JP2018128836A - Bus on-vehicle device, and on-vehicle information system - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a technology to support an efficient bus operation.SOLUTION: There is provided a bus on-vehicle device comprising: a storage part for storing operation diagram information on which a stopping order, bus stop time information, and another bus stop in a case where there is another bus at which the bus conveniently stops successively after stopping at a bus stop are associated with the bus stop; a bus stop identification part for identifying one or more bus stops guided for a driver; and a display part for displaying the bus stop for the driver. The storage part stores a first bus stop that is a bus stop at which the bus has lastly stopped among bus stops at which the bus has already stopped. The bus stop identification part determines, with reference to the operation diagram information using current time, which bus stop is to be guided among a second bus stop which is continuous to the first bus stop in the stopping order and at which the bus stops after the first bus stop, a third bus stop which is continuous to the second bus stop in the stopping order and at which the bus stops after the second bus stop, and another bus stop at which the bus conveniently stops continuously to the stopping at the second bus stop.SELECTED DRAWING: Figure 2

Description

  The present invention relates to an in-vehicle device for a bus and an in-vehicle information system.

  Techniques are widely used to cope with delays in the operation of buses that stop at a plurality of stops using various methods.

  Patent Document 1 discloses a technology related to a bus operation management device. On page 26, line (3) of the same document, “The prediction of bus arrival time is the same as in the past, as shown in FIG. 1, as shown in FIG. 1, on-road units (12a) to (12c) (69) and transit information of route buses (15a) to (15c) is transmitted to the central processing unit (11) via lines (84a) to (84c). Tracking management is possible. " Also, on page 8 of line (4) of the same document, "Summary of each case of Fig. 5-a and Fig. 5-b, the method of diamond correction is the arrival vehicle, the next arrival and the next arrival. Based on the time of departure of the basic diamond, the most delayed departure is the interval drawing process of the front and rear diamonds based on the predicted bus, and gradually reducing the time to extend back to the basic diamond And process so as to approach the departure at equal intervals. ”

Japanese Patent Publication No. 06-52556

  When there is a delay in bus operation, it is necessary to eliminate the delay. On the other hand, in order to adjust the bus operating time, the vehicle may stop at a waiting place that is a stop other than the stop. As a general rule, the bus is stopped at the waiting place based on a predetermined operation plan, but it is left to the judgment of the driver of the bus to deal with the case where the operation is delayed.

  In the technique described in Patent Document 1, no consideration is given to a case where a stop at a waiting place is scheduled. In addition, a central processing unit and a road device for collecting information are required, and the operation cost is high.

  The present invention has been made in view of the above points, and an object of the present invention is to provide an in-vehicle device for a bus and an in-vehicle information system that support efficient bus operation.

  The present application includes a plurality of means for solving at least a part of the above-described problems. Examples of the means are as follows.

  In order to solve the above problems, an in-vehicle device for a bus according to an aspect of the present invention is convenient for a stop where a bus stops, in order of stopping, time information of the stop, and stopping at the stop. A storage unit for storing operation schedule information associated therewith, and one or a plurality of stops for guiding the bus driver. A stop specifying unit for specifying, and a display unit for displaying the stop to the driver, wherein the storage unit is the first stop that stops immediately before the stop that has already stopped. The stop specifying unit refers to the schedule information using the current time, and the stop order is continuous with the first stop and stops after the first stop. The second stop that is the stop or the second stop and the stop order The third stop, which is the stop that continues and stops after the second stop, or the other stop that stops for convenience after the stop at the second stop It is characterized in that it is determined which of the stops is to be guided.

  Moreover, in order to solve the said subject, the vehicle-mounted information system which concerns on the other aspect of this invention is continuous with the stop order, stop time information, and the stop to the said stop with respect to the stop where a bus stops. If there is another stop that stops for convenience, the other stop and the storage unit that stores the associated schedule information, and one or more stops that guide the bus driver A stop specifying unit for specifying a place and a display unit for displaying the stop to the driver, wherein the storage unit is a stop that stops immediately before the stop that has already stopped. 1 stop is stored, the stop specifying unit refers to the schedule information using the current time, and the stop order is continuous with the first stop and is later than the first stop. The second stop, which is the stop to stop, or the second stop and the stop The third stop, which is the stop that stops in sequence and stops after the second stop, or the other stop that stops conveniently for the second stop. It is characterized by determining which one of the stops is to be guided.

  ADVANTAGE OF THE INVENTION According to this invention, the vehicle-mounted apparatus for vehicles and vehicle-mounted information system which support efficient bus operation can be provided.

  Problems, configurations, and effects other than those described above will be clarified by the following description of embodiments.

It is a figure which shows an example of the outline | summary of the stop information display process of the vehicle-mounted apparatus for buses. It is a figure which shows an example of the functional block of the vehicle-mounted apparatus for buses. It is a figure which shows an example of the data structure of system | strain information. It is a figure which shows an example of the data structure of service diagram information. It is a figure which shows the hardware structural example of the vehicle-mounted apparatus for buses. It is a flowchart which shows an example of a stop information display process. It is a figure which shows an example of a guidance screen. It is a figure which shows an example of the guidance screen in a modification.

  Hereinafter, examples of embodiments of the present invention will be described with reference to the drawings. FIG. 1 is a diagram illustrating an example of an outline of a stop information display process of the in-vehicle device 1 for a bus. The on-vehicle device 1 for a bus is a computer device mounted on a bus. The in-vehicle device for bus 1 may be a part of a navigation device that provides route information to the driver, for example.

  The bus is a so-called route bus and travels on a predetermined route. Buses stop in sequence at a plurality of stops installed on the route. In addition, although the bus may pass without stopping at a stop where there is no customer who gets off and there is no customer who gets on the bus, it is assumed that the bus stops for convenience. That is, “stop of stop” includes “passing of stop”.

  The in-vehicle device 1 for buses displays a guidance screen indicating the stop and the departure time of the stop for the driver. The stop includes a stop and a waiting area. The guidance screen may display the arrival time instead of the departure time at the stop or together with the departure time at the stop.

  FIG. 1 shows a travel route when it is determined in the operation plan that a certain bus continuously travels in “system 001”, “system 002”, and “system 003”. The on-vehicle device 1 for a bus stores in advance a travel route of a bus and a scheduled departure time of a stop on the travel route (hereinafter, described as “departure time”). In addition, the in-vehicle device 1 for buses stores at least a stop that has just stopped among the stops that have already stopped. The driver operates the pass button when the bus leaves the stop. By operating the pass button, the guidance screen displayed for the driver is switched.

  Hereinafter, the first stop will be described as the first stop, and the first stop and the other stop where the stop order is continuous and stop after the first stop will be described as the second stop. The other stop that stops in the second stop and the stop order and stops after the second stop will be described as the third stop. As mentioned above, since the stop is included in the stop, the first stop can also be called the first stop, the second stop can be called the second stop, and the third stop is the third stop. It can be said that it is a stop.

  Moreover, the stop order is predetermined in the system information mentioned later. In the present embodiment, there is a case where it is scheduled on the route to stop at a waiting place between the first stop and the second stop. Similarly, it may be planned on the route to stop at a waiting place between the second stop and the third stop.

  When the bus passes the first stop and the pass button is operated when it is not scheduled on the route to stop at the waiting place after the stop at the second stop, the on-vehicle device for the bus 1 displays the second stop as a stop on the guidance screen. On the other hand, if the bus is scheduled to stop at the waiting station in succession to the stop at the second stop, if the bus passes the first stop and the pass button is operated, The in-vehicle device 1 displays any one of the second stop, the waiting place, and the third stop on the guidance screen.

  In FIG. 1, the bus travels along the path of “system 001” in the traveling direction. First, the bus departs from “Stop A”, which is the first bus. When the driver leaves the stop A, the driver operates the pass button. The on-vehicle device for buses 1 handles “stop A” as the first stop, and “stop B”, which is in the order of stop with “stop A” and is later than “stop A”, is used as the second stop. handle. In the case where it is not predetermined that the vehicle stops at the standby station after the stop at “stop B”, which is the second stop, the in-vehicle device 1 for buses displays “stop B” as the stop.

  Thereafter, the bus arrives at “Stop C” via a plurality of stops. “Stop D” where “stop C” and the stop order are continuous is the end point, and is scheduled to stop at “standby α”. Also, on the route, it is scheduled to stop at “stop E”, which is the first stop of “system 002”, which is the next travel route, following the stop of “waiting place α”.

  The waiting place is a place where the bus waits for time adjustment or a break. The waiting place is, for example, a predetermined position in the rotary. In the present embodiment, the waiting place is not a place that must be stopped, and it is possible to omit the stop depending on the situation, for example, when there is a delay in the bus. It can be said that the waiting place is a stop that is conveniently stopped after the stop at the stop.

  When the bus departs from “stop C” and the driver operates the pass button, “stop C” is treated as the first stop, and the stop order is the same as “stop C” and the stop order from “stop C”. Later, “stop D” is treated as the second stop. In addition, “stop E”, which has a stop order that is continuous with “stop D” and has a stop order after “stop D”, is treated as a third stop. The guidance screen displays a stop of either “stop D”, which is the second stop, “waiting place α”, or “stop E” which is the third stop.

  When the bus passes “stop C”, if it is before the departure time of “stop D”, the in-vehicle device 1 for buses displays “stop D” as a stop on the guidance screen. When the bus passes “stop C”, if the departure time of “stop D” has passed and it is before the departure time of “waiting place α”, the in-vehicle device 1 for buses “waiting place α Is displayed on the guidance screen as a stop. If the departure time of “standby station α” has passed when the bus passes “stop C”, the in-vehicle device 1 for buses displays “stop E” as a stop on the guidance screen.

  Thereafter, the bus travels along the route of “system 002” and stops at “stop G”. When passing the “stop G” and operating the pass button, the “stop G” is treated as the first stop and the “stop H” is treated as the second stop. “Stop H”, which is the second stop, is the end point, but it is not scheduled on the route to stop at the waiting place continuously thereafter. Therefore, the in-vehicle device 1 for buses displays “stop H” that is the second stop on the guidance screen.

  The bus travels on “system 003”, which is a route continuous to “system 002”, and stops at “stop J”. When passing the “stop J” and the pass button is operated, the “stop J” is treated as the first stop, and the “stop K” in which the stop order is continuous with the “stop J” is treated as the second stop. In other words, “stop L” in which the stop order is continuous with “stop K” is treated as the third stop.

  “Stop K”, which is the second stop, is not an end point, but is scheduled to stop at “standby β” continuously thereafter. Therefore, depending on the current time, the in-vehicle device 1 for buses is “stop K” that is the second stop, “standby β” that is the standby station, or “stop L” that is the third stop. Is displayed as a stop on the guidance screen. In this way, when it is planned to stop at the standby station continuously regardless of whether or not the second stop is the end point, the on-vehicle device 1 for the bus has the second stop and the standby station. And which of the third stops is to be displayed on the guidance screen.

  In the in-vehicle device 1 for buses according to the present embodiment, when the bus is scheduled to stop at a standby place, the displayed stop differs depending on the current time. For example, when the third stop is displayed on the guidance screen, it is considered that the current time has passed the waiting point departure time. As a result, the driver can travel according to the situation such as driving the bus to the third stop without stopping the bus at the waiting place.

  FIG. 2 is a diagram illustrating an example of functional blocks of the in-vehicle device 1 for buses. The bus in-vehicle device 1 includes a control unit 110, an input unit 120, an output unit 130, a communication unit 140, and a storage unit 150. The control unit 110 comprehensively controls the bus on-vehicle apparatus 1 as a whole. The input unit 120 receives input of information to the in-vehicle device 1 for buses via an input device such as a touch panel or a hardware button.

  The output unit 130 outputs information to an audio output device such as a speaker and a video output device such as a display. The communication unit 140 transmits or receives information to and from other connected devices. The storage unit 150 stores information necessary for the stop information display process.

  The control unit 110 includes a stop specifying unit 111 and a display unit 112. The stop specifying unit 111 specifies the first stop, generates stop information described later, and stores it in the storage unit 150. Moreover, the stop specific part 111 specifies the stop displayed on a guidance screen. More specifically, the stop specifying unit 111 determines whether or not the second stop is associated with standby information indicating that the second stop is continuously stopped at a standby place that is a convenient stop. The stop specifying unit 111 specifies the second stop as a stop when the second stop is not associated with the standby information.

  In addition, when the second stop is associated with the standby information, the stop specifying unit 111 refers to the storage unit 150 using the current time, and determines the second stop, the standby place, and the third stop. Which of the stops is to be displayed on the guidance screen. Details will be described later.

  The display unit 112 generates display information on the guidance screen using information indicating the stop, and displays the information on the driver via the output unit 130.

  The storage unit 150 stores stop information 151 and operation information 152. The stop information 151 is information indicating a stop where the bus has already stopped. The stop information 151 includes information for identifying at least a stop that has just stopped among the stops that have already stopped. The stop information 151 may be, for example, the number of times the pass button is operated. By referring to the operation information to be described later using the number of operations, it is possible to specify the stop where the vehicle stopped immediately before.

  The operation information 152 is information regarding bus operations. The operation information 152 includes system information 1521 and operation diagram information 1522. The system information 1521 is information related to one or a plurality of systems constituting the bus travel route. The bus schedule information 1522 is information related to bus schedules, and for the bus stop, the bus stop time information indicating the departure time of the bus stop, and the standby location when the vehicle is continuously waiting for the stop at the bus stop. Is associated with the standby information. The stop time information may be information indicating the arrival time of the stop.

  FIG. 3 is a diagram illustrating an example of the data structure of the system information 1521. The system information 1521 includes a system identifier 1521a, a stop identifier 1521b, and a stop name 1521c. The system identifier 1521a is identification information that identifies the system. The stop identifier 1521b is information indicating the stop order of stops in the system. A stop can be specified by a combination of the system identifier 1521a and the stop identifier 1521b. The stop name 1521c is a character string indicating the name of the stop. A plurality of stop identifiers 1521b are associated with one system identifier 1521a.

  FIG. 4 is a diagram illustrating an example of a data structure of the operation schedule information 1522. The bus schedule information 1522 includes a bus identifier 1522a, a traveling order 1522b, a system identifier 1522c, a stop identifier 1522d, and a departure time 1522e.

  The bus identifier 1522a is identification information for identifying a bus. The traveling order 1522b is a value indicating the traveling order of the system. The system identifier 1522c is identification information that identifies the system, and corresponds to the system identifier 1521a of the system information 1521. In operation schedule information 1522, one or more system identifiers 1522c are associated with one bus identifier 1522a.

  The stop identifier 1522d is information indicating the stop order of the stop, and corresponds to the stop identifier 1521b of the system information 1521. The departure time 1522e is information indicating the departure time from the stop specified by the stop identifier 1521d related to the departure time 1522e. In the service diagram information 1522, a combination of a plurality of stop identifiers 1522d and departure times 1522e is associated with one system identifier 1522c. FIG. 4 shows three combinations of the stop identifier 1522d and the departure time 1522e among the combinations of the stop identifier 1522d and the departure time 1522e included in the operation schedule information 1522.

  Since the number of stops included in each system is not necessarily constant, the number of combinations of the stop identifier 1522d and the departure time 1522e included in each record may be different.

  In the bus schedule information 1522, the bus specified by the bus identifier 1522a travels the route of the system specified by the system identifier 1522c in accordance with the traveling order 1522b. The combination of the stop identifier 1522d and the departure time 1522e included in one record is, for example, in descending order or ascending order, and the stop order of the stop can be recognized in the system of the record.

  The operation schedule information 1522 includes standby information related to a standby station when a stop at the standby station is scheduled after the stop at the stop. In the operation schedule information 1522 shown in FIG. 4, a symbol “*” may be included in the departure time 1522e as a symbol indicating that the vehicle stops at the waiting place. In addition, a numerical value of multiple digits is included after the symbol “*”.

  This indicates that the vehicle is scheduled to stop at the waiting place continuously to the stop specified by the stop identifier 1522d constituting the combination with the departure time 1512 including the symbol. In addition, the numerical value described after the symbol is the waiting point time information regarding the departure time of the waiting point and information indicating the position of the waiting point. The numerical value shown in FIG. 4 is 6 digits, the first 4 digits indicate the departure time, and the last 2 digits indicate the position of the waiting place. The waiting time information may be arrival time at the waiting place.

  In the operation schedule information 1522 shown in FIG. 4, the stop order of the bus stops is slower from left to right. That is, the rightmost stop is the end stop of the system of the record. 4 includes the symbol “*” at the departure time 1522e located on the rightmost side. This is because the stop whose stop identifier 1522d that forms a combination with the departure time 1522e is “20” is an end point, and stops at the stop where the position is “12” continuously to the stop of the stop, It shows that the vehicle departs at “11:45” of the departure time.

  Further, the third record from the top of the service schedule information 1522 shown in FIG. 4 includes the symbol “*” in the second departure time 1522e from the left. The record includes a combination of another stop identifier 1522d and a departure time 1522e after the departure time 1522e. This is because the stop specified by the second stop identifier 1522d is not the end point, but stops at the waiting place whose position is “01” continuously after the stop of the stop, and the departure time “13:15” It shows that it departs.

  Note that the standby information is not limited to the configuration shown in FIG. The standby information only needs to include information on a stop indicating which stop is to be continuously waited on, standby time information, and information indicating a standby position.

  FIG. 5 is a diagram illustrating a hardware configuration example of the bus in-vehicle device 1. The bus vehicle-mounted device 1 includes an arithmetic processing unit 10.

  The arithmetic processing unit 10 is a central unit in the in-vehicle device 1 for buses, and includes a CPU (Central Processing Unit) 11, a RAM (Random Access Memory) 12, a nonvolatile memory 13, and a network I / F (Interface) 14. . Each component is connected by a bus.

  The CPU 11 executes processing according to a program stored in the RAM 12 or the nonvolatile memory 13. The RAM 12 is a storage device and functions as a storage area from which programs and data are temporarily read. The non-volatile memory 13 is a non-volatile memory such as a flash memory, and is used as a storage destination for programs and various data. The network I / F 14 is an interface for connecting the bus in-vehicle device 1 to a network (not shown) or an external device.

  In the on-vehicle device 1 for buses, processing is performed by the CPU 11 that operates according to a program read out on the RAM 12 or the nonvolatile memory 13.

  The bus on-vehicle device 1 is connected to an input device 31, an output device 32, and a GPS receiver 33 so as to be communicable. The input device 31 is a device that receives an input operation from a user, and is a touch panel, a hardware button, or the like. For example, the above-described pass button is a hardware button, and transmits operation information to the arithmetic processing unit 10 as the input device 31.

  The input device 31 includes an operation button that is a hardware button that receives an instruction to open or close the door. When the operation button is operated, the operation button transmits operation information to the arithmetic processing unit 10 as the input device 31. The input device 31 may include a sensor that detects opening or closing of the door instead of the operation button. Further, the pass button and the operation button may be based on an input device other than the hardware button.

  The output device 32 is a device that outputs information to the user, including a video output device such as an LCD (Liquid Crystal Display) and an audio output device such as a speaker. The output device 32 includes a display that displays a guidance screen for the driver. The GPS receiver 33 receives a signal transmitted from a satellite, calculates and outputs the current position, and transmits the current time to the arithmetic processing unit 10.

  In the present embodiment, the in-vehicle device 1 for buses is not necessarily connected to the GPS receiving device 33. In this case, the bus on-vehicle device 1 may be connected to, for example, a clock (not shown) and acquire the current time, or may acquire the current time using a clock (not shown) in the arithmetic processing unit 10.

  The input device 31, the output device 32, and the GPS receiving device 33 may be installed in the in-vehicle device 1 for buses.

  In addition, the process of each component of the vehicle-mounted apparatus 1 for buses may be executed by one hardware or a plurality of hardware. The processing of each component of the bus in-vehicle device 1 may be realized by a single program or may be realized by a plurality of programs.

  Moreover, the vehicle-mounted device 1 for buses may realize its function as a vehicle-mounted information system mounted on the bus.

  FIG. 6 is a flowchart illustrating an example of stop information display processing. This process is periodically executed, for example, in the in-vehicle device 1 for buses.

  First, the stop specifying part 111 detects the operation of the pass button (step S11). When the driver operates the operation button when passing the stop, the stop specifying unit 111 detects the operation of the pass button. The stop specifying unit 111 stores the number of times the pass button is operated in the stop information 151.

  The stop specifying part 111 refers to the operation schedule information 1522 and extracts the stop identifier 1522d included in the record including the bus identifier 1522a corresponding to the bus vehicle-mounted device 1 in the order of stop. The stop specifying unit 111 specifies the stop identifier 1522d of the stop order corresponding to the number of operations from the extracted stop identifier 1522d, and stores it in the stop information 151. The stop stored in the stop information 151 is handled as the first stop.

  Next, the stop specific part 111 determines whether there exists standby information (step S12). Specifically, the stop specifying unit 111 refers to the operation schedule information 1522 using the first stop specified in step S11, and the stop order is later than the first stop. The 2nd stop where the stop order continues is specified. When the second stop cannot be identified (for example, when the first stop is the end point and it is not planned to stop at another stop subsequently), the on-vehicle device for buses 1 performs the processing of this flowchart. finish.

  The stop specifying unit 111 specifies a departure time 1512e that forms a combination with the second stop, and determines whether or not the departure time 1512e includes the symbol “*” as standby information. The stop specifying unit 111 determines that there is standby information when there is a symbol “*” as standby information.

  When the stop specifying unit 111 determines that there is no standby information (in the case of “NO” in step S12), the stop specifying unit 111 determines that the second stop is a stop and displays the departure time ( Step S13). Specifically, the stop specifying unit 111 determines that the second stop specified in step S12 is a stop, and notifies the display unit 112 of the second stop. In addition, the stop specifying unit 111 notifies the display unit 112 of the departure time 1512e specified in step S12 as the departure time.

  The display unit 112 generates screen information of a guidance screen that displays the notified second stop and the stop name 1521c associated with the system information 1521 and the notified departure time, and outputs the information via the output unit 130. It is displayed on the device 32. In addition, the display part 112 may include the information which shows the stop position of the 2nd stop memorize | stored in the area | region which is not shown in the memory | storage part 150 in a guidance screen.

  The stop position is information indicating a position where the bus stops, and is, for example, a sign number or a pillar number installed at the stop place.

  FIG. 7 is a diagram illustrating an example of the guidance screen 210. The guidance screen 210 includes a current time display area 211 and a stop display area 212. The current time display area 211 is an area for displaying the current time. The stop display area 212 is an area for displaying information related to the stop, and includes a stop name display area 2121 and a time information display area 2122. The stop display area 212 may include a stop position display area 2123.

  The stop name display area 2121 is an area for displaying a character string indicating the name of the stop. The time information display area 2122 is an area for displaying the departure time of the stop displayed in the stop name display area 2121. The stop position display area 2123 is an area for displaying information indicating the stop position of the stop displayed in the stop name display area 2121.

  FIG. 7 shows an example of the guidance screen 210 when the second stop, the waiting place that stops consecutively at the stop of the second stop, and the third stop are both “A station rotary”. It is. FIG. 7A is an example of the guidance screen 210 when the stop is the second stop. The display unit 112 may display information indicating the end point in the stop point display area 212 when the stop point is identified as the end point with reference to the operation schedule information 1522. In addition, when a stop is not an end point, the information which shows that it is an end point shown to FIG. 7 (A) is not displayed.

  Returning to FIG. When the stop specifying unit 111 determines that there is waiting information (in the case of “YES” in step S12), the stop specifying unit 111 determines whether or not the current time is later than the second stop departure time. (Step S14). Specifically, the stop specifying unit 111 acquires the current time and determines whether or not it is later than the departure time 1512e specified in step S12.

  When the stop specifying unit 111 determines that the current time is before the second stop departure time (“NO” in step S14), the stop specifying unit 111 determines that the second stop is a stop. Then, the departure time is displayed (step S15). Since the process of this step is the same as the process of step S13, description is abbreviate | omitted.

  Next, the input unit 120 detects the opening of the door (step S16). Specifically, when the input unit 120 receives notification of information indicating the operation of the operation button described above or detection of opening of the door by the sensor, the input unit 120 proceeds to step S17 assuming that the opening of the door has been detected.

  In this step, the input unit 120 may transfer the process to step S17 by accepting an operation of the pass button or another input device from the driver instead of the operation of the operation button or the notification from the sensor. Good.

  When the stop specifying unit 111 determines that the current time is later than the second stop departure time (in the case of “YES” in step S14), or when detecting the opening of the door in step S16, the stop specifying unit 111 Determines whether or not the current time is later than the waiting point departure time (step S17). Specifically, the stop specifying unit 111 refers to the waiting time information included in the waiting information specified in step S12 and compares it with the current time.

  When the stop specifying unit 111 determines that the current time is before the waiting point departure time (in the case of “NO” in step S17), the stop specifying unit 111 determines that the waiting point is a stop and the departure time. Is displayed (step S18). Specifically, the stop specifying unit 111 specifies a waiting place name stored in an area (not shown) of the storage unit 150 and notifies the display unit 112 of the waiting place name, which is displayed in the waiting place display area of the guidance screen 210. In addition, the display unit 112 identifies the waiting point departure time referred to in step S17 and the stop position associated with the waiting point departure time in the operation schedule information 1522, and displays them in the stop point display area 212.

  FIG. 7B is an example of the guidance screen 210 when the stop is a waiting place. The display unit 112 causes the stop display area 212 to display information indicating that the stop is a waiting place.

  Returning to FIG. Next, the input unit 120 detects the opening of the door (step S19). Since the process in this step is the same as the process in step S16, the description thereof is omitted.

  When the stop specifying unit 111 determines that the current time is later than the waiting point departure time (in the case of “YES” in step S17), or when detecting the opening of the door in step S19, the stop specifying unit 111 The third stop is determined as a stop, and the departure time is displayed (step S20). Specifically, the stop specifying unit 111 refers to the operation schedule information 1522 using the second stop specified in step S12, the stop order is later than the second stop, and the second stop and The third stop in the stop order is identified and notified to the display unit 112.

  The display unit 112 refers to the operation schedule information 1522, identifies the stop name of the third stop and the departure time, and displays them in the stop display area 212 of the guidance screen 210. Then, the stop specific part 111 returns a process to step S11.

  FIG. 7C is an example of the guidance screen 210 when the stop is the third stop. When the display unit 112 refers to the operation schedule information 1522 and specifies that the stop is the first stop, the display unit 112 may display information indicating that the stop is the first stop in the stop display area 212. If the stop is not the first stop, the information indicating the first stop shown in FIG. 7C is not displayed.

  In the present embodiment, the stop is determined based on the operation of the passing button or the detection of the opening of the door. However, the determination criterion for stopping is not limited to this. For example, the current position of the in-vehicle device 1 for buses is acquired using the GPS receiver 33, and is compared with the position information of the stop stored in the storage unit 150 in advance, and the interval between the current position of the in-vehicle device 1 for buses and the stop The determination may be made when is less than or equal to a predetermined value.

  In this embodiment, when the stop to the waiting place is scheduled continuously to the second stop, the stop to be displayed is specified according to the current time. By referring to the guidance screen 210 in the present embodiment, the driver can recognize a place where he / she originally planned to go at the current time. Thereby, an efficient bus operation can be performed, for example, omitting the stop to a waiting place.

  <Modification>

  Next, the guidance screen in the modification will be described. Hereinafter, differences from the above-described embodiment will be described. In the above-described embodiment, when the passage button is operated when it is scheduled on the route to stop at the waiting place continuously after stopping at the second stop, the in-vehicle device 1 for buses Any one of the two stops, the waiting place, and the third stop is displayed on the guide screen 210. In the stop display area of the guidance screen 220 in this modification, information related to other stops is displayed in addition to the one stop specified by the stop specifying unit 111.

  FIG. 8 is a diagram illustrating an example of the guidance screen 220 in the modification. The guidance screen 220 includes a current time display area 221, a stop information display area 222, and a confirmation button 223. The current time display area 221 is an area for displaying the current time.

  The confirmation button 223 is a button that receives an operation from the driver. The confirmation button 223 functions as a passing button in the above-described embodiment. The confirmation button 223 may function as a button for accepting a screen transition to a display screen (not shown) for correcting an error when there is an error in the information displayed in the stop information display area 222. Note that the confirmation button 223 may be realized by a hardware button without being displayed on the guidance screen as in the above-described embodiment.

  The stop information display area 222 is an area for displaying information on a plurality of stops. The stop information display area 222 includes a first stop display area 2221, a stop display area 2222, and another stop display area 2223. The first stop display area 2221 includes the stop name of the first stop and the departure time of the first stop. The first stop display area 2221 may include the stop position of the first stop.

  The stop display area 2222 is an area for displaying information indicating the name of the stop and the departure time. When the stop is a stop, the stop display area 2222 displays the stop name and the departure time of the stop. When the stop is a waiting place, the name of the waiting place and the departure time of the waiting place are displayed in the stop display area 2222. The stop display area 2222 may include the stop position of the stop.

  The other stop display area 2223 is an area that displays other stops that have a departure time later than the stop displayed in the stop display area 2222 and that are in the order of stop and stop. The other stop display area 2223 includes the name of the stop and the departure time of the stop. The other stop display area 2223 may include the stop position of the stop. In addition, the other stop display area 2223 may display information on a plurality of stops.

  In this modified example, by displaying information on the first stop, the driver can recognize information scheduled for the stop that has passed. In addition, when the driver recognizes the stop that has actually passed, the driver can grasp which stop is handled by the in-vehicle device 1 for the bus as the first stop, and there is an error. By correcting the error, it is possible to reliably display a stop corresponding to the current situation.

  In addition, by displaying other stops that are scheduled to stop continuously at the stop, the driver can recognize which stop to go to after stopping at the stop. You can drive to.

  As mentioned above, although each embodiment and modification which concern on this invention have been demonstrated, this invention is not limited to an example of above-described embodiment, Various modifications are included. For example, the above-described exemplary embodiment has been described in detail for easy understanding of the present invention, and the present invention is not limited to the one having all the configurations described here. A part of the configuration of an example of an embodiment can be replaced with the configuration of another example. Moreover, it is also possible to add the structure of another example to the structure of an example of a certain embodiment. In addition, for a part of the configuration of an example of each embodiment, another configuration can be added, deleted, or replaced. Each of the above-described configurations, functions, processing units, processing means, and the like may be realized by hardware by designing a part or all of them with, for example, an integrated circuit. In addition, the control lines and information lines in the figure indicate what is considered necessary for the description, and do not necessarily indicate all. It can be considered that almost all configurations are connected to each other.

  In addition, the functional configuration of the in-vehicle device 1 for buses is classified according to main processing contents in order to facilitate understanding. The present invention is not limited by the way of classification and names of the constituent elements. As described above, the configuration of the in-vehicle bus device 1 can be classified into more components depending on the processing content. Moreover, it can also classify | categorize so that one component may perform more processes.

1: in-vehicle device for bus, 10: arithmetic processing unit, 11: CPU, 12: RAM, 13: non-volatile memory, 14: network I / F, 31: input device, 32: output device, 33: GPS receiver, 110: control unit, 111: stop specifying unit, 112: display unit, 120: input unit, 130: output unit, 140: communication unit, 150: storage unit, 151: stop information, 152: operation information, 210/220 : Guide screen, 211: current time display area, 212: stop display area, 222: stop information display area, 223: confirm button, 1521: system information, 1522: schedule information, 2121: stop name display area, 2122 : Time information display area, 2123: Stop position display area

Claims (9)

For the stop where the bus stops, the stop order, stop time information, and the other stop where there is another stop that stops for convenience following the stop at the stop, A storage unit for storing associated schedule information;
A stop specifying unit for specifying one or more stops to guide the bus driver;
A display unit for displaying the stop to the driver,
The storage unit stores a first stop that is the stop that has just stopped among the stops that have already stopped.
The stop specifying unit refers to the bus schedule information using the current time, and is the stop where the first stop and the stop order are continuous and stops after the first stop. To the second stop, to the third stop, which is the stop where the stop order is continuous with the second stop and stops after the second stop, or to the second stop An in-vehicle device for buses, wherein it is determined which one of the other stops where the vehicle stops for convenience after the other stop is to be guided. The in-vehicle device for a bus according to claim 1,
The bus stop identifying unit determines to guide the second bus stop when the current time is before the time related to the bus stop time information of the second bus stop. In-vehicle device. The in-vehicle device for a bus according to claim 1,
The stop includes a waiting place and a stop when the bus waits,
The bus schedule information includes standby information when stopping at the standby station as the other stop,
The stop specifying unit may be the second stop that is the second stop that stops in sequence with the first stop that is the stop that stops immediately before and stops after the first stop. Whether the stop is the third stop which is the stop where the stop and the stop order are continuous and stop after the second stop, or the waiting place continuously waiting for the stop to the second stop, An in-vehicle device for buses, which determines which stop is to be guided. The in-vehicle device for a bus according to claim 3,
The waiting information includes waiting time information indicating the departure time or arrival time of the waiting place,
The stop specifying unit is related to the standby information related to the second stop in the operation schedule information, and the current time is after the time related to the stop time information of the second stop. An in-vehicle apparatus for buses, wherein when it is before the time related to the waiting time information, it is determined to guide the waiting place related to the waiting information. The in-vehicle device for a bus according to claim 3,
The waiting information includes waiting time information indicating the departure time or arrival time of the waiting place,
When the current time is later than the time related to the waiting time information of the waiting information related to the second stop in the bus schedule information, the stop specifying unit guides the third stopping point. An in-vehicle device for a bus, characterized by determining. The in-vehicle device for a bus according to claim 3,
The storage unit includes information indicating the position of the stop,
The waiting information includes waiting time information indicating the departure time or arrival time of the waiting place,
The display unit displays a guide screen including information indicating a position of a stop, and arrival time or departure time of the stop specified by the stop time information or the waiting point time information. In-vehicle device for buses. An in-vehicle device for a bus according to claim 6,
The in-vehicle apparatus for buses, wherein the guidance screen includes information indicating that the stop is a waiting place when the stop is the waiting place. An in-vehicle device for a bus according to claim 6,
The in-vehicle device for buses, wherein the guide screen includes information indicating the first stop. For the stop where the bus stops, the stop order, stop time information, and the other stop where there is another stop that stops for convenience following the stop at the stop, A storage unit for storing associated schedule information;
A stop specifying unit for specifying one or more stops to guide the bus driver;
A display unit for displaying the stop to the driver,
The storage unit stores a first stop that is a stop that has just stopped among the stops that have already stopped.
The stop specifying unit refers to the bus schedule information using the current time, and is the stop where the first stop and the stop order are continuous and stops after the first stop. To the second stop, to the third stop, which is the stop where the stop order is continuous with the second stop and stops after the second stop, or to the second stop An in-vehicle information system characterized by determining which one of the other stops where the vehicle stops for convenience in succession to the other stop.

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