/decrease the movement speed. done. In addition, the drive unit 137 may have a mechanism for floating and moving the mobility 13 .

A battery 138, for example, supplies power for operating each of the components (elements) 131-137 and 139 illustrated in FIG. As a non-limiting example, the battery 138 may be a rechargeable battery (also called a secondary battery) such as a lithium ion battery.

The control unit 139 controls the overall operation of the mobility 13 by controlling the operation of each of the elements 131 to 138 described above, for example. Focusing on mobility navigation, the controller 139 may include, for example, a route searcher 1391 , a current position detector 1392 , and a required time estimator 1393 .

Also, the control unit 139 may include, for example, a facility-related information management unit 1394, a communication control unit 1395, a display control unit 1396, a drive control unit 1397, and an alert processing unit 1398. Facility-related information manager 1394 and/or alert processor 1398 may be optional.

The route search unit 1391 searches, for example, one or more routes from the current position of the mobility 13 to the destination in the passenger terminal map information. A route searched by the route search unit 1391 may be abbreviated as a “searched route”.

The current position of the mobility 13 is detected by the current position detector 1292, for example. The destination may be input (or designated) through the input unit 132, for example. Map information of passenger terminals is stored in the storage unit 136, for example.

The current position detection unit 1392 detects the current position of the mobility 13 by communication using the communication unit 134, for example. For example, the current position of the mobility 13 may be detected (also referred to as “estimation”) based on the reception strength of radio waves received from one or more APs 15 and/or wireless devices in the communication unit 134 .

Alternatively, the current position of the mobility 13 may be detected using GPS radio waves received by the communication unit 134 . Also, the current position of the mobility 13 may be detected by mutually complementary use of wireless signals (eg, beacon signals) received from the AP 15 or other wireless devices and GPS radio waves.

The current position of the mobility 13 may be estimated or detected by the management server 11, for example, based on a radio signal for position estimation, such as a beacon signal, transmitted from the communication unit 134 of the mobility 13. FIG.

The required time estimating unit 1393, for example, based on the attribute information (for example, moving speed and size) of the mobility 13, when the mobility 13 moves from the current position to the destination along the route searched by the route searching unit 1391. Calculate and estimate the time.

Estimation of the required time may be performed, for example, based on information indicating the expected congestion area and its time zone. The expected congestion area and its time period may be estimated by the management server 11 and acquired from the management server 11 by communication via the communication unit 134, for example.

The required time estimating unit 1393 calculates, for example, the departure time from the current position at which the mobility 13 can move avoiding the expected congestion area and its time zone.

The facility-related information management unit 1394 stores, for example, information related to airport facilities such as boarding gates, lounges, restaurants, cafes, restrooms, and shops (hereinafter sometimes referred to as "facility-related information" for convenience). It manages in the section 136 . The facility-related information may, for example, include, or be associated with, advertising information and/or privilege information on facilities within the airport.

The communication control unit 1395 controls communication between the mobility 13 and external devices (for example, the AP 15 and/or the management server 11) via the communication unit 134, for example.

The display control unit 1396 controls the display state of the display unit 133 by, for example, giving the display unit 133 a display control signal corresponding to information to be displayed on the display unit 133 .

For example, in the manual mode, the drive control section 1397 generates a drive control signal according to the operation signal input through the operation section 131 and gives it to the drive unit 137 . Thereby, the driving state of the drive unit 137 is controlled, and the driving state of the mobility 13 is controlled.

Further, in the automatic operation mode, the drive control unit 1397 cooperates with the route search unit 1391, the current position detection unit 1392, and the sensor 135, for example, and drives control for autonomous movement of the route searched by the route search unit 1391. A signal is generated and provided to the drive unit 137 .

For example, the drive control unit 1397 determines the destination from the current position based on the information on the current position detected by the current position detection unit 1392, the information on the designated destination, and the map information in the storage unit 136. Generate a drive control signal for autonomous movement of the search route to.

The drive control signal may be generated or corrected based on sensor information from the sensor 135, for example. For example, "deviation" from the route during movement of the mobility 13 may be corrected based on sensor information.

For example, dead reckoning ( The moving direction of the mobility 13 may be corrected based on dead reckoning.

Dead reckoning is also referred to as relative self-localization. When the mobility 13 is provided with a plurality of wheels, the movement direction of the mobility can be changed by independently controlling the amount of rotation of the wheels. Therefore, the moving direction of the mobility 13 can be estimated based on the amount of rotation of each wheel. The three-dimensional information indicating the surrounding environment of the mobility 13 may be acquired by a camera (not shown) mounted on the mobility 13, for example.

Further, when the sensor information indicates detection of an obstacle, a drive control signal for reducing the moving speed of the mobility 13 or a drive control signal for stopping the movement of the mobility 13 may be generated.

Note that the automatic operation mode may be set so that a plurality of operation modes can be selected. For example, a driving mode in which each of a plurality of people, such as a family, uses the mobility 13 to move in a group, and a driving mode in which a single person uses the mobility 13 to move are set to the automatic driving mode. may be For example, the setting of the movement speed of the mobility 13 may differ for each driving mode.

Setting or selection of the operation mode may be performed through the operation unit 131, for example. Information on the set or selected operating mode (hereinafter sometimes referred to as “operating mode setting information”) is stored in the storage unit 136 via the control unit 139, for example. The drive control unit 1397 refers to the operation mode setting information in the storage unit 136 to generate a drive control signal according to the operation mode.

For example, according to the estimation or calculation result of the required time estimating unit 1393, the alert processing unit 1398 determines that the mobility 13 does not have enough time to arrive at the destination (for example, the boarding gate) and that there will be a delay. Generate alert information if

Alert information may be transmitted to the management server 11 via the communication unit 134, for example. When the management server 11 receives the alert information, for example, the management server 11 can notify the airport staff of the presence of the mobility 13 that will cause a delay in arriving at the boarding gate, and prompt them to take prompt action.

By including, for example, information indicating the current position of the mobility 13 in the alert information, it becomes easy to find the mobility 13 that is delayed in arriving at the destination. Further, the alert information includes, for example, information indicating that the mobility 13 is moving toward the destination and/or the estimated time of arrival at the destination estimated by the required time estimation unit 1393. good too.

By including the information indicating that the mobility 13 is moving toward the destination in the alert information, for example, it is possible to notify the airport staff of the mobility user's current situation. In addition, since the estimated arrival time at the destination is the estimated time in consideration of the congestion expected area and its time zone, if the estimated arrival time is included in the alert information, for example, the airport staff will be notified when the mobility user The estimated time of arrival at the boarding gate can be communicated with some degree of accuracy.

In some cases, the management server 11 may support the movement of the mobility 13 to the destination by remotely controlling the driving state of the mobility 13 that has sent the alert information, for example, by communicating via the network 17. .

In addition, the alert processing unit 1398 sends a signal notifying the surroundings of the mobility 13 of an alert state to the annunciator mounted on the mobility 13 ( not shown). An annunciator may be a device that notifies the surroundings of an alert condition by sound and/or light.

By informing the surroundings of the alert state, for example, it becomes easier to find the mobility 13 that is delayed in moving to the destination, and it is expected that surrounding people will support the movement. For example, positive support such as guiding the movement of the mobility 13 so that it can move smoothly can be expected, and passive support such as giving way so that the mobility 13 can pass through a congested passage can be expected.

Note that the alert processing unit 1398, for example, when an abnormal state such as a failure of the mobility 13 is detected, and/or when an operation for notifying an emergency situation to the airport system is performed through the operation unit 131 Also, alert information may be sent to the management server 11 . This enables, for example, airport staff to quickly replace malfunctioning mobility 13 and/or respond quickly to emergencies.

The above-described alert processing can give the mobility user (for example, PRM) a sense of security when using the airport facility with mobility 13, so that the reliability of the airport facility can be improved, and the image of the airport facility can be improved. To contribute.

(Example of mobility hardware configuration)
As shown in FIG. 4, the mobility 13 may include, for example, a processor 1001, an input device 1002, an output device 1003, a memory 1004, and a storage 1005 when focusing on the hardware configuration. The mobility 13 may also comprise a communication interface (IF) 1006, a sensor 1007, a drive unit 1008, and a power supply circuit 1009. These elements 1001-1009 may be connected by bus 1010, for example.

Processor 1001 controls the operation of mobility 13 . Processor 1001 is an example of a circuit or device with computing power. At least one of a CPU (central processing unit), an MPU (micro processing unit), and a GPU (graphics processing unit) may be used for the processor 1001, for example.

The input device 1002 may include, for example, the operation unit 131 and the input unit 132 shown in FIG. The input device 1002 may include at least one of a device used for inputting information to the mobility 13, such as an operation button and a microphone. Information may be input to processor 1001 through input device 1002 .

The output device 1003 may include, for example, the display unit 133 shown in FIG. For example, the output device 1003 may include at least one of a display (or monitor) corresponding to the display unit 133, a printer, and a speaker. The display may be, for example, a touch panel display. A touch panel display may be considered to correspond to both the input device 1002 and the output device 1003 .

The memory 1004 stores, for example, programs executed by the processor 1001 and data or information processed in response to execution of the programs. The memory 1004 may include random access memory (RAM) and read only memory (ROM). A RAM may be used as a work memory of the processor 1001 . A "program" may also be referred to as "software" or an "application."

The storage 1005 stores programs executed by the processor 1001 and data or information processed according to the execution of the programs. The storage 1005 may store the previously described flight information and information related to mobility navigation such as map information. Information related to mobility navigation may be stored in the storage 1005 in advance, or may be provided from the management server 11 and stored in the storage 1005, for example.

The storage 1005 may include a solid state drive device such as a hard disk drive (HDD) or solid state drive (SSD). Non-volatile memory, such as flash memory, may be included in storage 1005 in addition to or as an alternative to solid state drive devices.

The memory 1004 and storage 1005 may be considered to correspond to the storage unit 136 in FIG.

The program may include a program that implements mobility navigation as described above (hereinafter sometimes abbreviated as "mobility navigation program"). All or part of the program code that constitutes the mobility navigation program may be stored in the memory 1004 and/or the storage 1005, or may be incorporated into part of the operating system (OS).

Programs and/or data may be provided in a form recorded on a recording medium readable by processor 1001 . Examples of recording media include flexible discs, CD-ROMs, CD-Rs, CD-RWs, MOs, DVDs, Blu-ray discs, portable hard discs, and the like. A semiconductor memory such as a USB (universal serial bus) memory is also an example of a recording medium.

Programs and/or information may also be provided (downloaded) to the mobility 13 via the network 17 from, for example, an application server (not shown). For example, programs and/or information may be provided to mobility 13 through communication IF 1006 and stored in memory 1004 and/or storage 1005 . Programs and/or data may also be provided to mobility 13 through input device 1002 and stored in memory 1004 and/or storage 1005 .

The communication IF 1006 corresponds to, for example, the communication unit 134 in FIG. 3 and is an interface for communicating with the AP 15 and/or the network 17 . The communication IF 1006 has a wireless interface for wireless communication with the AP 15, for example. Also, the communication IF 1006 may have a wired interface for wired communication with the network 17 .

Processor 1001 reads out and executes a mobility navigation program stored in storage unit 136, for example, so that mobility 13 functions as an example of a device that supports mobility navigation as described above.

For example, the processor 1001 executes the mobility navigation program to implement the controller 139 and the elements 1391 to 1398 of the controller 139 illustrated in FIG.

Sensor 1007 and drive unit 1008 correspond to, for example, sensor 135 and drive unit 137 shown in FIG. 3, respectively.

The power supply circuit 1009 may correspond to the battery 138 shown in FIG. 3, for example. A power supply circuit 1009 supplies power to each of the elements 1001 to 1008 for operating the elements 1001 to 1008 shown in FIG. 4, for example.

<Management server configuration example>
Next, a configuration example of the management server 11 will be described. FIG. 5 is a block diagram showing an example of the functional configuration of the management server 11 according to one embodiment, and FIG. 11 is a block diagram showing one example of the hardware configuration of the management server 11 according to one embodiment. . 6 to 9 are diagrams showing examples of information formats stored and managed by the management server 11. FIG.

(Function configuration example of management server)
As shown in FIG. 5 , the management server 11 may include an input section 112 , a display section 113 , a communication section 114 , a storage section 116 and a control section 119 .

The input unit 112 receives input of information, for example. For example, information input by an operator of the management server 11 is received by the input unit 112 and input to the control unit 119 .

The display unit 113 displays information, for example. Information displayed on the display unit 113 may be, for example, information stored in the storage unit 116 or information generated by the control unit 119 . For example, information related to mobility navigation may be displayed on the display unit 113 .

For example, map information of a passenger terminal, facility information installed at the passenger terminal, and/or advertisement information related to the facility information may be displayed on the display unit 113 in relation to mobility navigation.

Further, for example, the display unit 113 may display information indicating an area where congestion is expected on the route from the current position of the mobility 13 to the destination (for example, an area around the boarding gate) and the time period.

Note that the input unit 112 and the display unit 113 may be configured by separate devices, or may be integrated into a device capable of simultaneously inputting and outputting (displaying) information, such as a touch panel display. may

The communication unit 114 communicates with one or both of the mobility 13 and the payment server 19 via the AP 15 and/or the network 17, for example. Therefore, the communication unit 114 may include, for example, an information transmission unit and an information reception unit (not shown). Communication with one or both of the mobility 13 and the payment server 19 may be controlled by the control unit 119, for example.

For example, the communication unit 114 transmits and receives information related to mobility navigation to and from the mobility 13 . Further, the communication unit 114 transmits/receives information related to billing processing to the advertiser to/from the settlement server 19, for example, when advertisement information is provided to the mobility user in relation to mobility navigation.

The control unit 119 controls the operations of the elements 112, 113, 114, and 116 described above, and controls the overall operation of the management server 11, for example. Focusing on mobility navigation, the control unit 119 includes, for example, a mobility management unit 1191, a congestion estimation unit 1192, an alert processing unit 1193, a remote control unit 1194, a communication control unit 1195, a display control unit 1196, and a billing unit. A (settlement) processing unit 1197 may be provided. Alert processor 1193, remote control 1194, and/or billing processor 1197 may be optional.

The mobility management unit 1191 manages, for example, one or more mobilities 13 used in a passenger terminal. For managing the mobility 13, for example, any one or more of the current position, driving state, attributes, and movement history (movement log) of the mobility 13 are associated with the ID of the mobility 13 (mobility ID). may include managing the Managing information may include, for example, accessing storage unit 116 and/or updating information.

The attribute information of the mobility 13 may include, for example, the model, maximum speed, and size information of the mobility 13 . Information indicating the current position and driving state of the mobility 13 may be acquired by communication with the mobility 13 via the communication unit 114, for example. Information indicating the current location of the mobility 13 may be obtained using GPS, for example.

The congestion estimation unit 1192 estimates the congestion expected area and its time period, for example, based on the flight information and the information on the location associated with the flight (for example, the boarding gate).

In addition to the flight information and the boarding gate information, for example, by using information on the current location and destination of the mobility 13, the congestion situation estimation unit 1192 can, for example, predict congestion on the route along which the mobility 13 moves from the current location to the destination. The expected area and its time period may be estimated.

At the airport facility, each passenger moves to their intended boarding gate based on the flight information in which the future event of the flight is scheduled. Therefore, by using the flight information and the boarding gate information, it is possible to estimate with a certain degree of accuracy the areas in which congestion is expected around individual boarding gates and the time periods therefor.

Therefore, one or both of the number of people who have reserved flights (or the number of people who have completed check-in procedures) and the mobility attribute information may not be used to estimate the congestion expected area and its time period. The number of people who have completed the check-in procedure may be abbreviated as "the number of people checked in".

If one or both of flight reservation number (or check-in number) and mobility attribute information are used together with flight information and boarding gate information, it is possible to increase the accuracy of estimating the expected congestion area and its time period. can.

The alert processing unit 1193 performs alert processing, for example, when alert information transmitted from the mobility 13 to the management server 11 is received through the communication unit 114 . The alert process may include, for example, a process of displaying received alert information on the display unit 112 . By displaying the alert information on the display unit 112, for example, it is possible to inform the airport staff of the existence of the mobility 13 that will cause a delay in arrival at the boarding gate and prompt them to take action.

For example, when the alert processing unit 1193 receives the alert information, the remote control unit 1194 remotely controls the driving state of the mobility 13 that sent the alert information by communication via the network 17, for example. Remote control of mobility 13 can support movement of mobility 13 to a destination.

The communication control unit 1195 controls communication between the management server 11 and external devices (for example, the mobility 13 and/or the payment server 19) via the communication unit 114, for example.

The display control unit 1196 controls the display state of the display unit 113 by, for example, giving the display unit 113 a display control signal corresponding to information to be displayed on the display unit 113 .

The billing (settlement) processing unit 1197 performs billing (or settlement) processing of advertising fees when advertising information regarding airport facilities such as restaurants, cafes, and souvenir shops is presented to mobility users in mobility navigation, for example. conduct.

For example, when the mobility 13 enters an area in which a facility for which advertisement information is presented is located on the movement route to the destination by the mobility navigator, the billing process is performed by the payment method specified in advance by the advertiser of the advertisement information. .

For example, the mobility 13 may notify the settlement server 19 via the management server 11 or not via the management server 11 whether or not the mobility 13 has entered a specific area.

The storage unit 116 stores information related to mobility navigation, for example. As a non-limiting example, flight information 1161, flight reservation information 1162, mobility attribute information 1163, mobility location information 1164, airport facility map information 1165, and area/facility related information 1166 are stored in the storage unit 116. may be

(Example of information format)
An example of flight information 1161 is shown in FIG. FIG. 6 illustrates flight information 1161 of "Departure". The flight information 1161 is, for example, schedule information regarding a plurality of flights, and may be displayed, for example, on an electronic bulletin board within airport facilities.

As shown in FIG. 6, the flight information 1161 includes, for example, the flight number of the flight, the destination, the departure time on time, the departure time change (whether or not the flight is canceled), the check-in procedure place, the boarding Information such as gate and check-in status may be included or associated.

The boarding gate information is an example of information indicating the place where the event occurred, which is associated with “flight”, which is an example of an event scheduled to occur in the flight information 1161 .

FIG. 7 is a diagram showing an example of the flight reservation information 1162. As shown in FIG. The flight reservation information 1162 is, for example, information indicating the reservation status (for example, the number of reservations) for each departing flight. The flight reservation information 1162 may include, as a non-limiting example, the number of people booked for each departing flight and the number of people who have completed check-in procedures (hereinafter sometimes referred to as "number of people checked in"). or may be associated with

FIG. 8 is a diagram showing an example of the mobility attribute information 1163. As shown in FIG. The mobility attribute information 1163 is information indicating the attributes of the mobility 13 such as the moving speed of the mobility 13, the driving mode, and the size of the mobility 13, for example.

As a non-limiting example, the mobility attribute information 1163 may include information indicating the model, maximum speed supported, and size (L×W×H) for each identification information (ID) of the mobility 13. may or may be associated. Note that, as illustrated in FIG. 8, information indicating the movement history of the mobility 13 (for example, a movement log) may be included in or associated with the mobility attribute information 1163 .

The moving speed of the mobility 13 may be, for example, about the same speed as the normal walking speed of a healthy person. For example, the mobility 13 can move in a variable speed range from 0 km to 6 km per hour. The maximum speed of mobility 13 may be, for example, in the range of 4-6 km/h.

A mobility 13 that moves at a maximum speed of 6 km/h or less is treated (or classified) as a pedestrian under the Road Traffic Act of Japan. When considering the safety of indoor movement such as airport facilities, the movement speed of the mobility 13 may be set to a speed lower than the maximum speed (for example, about 4 km/h).

Information indicating the above-described driving mode of the mobility 13 may be included in or associated with the mobility attribute information 1163 . The movement speed of the mobility 13 may also differ depending on the difference in driving mode. Note that the mobility attribute information 1163 does not need to include information indicating the driving mode for the mobility 13 for which a plurality of driving modes are not prepared.

Information indicating the size of the mobility 13 (hereinafter sometimes abbreviated as “size information”) includes, for example, information indicating length (L), width (W), and/or height (H). can be The size of the mobility 13 can affect, for example, whether it can smoothly move or pass through the aisles of an airport facility. For example, it can be said that the width of the mobility 13 is more likely to affect whether smooth passage movement is possible than the length (L) and height (H) of the mobility 13 .

Therefore, information about the movement speed, driving mode, and/or size of the mobility 13 is information that influences the estimation of the time it takes for the mobility 13 to move through the corridors in the airport facility and reach the destination from the current position. is an example.

For example, different travel speeds and/or driving modes of the mobility 13 may result in different estimated times. Different sizes of mobilities 13 may have different easiness of movement, for example in relation to passage width, and thus different estimated times.

In the movement log of the mobility 13, for example, the management server 11 records the current position of the mobility 13 periodically estimated or detected using a beacon signal transmitted by the mobility 13 and/or GPS in chronological order. can be managed by

The mobility location information 1164 is information indicating the current location of the mobility 13 estimated or detected using a beacon signal transmitted by the mobility 13 and/or GPS, and is managed by the mobility management unit 1191 described above, for example. be.

FIG. 9 is a diagram showing an example of the area/facility related information 1166. As shown in FIG. In the area/facility related information 1166, as a non-limiting example, as described later with reference to FIG. , "Aisle Width", "Facilities" may be included or associated.

In addition, the area/facility related information 1166 includes information on "advertisements" and/or "privileges" for facility users regarding "facility" (for example, shops such as lounges, restaurants, cafes, and souvenir shops). may be associated with it.

In addition, regarding the “advertisement” and/or “privilege”, information on the billing destination (hereinafter sometimes referred to as “billing destination information”) may be included in or associated with the area/facility related information 1166. may The billing destination information is, for example, information indicating a payment method (withdrawal from a designated bank account, credit card payment, etc.) specified by the advertiser.

For example, if it can be determined (or presumed) that a mobility user presented with an "advertisement" and/or a "privilege" in mobility navigation has used the facility, the management server 11 (for example, billing processing unit 1197) executes billing processing for the settlement server 19 .

As an example of a case where it may be determined (or presumed) that the mobility user has used the relevant facility, based on the mobility position information 1164 and the area/facility related information 1166, it is determined whether the mobility 13 has entered the area of the relevant facility. or not.

Next, FIG. 10 shows an example of area division in an airport facility (for example, departure terminal). FIG. 10 schematically shows part of the floor map (plan view) of the departure terminal, for example area A#1, area B#1, area B#2, and area C#. It is

Also, for example, a lounge A, a cafe B, and a souvenir shop C are arranged on the side of the passage in the area A#1. For example, a restroom (WC) D and an information counter E are arranged on the side of the passage of the area B#1. For example, a smoking room F is arranged on the side of the passage of area B#2.

In addition, area A#1 and installed object a#1 are arranged, installed objects b#11 and b#12 are arranged in area B#1, and installed object b#2 is arranged in area B#2. , and an installed object c#1 is arranged in the area C#1. Installation a#1 divides the passage of area A#1 into two passages (IDs) aa#11 and aa#12.

Similarly, installations b#11 and b#12 divide the passage in area B#1 into two passages (IDs) bb#11 and bb#12. Installation b#2 divides the path of area B#2 into two paths (IDs) bb#21 and bb#22.

Therefore, for example, as shown in FIG. 9, lounge A is specified (or identification).

Other facilities (café B, souvenir shop C, toilet D, information counter E, and smoking room F) can also be identified (or identified) by combining area IDs and passage IDs. is.

Note that the area divisions in airport facilities are not limited to the example in FIG. For example, the area division method may be changed according to the shape of the floor on which the facilities are arranged and/or the number of facilities arranged per unit area (in other words, arrangement density). For example, an area with a high facility density may be divided into smaller areas than an area with a low facility density. In addition, the area may be divided for each facility.

The smaller the size of the divided areas, the more detailed mobility navigation can be achieved, but the amount of information to be managed and/or processed increases, so there is a trade-off relationship between the two. The partition size may be optimized considering such trade-offs.

Area divisions may also be managed using information indicating boundaries that divide areas. For example, in the area/facility-related information shown in FIG. 9, information corresponding to area IDs, passage IDs, and/or passage widths may be managed by information indicating boundary lines indicated by dotted lines in FIG.

(Hardware configuration example of management server)
As shown in FIG. 11, the management server 11 may include, for example, a processor 2001, an input device 2002, an output device 2003, a memory 2004, and a storage 2005 when focusing on the hardware configuration. Also, the management server 11 may include a communication IF 2006 and a power supply circuit 2009 . These elements 2001-2006 and 2009 may be connected by bus 2010, for example.

A processor 2001 controls the operation of the management server 11 . Processor 2001 is an example of a circuit or device with computing power. At least one of a CPU, MPU, and GPU may be used for the processor 2001, for example.

Input device 2002 may include, for example, input unit 112 shown in FIG. The input device 2002 may include at least one of devices used for inputting information to the management server 11, such as operation buttons, a keyboard, a mouse, and a microphone. Information may be input to processor 2001 through input device 2002 .

The output device 2003 may include, for example, the display unit 113 shown in FIG. For example, the output device 2003 may include at least one of a display (or monitor) corresponding to the display unit 113, a printer, and a speaker. The display may be, for example, a touch panel display. A touch panel display may be considered to correspond to both the input device 2002 and the output device 2003 .

The memory 2004 stores, for example, programs executed by the processor 2001 and data or information processed in response to execution of the programs. Memory 2004 may include RAM and ROM. A RAM may be used as a work memory of the processor 2001 .

The storage 2005 stores programs executed by the processor 2001 and data or information processed according to the execution of the programs. At least one of the information 1161 to 1166 illustrated in FIG. 5 may be stored in the storage 2005 .

The storage 2005 may include a solid state drive device such as a hard disk drive (HDD) or solid state drive (SSD). Non-volatile memory, such as flash memory, may be included in storage 2005 in addition to or as an alternative to solid state drive devices.

The memory 2004 and storage 2005 may be considered to correspond to the storage unit 116 in FIG.

The program may include a mobility navigation program. All or part of the program code that constitutes the mobility navigation program may be stored in the memory 2004 and/or the storage 2005, or may be incorporated into part of the operating system (OS).

Programs and/or data may be provided in a form recorded on a recording medium readable by processor 2001 . Examples of recording media include flexible discs, CD-ROMs, CD-Rs, CD-RWs, MOs, DVDs, Blu-ray discs, portable hard discs, and the like. A semiconductor memory such as a USB memory is also an example of a recording medium.

Also, the program and/or information may be provided (downloaded) to the management server 11 via the network 17 from an application server (not shown), for example. For example, programs and/or information may be provided to the management server 11 through the communication IF 2006 and stored in the memory 2004 and/or storage 2005 . Programs and/or data may also be provided to management server 11 through input device 2002 and stored in memory 2004 and/or storage 2005 .

The communication IF 2006 corresponds to, for example, the communication unit 114 in FIG. 5 and is an interface for communicating with the AP 15, the network 17, and/or the settlement server 19. Communication IF 2006 may include, for example, a wired interface for wired communication with network 17 and/or payment server 19 .

Processor 2001 reads out and executes a mobility navigation program stored in storage unit 116, for example, so that management server 11 functions as an example of a device that supports mobility navigation as described above.

For example, when the processor 2001 executes the mobility navigation program, the controller 119 and elements 1191 to 1197 of the controller 119 illustrated in FIG. 5 are implemented.

A power supply circuit 2009 supplies power to each of the elements 2001 to 2006 for operating the elements 2001 to 2006 shown in FIG. 11, for example.

The hardware configuration example of the settlement server 19 may be the same as the hardware configuration example of the management server 11 illustrated in FIG. 11 . The settlement server 19 has, for example, a functional unit that performs settlement processing based on information about the billing destination and the settlement method acquired through communication with the management server 11 .

<Operation example>
An operation example of the above-described navigation system 1 will be described below with reference to FIGS. 12 to 20. FIG.

(Mobility operation example)
FIG. 12 is a flow chart illustrating an example of operation of the mobility 13 according to one embodiment. The flowchart shown in FIG. 12 may be executed, for example, in the control unit 139 in FIG. 3 (processor 1001 in FIG. 4).

As exemplified in FIG. 12, the mobility 13 receives input of information indicating the destination of the mobility 13 (for example, an airport facility such as a boarding gate) to the control unit 139 through the input unit 133 or the communication unit 134 (S11 ). Information indicating the current position of mobility 13 may be received by control unit 139 via input unit 133 or communication unit 134, for example. The received information may be transmitted to the management server 11 via the communication unit 134 .

The input of the information indicating the destination may be performed, for example, by the mobility user selecting a location corresponding to the destination on the map displayed on the display screen of the display unit 133 .

When receiving the information indicating the destination, the control unit 139 detects (or estimates) the current position of the mobility 13 using the current position detection unit 1392 (S12). The order of processing S11 and processing S12 may be interchanged, or may be executed in parallel.

After that, the control unit 139 searches for a route (for example, the shortest route) from the current position of the mobility 13 to the destination based on the map information 1165 stored in the storage unit 136, for example, using the route search unit 1391 ( S13).

The map information 1165 may be, for example, information received by the communication unit 134 from the management server 11 through the network 17 and/or the AP 15, or may be information received by LED light of digital signage.

When a route is searched by the route search, the route search unit 1391 selects, for example, an area through which the searched route passes (in other words, it passes through) (hereinafter sometimes abbreviated as a “passage area” for convenience). ) is extracted (S14). It should be noted that the "passing area" corresponds to one of the divided areas, for example, when the map information of the airport facilities is divided into a plurality of areas as described above.

When one or more passage areas are extracted by the route search unit 1391, the control unit 139 converts the estimated arrival time of the mobility 13 for each passage area into the speed information in the mobility attribute information 1163 in the required time estimation unit 1393, for example. Based on this, it calculates (S15).

When the estimated arrival time for each passing area is calculated, the required time estimating unit 1393, for example, determines whether or not any passing area and estimated arrival time overlap with the expected congestion area and its time period (S16 ).

Information on the expected congestion area and its time period is estimated by the management server 11 and received from the management server 11, for example. For example, as will be described later with reference to FIG. Send to

As a result of the determination in S16, if there is a congestion expected area and a transit area that overlaps with the time period (YES in S16), the required time estimation unit 1393 corrects the estimated arrival time for each area calculated in S15, for example. (S17).

For example, the required time estimating unit 1393 corrects the estimated arrival time for each area to a time that does not overlap with a time zone in which congestion is expected (in other words, a time that avoids a time zone in which congestion is expected). This time correction may be, for example, shift correction in which time correction for one passage area is interlocked with time correction for other passage areas in the same way.

It should be noted that the time correction may be a correction to a time zone before the time zone in which congestion is expected, or may be correction to a time zone after the time zone in which congestion is expected. For convenience, the former may be referred to as "forward correction" and the latter may be referred to as "backward correction".

An example of "forward correction" is shown in FIG. The vertical axis of the graph shown in FIG. 13 represents the distance (or location) from the current position of the mobility 13, and the horizontal axis of the graph shown in FIG. 13 represents time.

On the vertical axis, the boarding gate G106, the café, the boarding gate G107, and the boarding gate G108 are illustrated in order of increasing distance from the current position.

The horizontal axis indicates that flight #1 at boarding gate G107, flight #2 at boarding gate G108, and flight #3 at boarding gate G106 arrive in this order.

In the example of FIG. 13, as the departure time of flight #1 approaches, congestion near boarding gate G107 increases, and as the departure time of flight #3 approaches, congestion near boarding gate G106 increases. It is shown.

After the departure time of flight #1 has passed, the congestion that has occurred in the vicinity of boarding gate G107 is resolved or alleviated. Similarly, after the departure time of Flight #3, the congestion around boarding gate G106 is resolved or alleviated.

Here, the "advance correction" when the flight that the mobility user is scheduled to board is flight #2 at boarding gate G108 will be described. In FIG. 13, an arrow AT2 indicated by a one-dot chain line represents movement in the case where the mobility user can move smoothly to the boarding gate G108, which is the destination, on the movement route without getting caught up in congestion.

For example, as indicated by the dashed-dotted arrow AT2, the mobility 13 leaves its current position at time T2 toward the boarding gate G108 and moves to the boarding gate G108 at a certain average speed. If there is no congestion on the movement route, mobility 13 will be able to reach boarding gate G108 by the departure time of flight #2 by movement indicated by dashed-dotted arrow AT2.

However, in the example of FIG. 13, the movement indicated by the dashed-dotted line arrow AT2 overlaps the expected congestion area near the boarding gate G107, where the degree of congestion increases as the departure time of flight #1 approaches. Therefore, the mobility 13 may not be able to move smoothly in the expected congestion area. The fact that the movement indicated by the dashed-dotted line arrow AT2 overlaps the expected congestion area near the boarding gate G107 is an example of a determination of "YES" in the process S16 of FIG.

When the mobility 13 encounters a congested area, the average moving speed of the mobility 13 decreases, so as shown by the dotted arrow AT2a in FIG. there is a possibility.

Therefore, in the process S17 of FIG. 12, for example, as indicated by the solid arrow AT1 in FIG. shift to (in other words, accelerate). Such correction for advancing the departure time may be referred to as "advance correction". It should be noted that the movement represented by the solid-line arrow AT1 is assumed to have the same average movement speed as that of the movement represented by the dashed-dotted line arrow AT2.

Due to the "advance correction", the mobility 13 can move smoothly along the movement route to the destination, boarding gate G108, without being involved in the congestion that is expected to occur near the boarding gate G107. Therefore, it is possible to increase the certainty that the mobility user will be able to arrive at boarding gate G108 by the departure time of flight #2 to be boarded.

Note that FIG. 13 shows an example of "advance correction", but if the time is in time for the departure time of flight #2, the correction of the departure time from the current position is delayed to a time later than time T2. It may be “postponed correction”.

Also, in FIG. 13, assuming that the mobility user starts moving toward the boarding gate G108 at the departure time T1, even if the mobility user stops at a cafe located on the way of the route as indicated by the dotted arrow AT1a, I may be on time for Flight #2's departure time.

Therefore, a mobility user can stop by a cafe to kill time on the way of travel. Correction of the departure time from the current position may thus be performed in consideration of information on facilities in the airport that the mobility user can drop by during travel on the route.

Note that the graph illustrated in FIG. 13 may be displayed on the display unit 133 of the mobility 13 (or the display unit of the UE owned by the mobility user). The graph illustrated in FIG. 13 is obtained by processing S15 and/or processing S16, for example.

The fact that the graph illustrated in FIG. 13 is displayed on the display unit 133 of the mobility device 13 (or the display device of the UE) means that the estimation result of the congestion and the time period using the flight information described above is presented to the mobility device 13. A non-limiting example.

With such a graph display, for example, the current position can be displayed to the destination (for example, the boarding gate) at the departure time, facilities in the airport that are likely to be visited on the way to the route, and/or the scheduled flight time. The visibility of the extra time (in other words, waiting time) can be improved.

Therefore, for example, it is possible to expand options of future actions (in other words, action pattern or action style candidates) that the mobility user can take while waiting for the flight time. In addition, the display mode of the estimation result is not limited to the graph display as shown in FIG. 13. For example, a display mode using a table or other display modes may be used.

After correcting the time (S17 in FIG. 12) as described above, the required time estimating unit 1393 calculates, for example, as shown in FIG. The time required to move to the destination is calculated (S18). The time it takes for the mobility 13 to move from the current position to the destination may be conveniently abbreviated as "travel time".

If the estimated arrival time for each passing area does not overlap with the expected time zone of congestion (S16; NO), the required time estimation unit 1393 may skip the process of S17. That is, the required time estimating unit 1393 may calculate the required travel time (S18) without correcting the estimated arrival time of each transit area.

When the required travel time is calculated by the required travel time estimation unit 1393, the control unit 139 causes the display control unit 1396 to display information corresponding to the calculated travel travel time on the display unit 133 (S19).

The “information corresponding to the required travel time” displayed on the display unit 133 may be, for example, the information itself indicating the calculated required travel time, or the information indicating the current position of the mobility 13 calculated based on the required travel time. Information indicating the time to depart (in other words, "movement start time") may be used. For example, the time T1 shown in FIG. 13 corresponds to the "movement start time".

Further, even if the information indicating the time indicating the estimated time of arrival at the destination when the mobility 13 immediately starts moving toward the destination at the current time corresponds to the "information corresponding to the required travel time". good. Two or more of the plurality of display modes related to the display of time information may be combined as appropriate.

After that, the drive mechanism of the mobility 13 is controlled by the drive control unit 1397 of the control unit 139, for example, based on the information of the route searched in the map information and the information of the sensor 135. It autonomously moves along the searched route (S20).

In other words, the mobility 13 travels the searched route by the automatic driving function. However, part or all of the control when the mobility 13 moves along the searched route may be performed according to the mobility user's manual operation on the operation unit 131 .

Information indicating the current position, moving direction, and/or moving speed of the mobility 13 may be displayed in real time on the display 133 by the display control unit 1396 in conjunction with movement control of the mobility 13 .

After that, for example, the control unit 139 determines whether or not the mobility 13 has arrived at the destination within the required travel time (S21). Whether or not the mobility 13 has arrived at the destination may be determined by, for example, whether or not the current position detected by the current position detection unit 1391 corresponds to the destination in the map information.

When determining that the mobility 13 has arrived at the destination within the required travel time (S21; YES), the control unit 139 may end the process. It should be noted that the end of the process may be triggered by, for example, detection of the user's confirming operation in response to the notification by the control unit 139 after notifying the user that the mobility 13 has arrived at the destination.

Further, after arriving at the destination, the control unit 139 may move the mobility 13 to a predetermined collection position by automatic operation, for example, in an automatic collection mode. As a result, for example, it is possible to reduce the burden of collecting the mobility 13 after use by the airport staff.

Notification of arrival at the destination to the user may be performed, for example, by display control of the display unit 133 by the display control unit 1396, or alternatively or additionally, by voice output through the output device 1003. may be broken.

On the other hand, when the mobility 13 has not arrived at the destination (S21; NO), the control unit 139 may determine whether or not to recalculate the required travel time by the required time estimating unit 1393 (S22). . For example, it may be determined to recalculate the required travel time due to periodic or non-periodic event occurrence (sometimes referred to as an “event trigger” for convenience).

The event trigger is used, for example, to monitor (or confirm) whether or not the congestion expected area and its time period have changed while the mobility 13 is moving to the destination. Non-limiting examples of event triggers include arrival of a predetermined monitoring period, change of flight information 1161, and/or change of destination.

The monitoring cycle may be set in units of minutes such as several minutes, for example. The shorter the monitoring cycle is set, the more quickly recalculation can be performed to follow changes in the expected congestion area and its time zone, but the load of recalculation increases, so there is a trade-off relationship between the two. The monitoring period may be optimized considering such trade-offs.

Examples of changes in the flight information 1161 include changes in departure time (for example, delays) due to weather or the like, and changes in boarding gates. A boarding gate change may change the destination of the mobility 13 . When the destination is changed, for example, the required time estimating unit 1393 determines to recalculate the required travel time from the current position to the changed destination (for example, the boarding gate).

For example, the management server 11 may notify whether the flight information 1161 has been changed. For example, it may be determined to affirm recalculation when a new estimation result regarding the expected congestion area and its time period is received from the management server 11 through the communication unit 134 due to a change in the flight information 1161 .

If the recalculation of the required travel time is determined to be affirmative (S22; YES), the control unit 139 re-executes, for example, the processes from S12 described above. If the recalculation of the required travel time is determined to be negative (S22; NO), the control unit 139 re-executes, for example, the processes from S20 described above.

As described above, according to the operation example described above, the congestion and time that may occur in the vicinity of the boarding gate in the future are estimated based on the flight information and the information related to the boarding gate associated with the flight.

Then, based on the estimation result, information regarding the departure time from the current position at which the mobility user can reach the boarding gate while avoiding the expected congestion area and time period is calculated and presented to the mobility user. Therefore, it contributes to the smooth movement of the mobility user to the boarding gate.

For example, the "forward corrected" (or "backward corrected") departure time from the current location is presented to the mobility user. This will increase the probability that mobility users will be able to reach their destination smoothly without getting caught up in congestion on the way to their destination, even if they cannot choose a detour or alternative route to their destination, such as inside an airport facility. be able to.

In addition, the mobility user is presented with estimates of possible congestion and times associated with scheduled future flights, so that the route to the intended boarding gate is routed after the mobility user has initiated movement to the boarding gate. It is possible to reduce the possibility of getting caught in congestion on the way.

A part or all of the processing executed in the mobility 13 may be executed in the management server 11 . For example, part or all of the processes S12 to S18 shown in FIG. In other words, part or all of the route search unit 1391, the current position detection unit 1392, and the required time estimation unit 1393 illustrated in FIG. may be

A result of the processing executed in the management server 11 may be transmitted from the management server 11 to the mobility 13 . The mobility 13 may control the display of the display unit 133 by the control unit 139 (for example, the display control unit 1396) based on the processing result received from the management server 11. FIG.

(Operation example of management server)
Next, an example of the operation of the management server 11 will be described with reference to the flowchart of FIG. As illustrated in FIG. 14, the management server 11 receives the information indicating the destination and the information indicating the current position transmitted by the mobility 13 in the process S11 of FIG. 12, for example, in the communication unit 114 (S31). Note that if the management server 11 manages the current location of the mobility 13 using, for example, GPS and/or beacon signals, the information indicating the current location of the mobility 13 may not be received by the communication unit 114. .

When the information indicating the destination is received by the communication unit 114, the management server 11 estimates the future congestion situation in the airport facility (for example, passenger terminal) by the congestion situation estimation unit 1192 of the control unit 119, for example. (S32).

For example, the congestion estimation unit 1192 estimates the expected congestion area and its time slot based on the flight information 1161 and the boarding gate information. The expected congestion area and its time zone are, for example, the number of reservations for each flight (in other words, each boarding gate), the number of people checking in for each flight, and the number of people walking to the boarding gate after completing check-in. It may be estimated based on information on the average moving speed.

The flight reservation status for each boarding gate and the check-in completion status for each flight can be specified, for example, based on the flight information 1161 illustrated in FIG. 6 and the flight reservation information 1162 illustrated in FIG.

By treating the average moving speed of people on foot as a predetermined value, the congestion estimation unit 1192 predicts areas where congestion is expected in the airport facility and their time zones based on the flight information 1161 and the flight reservation information 1162. can be estimated.

The degree of congestion in an area where congestion is expected may be represented, for example, by the number of people per unit area in the sectioned area, a numerical value obtained by converting the number of people per unit area into a percentage of 0 to 100%, or The percentage may be represented by graded levels (congestion levels). Note that "level" may be read as "degree".

As a non-limiting example, the range of 0% or more and less than 30% is "congestion level 1", the range of 30% or more and less than 70% is "congestion level 2", and the range of 70% or more and 100% or less is " Congestion Level 3” may be associated with this. The congestion level association is not limited to this example (three stages), and may be two stages or four stages or more. Also, the congestion level may be determined based on the degree of survival of the space through which the mobility 13 can pass with respect to the number of people per unit area.

The congestion state estimation unit 1192 transmits information indicating the estimated congestion area and its time period, which is the result of estimation, to the mobility 13 that transmitted the information indicating the destination through, for example, the communication unit 114 (S33).

After transmitting the estimation result, the congestion estimation unit 1192 determines whether or not to re-estimate (or recalculate) the expected congestion area and its time zone (S34).

For example, the congestion estimation unit 1192 may determine to recalculate the expected congestion area and its time period due to periodic or non-periodic event occurrence (for example, the above-described event trigger).

If it is determined to recalculate the congestion expected area and its time period (S34; YES), the congestion state estimation unit 1192 re-executes the processes from S32 onward. If it is determined that there is no need to recalculate the expected congestion area and its time period (S34; NO), the congestion state estimation unit 1192 may end the process.

The expected congestion area and its time period may be estimated based on, for example, flight information and information on locations such as boarding gates associated with the flight information, as well as accumulation of past estimation results (logs). good. By using past estimation results together, for example, it is possible to improve the accuracy of estimating congestion and time periods that may occur near the boarding gate.

Also, part or all of the processing executed in the management server 11 may be executed in the mobility 13 . For example, the process S32 of estimating the expected congestion area and its time period may be executed in the mobility 13 . In other words, the congestion state estimation unit 1193 illustrated in FIG. 5 may be provided in the mobility 13 (control unit 139; see FIG. 3).

(Mobility operation option 1; information presentation of airport facilities such as shops)
Next, an example of option 1 (presentation of information on airport facilities) regarding an example of operation of mobility 13 will be described with reference to the flowchart of FIG. 15 . The flowchart of FIG. 15 may be executed, for example, in process S19 of FIG.

As exemplified in FIG. 15, the mobility 13, for example, based on the required travel time calculated in the process S18 of FIG. It is determined whether or not there is a margin (S191). This determination may be made in the required time estimation unit 1393 of the control unit 139, for example. The predetermined time (in other words, the threshold time) may be set in the range of several minutes to several tens of minutes as a non-limiting example. The threshold time may be set statically or dynamically.

If it is determined that there is a margin (S191; YES), the control unit 139 determines whether or not conditions have been input (or designated) by the mobility user via the input unit 132 (or the communication unit 134), for example. (S192). Input of conditions through the communication unit 134 is, for example, input through communication between the mobility 13 and the UE of the mobility user. "Condition" may be read as "rule", "policy", or "priority".

Here, a non-limiting example of the "condition" is an airport facility that the mobility user wishes to visit when there is time to arrive at the destination (for example, boarding gate). For example, lounges, restaurants, cafes, souvenir shops, etc.).

If there is an input of "conditions" (S192; YES), for example, the control unit 139 stores information on airport facilities that can be visited by the estimated time of arrival at the destination on the searched route. (see, for example, FIG. 9) (S193). This acquisition process may be performed by the facility-related information management unit 1344, for example.

The acquired information on the airport facilities is displayed on the display unit 133 of the mobility device 13 by the display control unit 1396, for example (S195). Note that if the mobility user does not input the “condition” (S192; NO), for example, the display control unit 1396 may perform control to maintain the display in the process S19 of FIG. 12 in the display process of S195.

If the mobility user does not input "conditions" (S192; NO), the control unit 139 acquires information on recommended airport facilities that can be visited by the estimated time of arrival at the destination on the searched route. (S194), and may be displayed on the display unit 133 (S195).

Information on airport facilities (for example, lounges, restaurants, cafes, souvenir shops, etc.) recommended to mobility users may be acquired through communication between mobility 13 and management server 11, for example.

If it is determined in the determination process S191 that the estimated time of arrival of the mobility device 13 does not have enough time to arrive at the destination (NO), the control unit 139 causes the alert processing unit 1398 to perform alert processing, for example. may be executed (S196). An example of alert processing will be described later with reference to FIG.

(Mobility operation option 2; billing-related processing)
Next, an example of option 2 (billing-related processing) regarding an example of operation of mobility 13 will be described with reference to the flowchart of FIG. 16 . The flowchart of FIG. 16 may be executed, for example, in the processing related to movement control described in S20 of FIG.

For example, the mobility 13 may determine whether or not the mobility 13 has entered a sectioned area corresponding to the information on the airport facilities displayed on the display unit 133 (S201). This determination may be made in the current position detection section 1392 of the control section 139, for example.

For example, the current position detection unit 1392 moves the mobility 13 to the divided area corresponding to the information on the airport facility displayed on the display unit 133 based on the detection result of the current position of the mobility 13 and the area/facility related information 1166 . may determine whether or not has entered.

The area/facility related information 1166 used for the determination may be provided to the mobility 13 through communication between the mobility 13 and the management server 11, for example.

If the determination result is affirmative (S201; YES), for example, the current position detection unit 1392 controls the drive control unit 1196 to reduce the moving speed of the mobility 13, or temporarily suspend the mobility 13. may be stopped automatically (S202).

As a result, when the mobility 13 reaches an airport facility that the mobility user wants to drop by or an airport facility that is recommended to the mobility user, the mobility 13 autonomously slows down the movement speed. , or temporarily stop.

Therefore, it is possible to reduce the probability that the mobility 13 will automatically drive past an airport facility that the mobility user wants to stop by or that is recommended to the mobility user, contrary to the intention of the mobility user.

After the mobility control in step S202 or in parallel with the mobility control, the mobility 13 notifies through the communication unit 134 that the mobility 13 has entered the sectioned area corresponding to the information on the airport facility displayed on the display unit 133. You may notify the management server 11 (S203).

This notification may include at least one of the information exemplified below.
- The ID of the segmented area into which the mobility 13 has entered
- Current position of the mobility 13 - ID of the airport facility that displays information (for example, advertisement information and/or privilege information) on the display unit 133 among the airport facilities arranged in the divided area into which the mobility 13 has entered

The above information is used in the management server 11 to specify (or identify) the area into which the mobility user has entered or visited. may be collectively referred to.

The management server 11 receives the notification of the "entry area identification information" from the mobility 13, and identifies (or identification).

Therefore, the management server 11 performs appropriate billing processing according to whether or not the mobility user has visited the shop or the number of visits to the advertiser of the advertisement information about the specified shop, for example. can be done by

(Server operation option 1; accounting-related processing)
An example of option 1 (billing-related processing) relating to an example of operation of the management server 11 will be described with reference to the flowchart of FIG. 17 .

As exemplified in FIG. 17, the management server 11 monitors whether or not entry area identification information is received from the mobility 13 through the communication unit 114 in the charging processing unit 1197 of the control unit 119, for example (S41).

While the entry area identification information is not received from the mobility 13 (S41; NO), the charging processing unit 1197 continues reception monitoring of the entry area identification information.

When entry area identification information is received from the mobility 13 (S41; YES), the billing processing unit 1197 performs billing processing based on the received entry area identification information and the area/facility related information 1166, for example. (S42).

For example, the billing processing unit 1197 refers to the area/facility related information 1166 illustrated in FIG. 9 based on the received entry area identification information to identify billing destination information related to “advertisement” or “privilege”. Then, the billing processing unit 1197 performs billing processing using, for example, the settlement method indicated by the specified billing destination information.

Billing processing unit 1197 may record the movement route history of each mobility 13 as a movement log in storage unit 116 based on the received entry area identification information and map information 1165, for example.

The billing processing unit 1197 may collectively perform billing processing for a specific billing destination based on the travel log, for example, in a set period of half a month, a month, a half year, or a year. Also, the movement log may be statistically processed, for example, and used for strategies regarding future "advertising" and "privileges."

(Mobility operation option 3; speed setting process used for time correction)
Next, an example of option 3 (speed setting process used for time correction) regarding an operation example of the mobility 13 will be described with reference to the flowchart of FIG. 18 . The flowchart of FIG. 18 may be executed, for example, in the time correction process S17 of FIG.

As shown in FIG. 18, the mobility 13 may, for example, in the required time estimating unit 1393, change the settings related to the travel speed of the mobility 13 used to calculate the required travel time according to the congestion level of the expected congestion area. .

For example, the required time estimation unit 1393 determines whether the congestion level of the expected congestion area is "1", "2" or "3" (S171). For determination of the congestion level, for example, as described in the determination processing S16 of FIG. 12, the estimation result of the congestion state estimation unit 1192 received from the management server 11 may be used.

As a result of the determination, if the congestion level is "1", the required time estimating unit 1393 sets the moving speed of the mobility 13, which is used for calculating the required travel time, to a normal speed (for example, about 4 km/h). (S172 and S175).

On the other hand, if the congestion level is "2", the required time estimating unit 1393, for example, sets the moving speed of the mobility 13 used for calculating the required travel time to a speed lower than the normal speed (for example, 50% of the normal speed). % (2 km/h), etc.) (S173 and S175).

Further, when the congestion level is "3", the required time estimating unit 1393, for example, determines that the movement of the mobility 13 is impossible or difficult, and reduces the movement speed of the mobility 13, for example, to A certain speed of 0 km/h is set (S174 and S175).

(Option 4 for Mobility Behavior; Alert Handling)
Next, an example of option 4 (alert processing) regarding an example of operation of the mobility 13 will be described with reference to the flowchart of FIG. 19 . The flowchart of FIG. 19 may be executed, for example, in alert processing 196 of FIG.

As shown in FIG. 19, the mobility 13 generates alert information by, for example, the alert processing unit 1393 of the control unit 139, and transmits (or notifies) the generated alert information to the management server 11 through the communication unit 134 ( S1961).

The alert information may include, for example, the ID of the mobility 13, the current position, the destination, and information indicating the estimated time of arrival at the destination. One or both of the destination of the mobility 13 and the estimated time of arrival at the destination may be optional.

Also, the alert processing unit 1398 may output (for example, notify) a signal informing the surroundings of the mobility 13 of the alert state by using, for example, an annunciator mounted on the mobility 13 (S1962).

Note that the alert state reporting process S1962 may be performed before the alert information transmission process S1961 to the management server 11, or may be performed in parallel with the transmission process S1961. In addition, the notification processing S1962 of the alert state may be optional. Alternatively, out of the transmission processing S1961 and the notification processing S1962, the transmission processing S1961 may be optional.

After that, the alert processing unit 1398 may monitor whether remote control information is received from the management server 11, for example (S1963).

If the remote control information is not received (S1963; NO), the alert processing unit 1398 may terminate the processing as indicated by the solid line arrow, or alternatively, as indicated by the dotted line arrow, the transmission processing S1961 or The processing may be returned to the notification processing S1962.

On the other hand, if remote control information has been received (S1963; YES), the alert processing unit 1398 outputs the received remote control information to the drive control unit 1397, for example. The drive control unit 1397 controls the drive mechanism of the mobility 13 according to the remote control information (S1964). As a result, the mobility 13 in the alert state is controlled to move to the destination by remote control from the management server 11 .

(Server operation option 2; alert processing)
An example of the operation of the management server 11 corresponding to the alert process of the mobility 13 is shown in the flowchart of FIG.

As shown in FIG. 20, the management server 11 may monitor whether alert information is received from the mobility 13 in the alert processing unit 1193, for example (S51). While the alert information is not received (S51; NO), the alert processing unit 1193 may continue monitoring the reception of alert information.

On the other hand, if the alert information is received (S51; YES), the alert processing unit 1193 identifies the alert state mobility 13 and its current position based on the received alert information, for example (S52).

The alert processing unit 1193 may report the identified information to, for example, support personnel such as airport staff (S53). The support personnel who have received the report can quickly provide support such as, for example, preferentially guiding the mobility 13 in the alert state to the destination.

Note that the notification from the management server 11 to the support staff may be made to, for example, a wireless device possessed by the support staff. In addition, the report destination may be a support staff located near the current position of the mobility 13 in the alert state, or if the destination of the mobility 13 can be identified from the alert information, it is close to the destination of the mobility 13. It may also be support personnel located at the location. For example, if the destination of the mobility 13 is a boarding gate, the airport staff stationed at the boarding gate may be set as the report destination.

In this case, the airport staff can promptly identify the presence of the mobility user who is likely to arrive at the boarding gate late, and take measures to preferentially guide the mobility user 13 to the boarding gate, which is the destination.

Incidentally, in the processing S53, instead of or in addition to the notification processing described above, the management server 11 may remotely control the movement of the mobility 13 in the alert state by using the remote control unit 1194, for example.

For example, the remote control unit 1194 may transmit remote control information for moving the mobility 13 to the destination by remote control to the mobility 13 through the communication unit 114 (S53). Remote control can reduce the burden on mobility 13 support personnel.

(Multiple route candidates)
In the above-described embodiment, an example in which the route searching unit 1391 searches for one shortest route from the current position of the mobility 13 to the destination has been described.

On the departure gate floor of the passenger terminal, unlike route searches on outdoor roads, the degree of freedom in route selection from the current location to the destination such as the boarding gate is low (in some cases, only one route can be selected). It can be said that there are many cases where route search is sufficient.

However, when there are a plurality of options for the movement route from the current location to the destination such as the boarding gate, the route searching section 1391 may search for a plurality of route candidates. When a plurality of route candidates are searched, for example, each of the processes S14 to S19 in FIG. 12 may be executed separately for each of the plurality of route candidates.

The required time estimation unit 1393 may select one or more route candidates that match the conditions (or rules, policies, or priorities) from among the plurality of route candidates. For example, a route with a short travel time, a route with an early estimated time of arrival at the destination, or a route with a low degree of fatigue of the mobility user may be preferentially selected.

The information (or index) indicating the "fatigue level" may be calculated (or estimated) by the required time estimating unit 1393, for example, based on the information indicating the congestion level of the expected congestion area. For example, assuming that the mobility 13 moves along a route passing through the expected congestion area, points are added by quantifying the travel time, the estimated time of arrival at the destination, and/or the congestion level of the expected congestion area. By doing so, information indicating the “fatigue level” may be calculated.

If a condition is specified or set, a route candidate with a longer route length than other route candidates may be selected, for example, by the required time estimation unit 1393 of the mobility 13 if the route candidate meets the condition. .

The conditions may be input (or specified) by the mobility user via the input unit 132, or may be stored in advance in the storage unit 136 as setting information. The setting information may be, for example, information statically set for the mobility 13 (for example, the storage unit 136), or dynamically set from the management server 11 through communication between the mobility 13 and the management server 11. It may be set information.

A non-limiting example of the conditions is an airport facility that the mobility user wants to visit (for example, a lounge, restaurant, cafe, or souvenir shop) if there is enough time before the estimated arrival time to arrive at the destination. stores, etc.).

In addition, another non-limiting example of conditions is recommended to mobility users when there is a margin in the estimated arrival time compared to the time at which the destination should be reached (in other words, preferentially go through I want you to) is a condition related to the route.

For example, if there are airport facilities (for example, lounges, restaurants, cafes, souvenir shops, etc.) recommended for mobility users, route candidates passing through such airport facilities are included in the movement route of mobility 13. A condition for preferential selection may be set.

Such condition settings may be associated with advertising information and/or privilege information regarding airport facilities recommended for mobility users. For example, when the travel route that meets the conditions is displayed on the display unit 133 of the mobility device 13, advertisement information and/or privilege information of facilities in the airport along the travel route may be displayed together.

Advertisement information and/or benefits when entry of the mobility 13 into the area of the airport facility corresponding to the advertisement information and/or privilege information is confirmed, for example, based on the current location of the mobility 13 in the management server 11 A billing process may be performed on the information provider.

Note that the selection of a route from among multiple route candidates may be performed according to instructions from the mobility user. For example, by causing the display control unit 1396 to display a plurality of route candidates on the display unit 133 and accepting the mobility user's selection operation for one or more of the route candidates, one or more of the plurality of route candidates is selected. A route may be selected.

When displaying a plurality of route candidates on the display unit 133, the display control unit 1396, for example, based on information or indicators such as the required travel time, the estimated time of arrival at the destination, and/or the degree of fatigue of the mobility user, The display order of each route candidate may be controlled.

For example, a higher display order may be set for a route candidate with a shorter required travel time. Also, a higher display order may be set for a route candidate with an earlier estimated time of arrival at the destination. In addition, a higher display rank may be set for a route candidate with a lower “fatigue level”.

Note that the search for a plurality of route candidates may be performed in the management server 11, for example. When a plurality of route candidates are searched for by the management server 11, one or more routes recommended to the mobility user are selected based on the conditions or indicators described above, and information on the selected route is sent to the mobility 13. may be provided by communication.

When multiple recommended routes are provided to the mobility 13 , the multiple recommended routes may be displayed on the display unit 133 of the mobility 13 . Regarding the display of a plurality of recommended routes, the display order may be controlled by the display control unit 1396 as described above.

The mobility user may determine a preferred recommended route as the travel route by the mobility 13, for example, by performing a selection operation on a display screen of a plurality of recommended routes.

Note that route candidates may be re-searched by, for example, periodic or non-periodic event occurrences (event triggers). For example, route candidates may be re-searched according to the arrival of a period set in units of minutes such as several minutes and/or a change in the flight information 1161 .

The shorter the re-search cycle is set, the faster the re-calculation can follow changes in the expected congestion area and its time period, while the re-calculation load increases. The re-search period may be optimized considering such trade-offs.

An example of changing the flight information 1161 has already been described. Note that the cycle of re-searching for route candidates and the cycle of estimating the congestion expected area and its time period may be set to the same cycle, or may be set to mutually different cycles.

As described above, the number of route candidates is limited inside airport facilities compared to outdoors, so the frequency of re-searching for route candidates may not be so high. Therefore, as an example, the route candidate re-search cycle may be set to a cycle shorter than the estimated cycle of the congestion expected area and its time period.

<Combination of options>
Some or all of options 1-4 regarding the example operation of the mobility 13 described above may be appropriately combined in embodiments to the extent they are not inconsistent. One or both of options 1 and 2 regarding the operation example of the management server 11 may also be appropriately combined with the embodiments within a consistent range.

<Display screen example>
Next, a non-limiting example of a display mode on the display unit 133 of the mobility 13 will be described with reference to FIGS. 21 and 22. FIG. It should be noted that examples of the display modes illustrated in FIGS. 21 and 22 may be regarded as examples of display modes on the display unit of the UE.

The display mode of the display unit 133 is controlled by the display control unit 1396, for example. Also, the display mode of the display unit 133 may be controlled according to the driving state of the mobility 13, for example. For example, the display control section 1396 may control the display mode of the display section 133 in conjunction with control of the drive unit 137 by the drive control section 1397 .

The control of the display mode includes, for example, scrolling of the display screen, change of scale, pop-up display, and/or enlargement, reduction, change of color, or blinking of information (characters and/or figures, etc.) displayed on the display screen. Such display control may be included.

As shown in FIG. 21, the display unit 133 displays an arrow (hereinafter sometimes referred to as a "guidance arrow") 1331 that guides the direction of movement of the mobility 13 along the route searched by the route search unit 1391. may be

The display mode of the guide arrow 1331 may change according to the driving state of the mobility 13, for example. For example, as indicated by a dashed line in FIG. 21, the direction indicated by the guide arrow 1331 may change as the mobility 13 moves along the search route.

Also, for example, the size and/or color of the guide arrow 1331 may change according to the moving speed of the mobility 13 . For example, the faster the movement speed of the mobility 13 is, the larger the guidance arrow 1331 may be displayed, or the color of the guidance arrow 1331 may be displayed so as to change from a cold color to a warm color.

The display unit 133 may display the time and/or duration estimated by the required time estimation unit 1393 in parallel with (or in association with) the display of the guidance arrow 1331 .

For example, FIG. 21 shows the time (departure time or movement start time) at which the mobility 13 should depart from the current position in order to arrive at the destination (for example, boarding gate) at a predetermined time. The "movement start time" may be, for example, the time T1 after the "advance correction" described with reference to FIG.

If there is time from the current time to the "movement start time", instead of or in addition to the "movement start time", the remaining time from the current time to the "movement start time" ("waiting time" or "grace time") ”) may be displayed on the display unit 133 .

For example, the display unit 133 may display a message such as "Please start moving within XX minutes from now." Alternatively or additionally, messages may be output, for example, from an output device 1003 (eg, a speaker).

The "remaining time" may be displayed as a countdown as time elapses. When the “remaining time” runs out, for example, an alarm display may be displayed on the display unit 133 to inform the arrival of the “movement start time”. Alternatively or additionally, an alarm sound indicating the arrival of the movement start time may be output from the output device 1003 (eg, speaker).

Further, as shown in FIG. 22, for example, the display unit 133 may display the “estimated time of arrival” in parallel with the display of the guidance arrow 1331 . The "estimated time of arrival" represents the estimated time of arrival at the destination if the mobility 13 leaves the current position immediately at the current time.

The "estimated time of arrival" is obtained, for example, by the required time estimating unit 1393 adding the required travel time obtained by avoiding travel in the expected congestion area and its time zone to the current time.

If there is time from the "estimated time of arrival" to the predetermined time at which the destination should be reached, for example, that time (which may be referred to as "margin time" for convenience) is the "estimated time of arrival". It may be displayed on the display unit 133 in parallel with (or associated with) the display.

In place of or in addition to the various display examples related to time or time described above, information indicating the time zone and/or congestion degree of the expected congestion area estimated by the management server 11 is displayed on the display unit 133. may Information indicating the degree of congestion may be displayed according to the congestion level described above. In addition, the aforementioned “fatigue level” may be displayed on the display unit 133 .

Information indicating the time zone, degree of congestion, and/or degree of fatigue of the expected congestion area corresponds to the expected congestion area in, for example, map information displayed on the display unit 133 (which may be referred to as a “map display screen”). It may be displayed in association with the location to be performed.

21 and 22, the guide arrow 1331 may be displayed overlapping the map display screen of the display unit 133, for example. In other words, the guide arrow 1331 may be displayed on the display unit 133 in association with the map information of the airport facility. For example, a guide arrow 1331 may be superimposed and displayed at a position corresponding to the current position of the mobility 13 on the map display screen.

In conjunction with the movement of the mobility 13, the map display screen scrolls according to the moving direction and moving speed of the mobility 13, and the direction, size, and/or direction of the guide arrow 1331 according to the moving direction and moving speed. , color, etc. may change.

In addition, as illustrated in FIGS. 21 and 22, the display unit 133 displays information related to one or more airport facilities (for example, restaurants, cafes, and/or souvenir shops) that can be visited around the search route. Information may be displayed in display area 1332 .

The display area 1332 may be at least part of the entire display area of the display section 133 . As exemplified in FIGS. 21 and 22, in the display area 1332, the information regarding the airport facility may be displayed in parallel with (or in association with) the information indicating the search route. Also, in the display area 1332, for example, advertisement information and/or privilege information may be displayed in association with information regarding airport facilities.

The information displayed in the display area 1332 may be, for example, information on airport facilities specified by the mobility user, or information on airport facilities recommended to the mobility user by the airport facility side. .

If the mobility user has enough time to arrive at the destination from the current position, by checking the facility-related information 1332, it becomes easier for the user to stop by any of the airport facilities.

Further, the information about the airport facility may be displayed on the map display screen of the display unit 133 in parallel with the display of the searched route, in association with the location corresponding to the location of the airport facility.

According to such a display mode, the visibility of the relationship between the current position of the mobility device 13 and the positions of airport facilities that can be visited on the search route is improved. Therefore, it contributes to promotion of utilization of airport facilities by mobility users.

Note that the display area 1332 may be popped up on the display unit 133 when the display control unit 1396 detects the mobility user's selection operation (for example, tapping) on a specific screen area of the display unit 133, for example. .

For example, by tapping an area corresponding to an airport facility on the map display screen described above, detailed information corresponding to the airport facility may be popped up. For example, the pop-up display can further improve the visibility of information related to airport facilities.

When information on multiple airport facilities is a display candidate, for example, the display order is based on information such as the presence or absence of benefits when using airport facilities, the content of benefits, the age and/or gender of the mobility user. may be controlled.

For example, an airport facility with a privilege such as a coupon or a discount ticket may be set to have a higher display rank than an airport facility without a privilege. Further, for example, airport facilities whose benefits are more suitable for the mobility user's age and/or gender may be set to have a higher display rank than other airport facilities.

Personal information such as age and/or gender of the mobility user may be manually input by the mobility user through the input unit 132, for example. Alternatively, for example, personal information may be input to the mobility 13 by communication between the UE and the mobility 13 through the communication unit 134, similar to the input of destination information. Further, for example, the personal information of the mobility user may be input to the mobility 13 through communication between the management server 11 and the mobility 13 through the communication unit 134 based on the passport information presented by the mobility user at the departure examination.

<Example of effects obtained in the embodiment>
As described above, according to the above-described embodiment, based on the flight information and the information about the boarding gate associated with the flight, congestion and time that may occur in the vicinity of the boarding gate in the future are estimated, and the estimation result is obtained. , for example, to mobility users.

As a result, the mobility user can move around the airport facility while avoiding areas and time zones where congestion is expected around the boarding gate, for example, while waiting for the scheduled flight time. Therefore, for example, it is possible to expand the action options that a mobility user can take while waiting for a flight to depart.

In addition, the mobility user is presented with estimates of possible congestion and times associated with scheduled future flights, so that the route to the intended boarding gate is routed after the mobility user has initiated movement to the boarding gate. It is possible to reduce the possibility of getting caught in congestion on the way.

Also, for example, based on the estimation results described above, information regarding the time at which the mobility user should depart from the current location at which the mobility user can reach the boarding gate while avoiding the expected congestion area and time period is calculated and presented to the mobility user. . Therefore, it contributes to the smooth movement of the mobility user to the boarding gate.

For example, since the mobility user is presented with the "forward-corrected" or "backward-corrected" departure time from the current position, in cases where a detour or alternative route cannot be selected, the mobility user does not get caught up in congestion. It is possible to increase the probability of smoothly arriving at the intended boarding gate.

By allowing the mobility user to smoothly move to the boarding gate, it is possible, for example, to reduce the burden of airport staff in supporting the mobility user.

In addition, for example, if the departure time from the current position is corrected and there is enough time to wait until the flight, the mobility user is presented with information about facilities in the airport that can be visited while avoiding congestion during travel on the route. For example, the mobility user can stop by the presented facilities in the airport to kill time (in other words, make effective use of time) on the way to the boarding gate.

By presenting such information based on the results of estimating congestion and time zones using flight information, it is possible to expand mobility users' options for actions at airport facilities.

In other words, the display unit 133 of the mobility 13 displays information about a movement plan when using the mobility 13 to move to the boarding gate based on the flight information. The information on the movement plan may be regarded as suggested information on actions that the mobility user can take when moving to the destination.

The travel plan information may illustratively include time and/or time information and geographic information. One of these pieces of information may be related to the other. Geographical information includes any of information indicating the current location, information indicating the destination, information regarding the route from the current location to the destination, and information regarding facilities (and/or places) located around the route. One or more may be included.

By presenting the information on the movement plan to the mobility 13, it is possible to expand the action options of the mobility user. Therefore, for example, it is possible to provide the mobility user with the enjoyment of using the airport (for example, movement within the airport facility using the mobility 13) and/or the security of being able to effectively use the waiting time.

Therefore, the added value for the use of mobility 13 in airport facilities can be increased. In addition, increasing the value added to the use of the mobility 13 contributes to improving the image of the airport.

<Others>
Note that a UE owned by an airport user who moves within the airport facility on foot may correspond to the "moving object". For example, the moving speed on foot may be treated as the moving speed of the UE, and the "mobility navigation" according to the embodiment described above may be provided to the UE.

In addition, "mobility navigation" according to the above-described embodiment is provided at facilities or venues where one or more future events are scheduled, such as theme parks, exhibition halls, museums, movie theaters, or concert venues. may

Each functional block used in the description of the above embodiments is typically realized as an LSI, which is an integrated circuit. These may be made into one chip individually, or may be made into one chip so as to include part or all of them. Although LSI is used here, it may also be called IC, system LSI, super LSI, or ultra LSI depending on the degree of integration.

Also, the method of circuit integration is not limited to LSI, and may be realized by a dedicated circuit or a general-purpose processor. An FPGA (Field Programmable Gate Array) that can be programmed after the LSI is manufactured, or a reconfigurable processor that can reconfigure connections and settings of circuit cells inside the LSI may be used.

Furthermore, if an integration technology that replaces the LSI appears due to advances in semiconductor technology or another derived technology, the technology may naturally be used to integrate the functional blocks. Application of biotechnology, etc. is possible.

INDUSTRIAL APPLICABILITY The present disclosure is suitable for navigation of movement using a mobile body such as an electric wheelchair, for example.

G101-G117 boarding gate 1 navigation system 11 management server 13 mobility 15 access point (AP)
17 network 19 payment server 112 input unit 113 display unit 114 communication unit 116 storage unit 119 control unit 131 operation unit 132 input unit 133 display unit (display)
134 communication unit 135 sensor 136 storage unit 137 drive unit 138 battery 139 control unit 1001 processor 1002 input device 1003 output device 1004 memory 1005 storage 1006 communication interface (IF)
1007 sensor 1008 drive unit 1009 power supply circuit 1010 bus 1161 flight information 1162 flight reservation information 1163 mobility attribute information 1164 mobility position information 1165 map information 1166 area/facility related information 1191 mobility management unit 1192 congestion situation estimation unit 1193 alert processing unit 1194 remote control Unit 1195 Communication control unit 1196 Display control unit 1197 Billing (settlement) processing unit 1331 Arrow 1332 Display area 1391 Route search unit 1392 Current position detection unit 1393 Required time estimation unit 1394 Facility-related information management unit 1395 Communication control unit 1396 Display control unit 1397 Drive control unit 1398 Alert processing unit 2001 Processor 2002 Input device 2003 Output device 2004 Memory 2005 Storage 2006 Communication interface (IF)
2009 power circuit 2010 bus

Claims (12)

1. A navigation method implemented by at least one computer comprising a processor and memory, comprising:
the processor
Based on schedule information in which one or more events to occur in the future are scheduled and information on a place associated with the event, estimating an area and time when congestion may occur around the place,
Information based on the estimation result of the area and time, which is information related to a movement plan when moving using the mobile body based on the schedule information, is presented on the mobile body. death,
The information about the movement plan includes information indicating the time at which the moving object should start moving from the current position toward the destination,
Generating information indicating the time at which the movement should be started includes:
detecting the current position of the mobile body and accepting input of information indicating the destination;
searching for a route from the current position to the destination in the map information containing the location associated with the event;
When the searched route overlaps with the estimated area where congestion may occur, calculating information indicating a movement start time at which the movement should start based on the estimated time when congestion may occur. including
Calculating information indicating the time at which the movement should start:
A movement start time from the current position at which the moving object can reach the location by moving along the route by the time the event occurs is estimated when the route and the area where congestion may occur do not overlap. Including changing to a shifted time according to the time when the congestion may occur,
navigation method. Calculation of information indicating the time to start the movement includes:
2. The navigation method according to claim 1 , wherein the navigation method is based on at least one or both of information regarding the speed of said moving body and information regarding the size of said moving body. the information indicating the time to start the movement is recalculated according to the change of the schedule information and/or the location;
3. A navigation method according to claim 1 or 2 . The information on the movement plan includes information on facilities located around the route,
The navigation method according to any one of claims 1-3 . the information about the facility includes or is associated with information about at least one or both of advertisements and benefits about the facility;
A navigation method according to claim 4 . 4. The information about the facilities located around the route is displayed on the display unit of the moving body when the remaining time from the current time to the time when the movement should start is equal to or longer than a predetermined time. 4. The navigation method according to 4. wherein the schedule information is flight information on which a flight that is the event occurring at an airport is scheduled, and the location is a boarding gate associated with the flight;
A navigation method according to any one of claims 1 to 6 . The estimation of areas and times where congestion may occur is based on at least one or both of the number of people who have booked the flight and the number of people who have completed check-in for the flight.
Navigation method according to claim 7 . The moving object is an electric vehicle used for movement within the airport,
Navigation method according to claim 7 or 8 . a mobile object;
a server that communicates with the mobile body,
The server is
an estimating unit for estimating an area and time when congestion may occur around the location based on schedule information in which one or more events are scheduled to occur in the future and information about the location associated with the event; ,
a transmitting unit that transmits the estimation result of the estimating unit to the moving object;
The moving body is
a receiving unit that receives the estimation result;
a display unit for displaying information based on the estimation result, which is information related to a movement plan when moving using a mobile object based on the schedule information;
a detection unit that detects the current position of the moving object;
an input unit into which information indicating the destination of the mobile object is input;
a storage unit that stores map information including locations associated with the event;
a route search unit that searches for a route from the current position of the moving object to the destination in the map information stored in the storage unit;
When the route searched by the route searching unit and the area in which congestion may occur in the estimation result overlap, the moving body may select the route based on the time in which congestion may occur in the estimation result. calculating information indicating a movement start time at which movement from the current position to the destination should be started, and determining the occurrence time of the event when the moving object does not overlap the route and the area where congestion may occur; a calculation unit that changes the start time of movement from the current position, at which the location can be reached by traveling the route by, to a time shifted according to the estimated time at which congestion may occur;
navigation system with being mobile,
Based on schedule information in which one or more events to occur in the future are scheduled and information on a place associated with the event, a result of estimating an area and time in which congestion may occur around the place is obtained. a receiving unit for receiving;
a display unit for displaying information based on the area and time estimation results, which is information related to a movement plan when moving using a mobile object based on the schedule information;
a detection unit that detects the current position of the moving object;
an input unit into which information indicating the destination of the mobile object is input;
a storage unit that stores map information including locations associated with the event;
a route search unit that searches for a route from the current position of the moving object to the destination in the map information stored in the storage unit;
When the route searched by the route searching unit and the area in which congestion may occur in the estimation result overlap, the moving body may select the route based on the time in which congestion may occur in the estimation result. calculating information indicating a movement start time at which movement from the current position to the destination should be started, and determining the occurrence time of the event when the moving object does not overlap the route and the area where congestion may occur; a calculation unit that changes the start time of movement from the current position, at which the location can be reached by traveling the route by, to a time shifted according to the estimated time at which congestion may occur;
A mobile object with to the processor,
Based on schedule information in which one or more events to occur in the future are scheduled and information on a place associated with the event, a result of estimating an area and time in which congestion may occur around the place is obtained. receive and
Displaying information based on the area and time estimation results on a display unit, the information being related to a movement plan when moving using a mobile object based on the schedule information.
processed height,
The information about the movement plan includes information indicating the time at which the mobile body should start moving from the current position toward the destination,
Generating information indicating the time at which the movement should be started includes:
detecting the current position of the mobile object and accepting input of information indicating the destination;
searching for a route from the current position to the destination in the map information containing the location associated with the event;
When the searched route overlaps with the estimated area where congestion may occur, calculating information indicating a movement start time at which the movement should start based on the estimated time when congestion may occur. including
Calculation of information indicating the time to start the movement includes:
A movement start time from the current position at which the moving object can reach the location by moving along the route by the time the event occurs is estimated when the route and the area where congestion may occur do not overlap. Including changing to a shifted time according to the time when the congestion may occur,
navigation program.

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