JP2005222144A - Automatic operation supporting system and operation information center for bus - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To average the degree of congestion of buses and to optimize operation intervals by using positional information on a present bus and other buses and passenger boarding states of passengers by a regular route bus system to control the method of operating the other buses. <P>SOLUTION: In this system, an on-vehicle device 11 on a bus transmits the mean speed, a vehicle occupancy, and positional information of the bus that a controller 15 holds to a bus operation information center 100 and they are stored in an operation information database 110; and a bus operation information center 100 has an operation information database 110 holding bus onboard information of buses currently in operation and a route information database 120 holding map information on respective operation routes and congestion states of the routes. This system is configured to grasp the operation states of buses on the basis of the operation information and route information to instruct at least one of the own bus and a precedent bus or following bus to change the operation. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

  The present invention relates to a bus automatic operation support system, and more particularly, to a system capable of averaging bus congestion and optimizing bus operation intervals.

  2. Description of the Related Art Conventionally, in a transportation system configured by a shared vehicle, for example, a route bus, an operation schedule may be disturbed during a commuting time zone, and hence it is desired to improve the route bus operation status. As an operation support system, for example, a technique is disclosed in which a boarding rate of a route bus is obtained, boarding rate data is transmitted to a stop, and displayed at the received stop. This is a system that guides arrival of a route bus by communication using a specific low power radio between the route bus and a bus stop (see, for example, Patent Document 1).

  There is also a technology related to averaging the occupancy rate and making effective use of the vehicle based on the judgment of the driver. This is a system that provides the driver with the current position of the preceding and following operating vehicles and the congestion information, and supports the operation based on the driver's judgment (see, for example, Patent Document 2).

JP-A-9-153196 JP 2003-58985 A

  However, the technique described in Patent Document 1 obtains the route bus occupancy rate, transmits the data to the stop, and displays it at the stop, thereby displaying operation information about the host vehicle at the stop. It does not adjust the operation status between.

  In addition, the technology described in Patent Document 2 allows the driver to know the current position of the operating vehicles before and after the vehicle other than the own vehicle and the operation information of the degree of congestion. However, since it is up to the driver to decide whether or not to change driving, it is difficult to make adjustments based on the congestion of passengers in other vehicles and to adjust operations between vehicles. There is a problem that can not be.

  SUMMARY OF THE INVENTION An object of the present invention is to provide a bus operation support system related to averaging the degree of congestion of buses and optimizing bus operation intervals.

  The present invention collects information on bus position information and passenger congestion, determines whether catch-up of the following bus occurs from the distance interval or travel time interval with the preceding bus or the following bus, and catch-up of the bus occurs. In this case, the operation is automatically changed to pass the bus stop so that the boarding rate is averaged.

  That is, according to one aspect of the present invention, each bus is operated by sharing at least a part of a route, and the own bus and other buses operated in close proximity to the own bus in time or distance An automatic operation support system including an operation information center for managing these operations, provided for each bus, and information collection means for acquiring operation information including location information and boarding rate of the own bus, and the operation An in-vehicle device including information transmitting means for transmitting information to the operation information center, and the other bus provided in the operation information center and based on the acquired operation information, by changing the operation in a section sharing the route An automatic operation support system comprising: an operation instruction means for determining whether or not operation support for the vehicle is possible and transmitting an instruction to change the operation determined to be necessary to the own bus. It is.

  Based on the bus occupancy rate and location information, the operation information center can perform comprehensive control related to bus operation by determining and instructing the necessity of operation support to other buses by changing bus operations. it can.

  According to another aspect of the present invention, each bus group operates by sharing at least a part of a route, and the own bus and a preceding bus that operates in close proximity to the own bus in time or distance; An operation information center for managing the operation of a bus group including at least three buses, the following bus, provided in the operation information center, based on operation information including the position information and the boarding rate of the own bus , Whether or not operation support for the preceding bus due to operation change in the section sharing the route is possible or whether it is possible to receive operation support from the subsequent bus, and the operation change instruction determined to be necessary There is provided an operation information center comprising operation instruction means for transmitting the information to at least one of the buses.

  The location information and the boarding rate of each bus are acquired at any time, and the following bus is operated without catching up with the preceding bus by giving an appropriate operation change instruction to the preceding bus or the following bus. Thereby, while shortening boarding / alighting time, while being able to shorten bus operation time, the optimization of the bus operation interval can be aimed at. In addition, it is possible to average the degree of congestion by automatically issuing an operation instruction according to the bus congestion rate.

  In the present specification, the “change in operation” includes, for example, a case where the operation speed of the bus is changed when passing a bus stop scheduled to stop.

  The automatic operation support system for buses according to the present invention collects positional information on the preceding bus and the following bus and information on the degree of congestion of passengers with respect to the own bus, and the preceding bus or the following bus based on the information. It is a traffic support system that can automatically provide an appropriate operation instruction to the bus, average bus congestion, and optimize bus operation intervals. Note that the same system does not necessarily mean that all routes from the start point to the end point are the same route, and includes, for example, the case where some routes such as a main route or a congested route are the same.

  Hereinafter, a bus operation support system according to an embodiment of the present invention will be described with reference to the drawings. Here, the case where the operation of the own bus, the preceding bus, and the following bus is adjusted according to the boarding situation of the bus will be specifically described.

  FIG. 1 is a diagram showing a system configuration example of a bus operation support system according to an embodiment of the present invention. For the sake of simplicity, consider the three buses of the own bus 10, the preceding bus 20, and the succeeding bus 30. Each bus 10, 20, 30 is assumed to be equipped with in-vehicle devices 11, 21, 31.

  As illustrated in FIG. 1, the in-vehicle device 11 includes, for example, a transmission / reception device 12, a display terminal 13, a position sensor (GPS) 14, a control device 15, and a door sensor 16. The current position information of the bus is acquired by the GPS 14 and stored in the control device 15. The door sensor 16 is used to count passengers getting on and off when getting on and off, and the boarding rate is held in the control device 15. The average speed, the boarding rate and the position information of the bus held in the control device 15 are displayed on the display terminal 13 provided in the driver's seat, and the information is sent from the transmission / reception device 12 via the Internet 50 to the bus operation information center. The data is transmitted to 100 and stored in the operation information database 110 provided in the bus operation information center 100. As information transmission timing, either one of two timings of automatic transmission when opening / closing the door for getting on and off, and timing of manual transmission by the driver using the display terminal 13 provided in the driver's seat, or You can choose from both.

  The bus operation information center 100 includes an operation information database 110 that holds on-board information of a currently operating vehicle, a route information database 120 that holds map information of each operation route and the congestion status of the route, and operation information and route information. Location information sub for grasping the bus operation status based on it, and for instructing operation change and operation information (location information, boarding rate) to at least one of the own bus, preceding bus or subsequent bus And a system (130). Here, the route congestion state means, for example, the average bus speed in each route section (for example, between bus stops), the boarding / alighting time at each bus stop, and the like. The average speed of each route section is calculated and stored based on information acquired by the existing road traffic information communication system (VICS), etc. (the required time obtained by dividing the distance between bus stops by the average speed instead of the average speed) Etc. may be stored). Moreover, the boarding / alighting time at each bus stop is acquired and stored in advance as the statistical information on the average boarding / alighting time for each day of the week, time zone, and route.

  The location information subsystem 130 acquires the distance between the own bus 10 and other buses (preceding bus and subsequent bus) based on the location information of each bus stored in the operation information database 110, and the boarding status of each bus. Based on the obtained distance interval, the own bus 10 can support the operation to the preceding bus 20 (the bus stop instruction is sent to the preceding bus 20 to assist the passengers who could not get on the preceding bus early) And / or whether or not the own bus 10 needs operation support from the subsequent bus 30 (send the bus stop confirmation instruction of the preceding bus to the subsequent bus 30 to support the own bus 10). Is automatically determined.

Note that it takes several minutes for the own bus to reach the current position of the preceding bus, using the average speed between the bus stops as well as the simple distance between the own bus and other buses, or the subsequent bus A travel time interval such as how many minutes it takes to reach the current position of the vehicle may be calculated and used as a reference for the above determination. The travel time interval can be calculated as follows, for example. That is, it is assumed that the bus stops are arranged in the order of A, B, C, and D on a certain route, and that the preceding bus has passed 60% of the distance between the bus stops CD, the own bus stops at the bus stop AB. Assume that 30% of the distance between them has passed. If the traveling time of each route section and the getting-on / off time at each bus stop are acquired from the route information database 120 as described above, the time for the own bus to reach the current position of the preceding bus at this time is (1 )
Time required between bus stops AB x (1-0.3) + boarding time at bus stop B + time required between bus stops BC + boarding time at bus stop C + time required between bus stops CD x 0.6 (1)

  Here, when the operation support from the own bus 10 to the preceding bus 20 is possible, the bus operation information center 100 sends the operation support information to the preceding bus 20 (the operation information of the own bus 10 with sufficient passenger boarding rate (passenger boarding). Rate and location information) and information including bus stop passage instructions). When it is determined that the own bus 10 needs the operation support from the following bus 30, the bus operation information center 100 sends the operation support information to the following bus 30 (the own bus (10) having no allowance for the passenger boarding rate). ) And information on the preceding vehicle bus stop passage confirmation instruction), and information on the following bus 30 (information including position information and boarding rate) A bus stop passage instruction and operation support information including the instruction are transmitted.

  Here, the preceding bus 20 traveling in front of the own bus has received the operation support information (the operation information (passenger boarding rate and position information) of the own bus 10 with sufficient passenger boarding rate and information including the bus stop passage instruction). In this case, the preceding bus 20 can pass through the bus stop 60 where there are passengers waiting for boarding according to an instruction from the bus operation information center 100. Here, the preceding bus 20 receives bus passing information (information meaning passing through the bus stop) either automatically (detected by the in-vehicle device 21 and automatically input near the bus stop) or manually (directly input from the display terminal). The information is displayed on the display terminal (13) and passes through a bus stop where there are waiting customers. In addition, a preceding vehicle bus stop passage confirmation instruction (information indicating that the preceding bus 20 has passed the bus stop) is automatically transmitted to the own bus 10 via the bus operation information center 100 and displayed on the display terminal. Thereafter, the own bus 10 having a low boarding rate (allowing passengers to ride) causes the waiting passenger to get on.

  In addition, the following bus 30 traveling behind the own bus provides operation support information (location information of the own bus 10 with no passenger boarding rate and operation information holding the boarding rate and information including a preceding vehicle bus stop confirmation instruction). If received, the own bus 10 passes the bus stop 60 where there is a customer waiting for boarding in accordance with an instruction from the bus operation information center 100. At this time, the own bus 10 automatically displays the bus passing information (information meaning passing the bus stop) on the display terminal 13 and passes the bus stop where the waiting customer is present. The succeeding bus 30 stops at the bus stop 60 where there is a passenger waiting for boarding with the own bus 10 left in accordance with a preceding vehicle bus stop passage confirmation instruction from the bus operation information center 100.

  FIG. 2 is a diagram illustrating a configuration example of the bus operation information center 100. The location information subsystem 130 has at least two means. The first means stores the bus position and the boarding situation in the operation information database 110 based on the data transmitted from each bus to the bus operation information center 100, and stores the operation information database 110 and the route information database 120. This is means for linking and transmitting operation information (passenger boarding rate and position information) of the own bus 10 to the preceding bus 20 and the succeeding bus 30. When the preceding bus 20 is supported for operation, the second means is based on the data transmitted from the preceding bus 20 to the bus operation information center 100, and the operation information of the own bus 10 that supports the operation from the operation information database 110 ( It is means for referring to passenger boarding rate and position information) and transmitting operation support confirmation information (information meaning that driving is supported) to the own bus 10 that supports the operation.

  The operation information database 100 holds the system, longitude / latitude, boarding rate, moving speed, update time, and the like. The route information database 120 holds the system, the latitude / longitude of the bus stop, the congestion status (section average speed or required time, average boarding / alighting time), and the like.

  FIG. 3 is a flowchart showing a flow when the position information subsystem 130 performs transmission processing of operation support information (position information of each bus, boarding rate information and operation change instruction) to the bus. FIG. 4 is a diagram showing a state in which the own bus (own vehicle) 55, the preceding vehicle 57, and the following vehicle 58 are traveling on the road 53, and can be displayed on the panel 51 of the driver's seat, for example. Further, the panel 51 is provided with a full button 61, a pass button 63, and a display switching button 65. When the full button 61 is pressed, a full signal is given, and when the pass button 63 is pressed, the bus stop pass signal is lit. When the display is switched, for example, the screen shown in FIG. 5 is displayed. The screen shown in FIG. 5 is a display screen that represents an instruction from the bus operation center 100, and displays an instruction relating to travel speed and an instruction to pass / stop a bus stop. The driver may drive based on this display.

  Here, the position information and boarding rate of the preceding bus 20 and the following bus 30 on the route are acquired from the operation information database 110, and the route information of the route, the congestion status, and the position information of the bus stop are acquired from the route information database 120 ( Step 201). Determine if there are any passengers getting off at the next bus stop. When there is a customer who gets off at the next bus stop, the vehicle goes to end in order to stop at the next bus stop. If there is no customer getting off at the next bus stop, the routine proceeds to step 202. Based on the acquired boarding rate information, it is checked whether or not the boarding rate of the own bus 10 is 100%, that is, whether or not more people are seated (step 202).

  Next, when the boarding rate of the own bus 10 is 100% or more, the boarding rate check of the following bus is performed (step 203). When the boarding rate of the following bus 30 is lower, the distance interval between the two buses or A travel time interval is acquired (step 204). Here, it is determined whether the succeeding bus catches up to the own bus 10 at the next bus stop, or can approach even if it cannot catch up. For example, if it takes 30 seconds to get on and off the bus stop, and the average speed of both the own bus 10 and the following bus 30 is 36 km / h, the following bus 30 is operating within 300 meters. Then, it can be determined that the following bus (30) can catch up during the time when the own bus 10 is getting on and off the passenger at the next bus stop 60 (step 205). Alternatively, the travel time interval may be used to determine that the subsequent bus (30) can catch up when the travel time interval between the own bus 10 and the subsequent bus 30 is within 30 seconds.

  In that case, the boarding rate can be averaged by putting passengers on the following bus 30 having a lower boarding rate than the own bus 10. Therefore, the location information subsystem 130 transmits the next bus stop passage instruction and the operation information (position information, boarding rate) of the subsequent bus 30 to the own bus 10, and the preceding vehicle bus stop passage confirmation instruction and the own bus 10 are transmitted to the subsequent bus 30. The operation information (position information, boarding rate) of the bus 10 is automatically transmitted (step 206). When there is a margin in the passenger boarding rate of the own bus, it is checked from the boarding rate information whether or not the number of passengers with the boarding rate of the preceding bus 20 is 100% or more (step 207). Next, when the occupancy rate of the preceding bus 20 is 100% or more, the occupancy rate check of the own bus 10 is performed (step 208), and when the occupancy rate of the own bus 10 is lower, the distance interval or travel time between both buses An interval is acquired (step 209).

  Here, it is determined whether or not the own bus 10 catches up at the next bus stop (step 210). When catching up, the passenger information on the own bus 10 can average the occupancy rate, so the position information subsystem 130 instructs the preceding bus 20 to pass the next bus stop and the operation information of the own bus 10 (position information, occupancy rate). Is automatically transmitted (step 211).

  As described above, according to the embodiment of the present invention, the position information and the boarding rate of each bus are acquired at any time, and an appropriate operation instruction is automatically given to the preceding bus or the following bus, so that the following bus Operates without catching up with the preceding bus, and shortening the boarding / exiting time can shorten the bus operation time and optimize the bus operation interval. In addition, it is possible to average the degree of congestion by automatically issuing an operation instruction according to the bus congestion rate.

  As shown in the description with reference to the flowchart of FIG. 3, if there is a passenger who gets off at a bus stop on the way, it will always stop at the next bus stop regardless of the distance between the front and rear buses. Since the operation adjustment after step 202 is not performed, in the case where there are few customers who get off at a bus stop on the way, such as a bus heading to a station from a residential area in the suburbs in the morning rush hour, The bus operation support system according to the present embodiment is particularly effective. In addition, the buses to be managed are generally the same company buses, but they share a common route, but it is more convenient for users if information is shared and managed between different bus companies. It will be a thing.

  The present invention is useful for smooth operation of a route bus and comfortable use by passengers.

It is a figure showing the example of whole composition of the bus operation support system by one embodiment of the present invention. It is a figure which shows the structural example of the bus operation information center by one embodiment of this invention. It is a flowchart figure which shows the flow of the process of bus operation assistance by one embodiment of this invention. It is a figure which shows a mode that the own bus | bath, a preceding vehicle, and a following vehicle are drive | working on the road. It is a figure which shows the example of the display screen showing the instruction | indication from a bus operation center.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 10 ... Own bus (vehicle), 11 ... In-vehicle device (own bus), 12 ... Transmission / reception device, 13 ... Display terminal, 14 ... GPS (Global Positioning System), 15 ... Control device, 16 ... Door sensor, 20 ... Preceding bus, DESCRIPTION OF SYMBOLS 21 ... In-vehicle apparatus (preceding bus), 30 ... Subsequent bus, 31 ... In-vehicle apparatus (subsequent bus), 50 ... Internet, 60 ... Bus stop, 100 ... Bus operation information center, 110 ... Operation information database, 120 ... Route information database, 130: Location information subsystem.

Claims (4)

Each is a bus that operates while sharing at least a part of the route, and an operation information center that manages the operation of the own bus and the other bus operated in close proximity to the own bus in time or distance; An automatic operation support system including
An in-vehicle device that is provided for each bus and includes information collection means for acquiring operation information including the location information and boarding rate of the own bus; and information transmission means for transmitting the operation information to the operation information center;
Based on the obtained operation information provided in the operation information center, it is determined whether operation support for the other bus by operation change is possible in the section sharing the route, and the operation change determined to be necessary An automatic operation support system comprising operation instruction means for transmitting an instruction to the own bus. Each bus is a group of buses that operate by sharing at least a part of the route, and at least three buses of the own bus and the preceding bus and the following bus that operate in close proximity to the own bus in time or distance An automatic operation support system that includes a bus group including a bus and an operation information center that manages their operation,
An in-vehicle device that is provided for each bus and includes information collection means for acquiring operation information including the location information and boarding rate of the own bus, and information transmission means for transmitting the operation information to the operation information center;
Provided in the operation information center, based on the acquired operation information, whether operation support for the preceding bus due to operation change is possible in a section sharing the route, or operation support can be received from the subsequent bus An automatic operation support system comprising: an operation instruction means for determining whether or not the operation change is determined to be necessary and transmitting to at least one of the bus groups.   The automatic operation support system according to claim 1, wherein the operation support includes an operation change in a direction in which a bus boarding rate is averaged. Each bus is a group of buses that operate by sharing at least a part of the route, and at least three buses of the own bus and the preceding bus and the following bus that operate in close proximity to the own bus in time or distance An operation information center that manages the operation of bus groups including
Based on the operation information provided in the operation information center and including the location information and boarding rate of the own bus, whether or not operation support for the preceding bus by changing operation is possible in the section sharing the route, or the subsequent bus It is provided with an operation instruction means for determining whether or not it is possible to receive operation support from the vehicle and transmitting an instruction to change operation determined to be necessary to at least one of the bus groups. The operation information center.

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