JP5517978B2 - Passenger guidance display system and passenger guidance display method - Google Patents

Description

  The present invention relates to a passenger guidance display system and a passenger guidance display method.

  Conventionally, a railway company has installed a timetable indicating the departure time of a train that departs from this station in the station premises, and provides passenger guidance to passengers through this timetable. In this timetable, the departure time of the train is displayed in minutes by hour and the destination and type of the train are displayed so as to be distinguishable. The conventional timetable thus configured not only requires a switching operation when the vehicle time is changed due to a fixed display that cannot be easily changed, but also displays the departure time of the train in minutes by hour. Therefore, for example, when the minute display is far from the time display, it is easy to make a mistake, and when searching for what hour and what the next departure is, compare many numbers on the timetable with the clock. I had to find it and it was hard to say that it was easy to use.

  The prior art represented by the following Patent Document 1 stores the departure time of a train at each station in a host computer, displays the latest time on the timetable based on this data, and stops the train that leaves this station. It is configured to display the station and destination. Accordingly, it is possible to promptly respond to the time revision and to guide the train station to the user.

JP-A-6-222713 (for example, paragraph 0047, FIG. 12)

  However, in the prior art represented by Patent Document 1 below, for example, when the user changes at a station on the way to go to the target station at the shortest time, for example, at which station should the transfer be made, Or it is difficult for the user to change the train at what time and how many minutes at the transfer station, so it is difficult to know intuitively how to arrive at the target station. The actual situation was to confirm with the station staff.

  The present invention has been made in view of the above, and an object of the present invention is to obtain a passenger guidance display system and a passenger guidance display method capable of facilitating train transfer.

  In order to solve the above-described problems and achieve the object, the present invention manages the on-line information and operation diagrams of a plurality of trains, and outputs operation information including the type, departure time, and destination of each train. A management device, and a passenger guidance display device that is provided in a station premises and displays the operation information transmitted from the operation management device as a guide video on a predetermined display, the passenger guidance display device, The display screen of the indicator is divided into a timetable display area and an operation information display area, and the operation information is displayed in the operation information display area in order to display a train that departs from a first station that is an arbitrary station on the route. A first operation information display area in which a plurality of departure time display areas displaying the type, departure time, and destination in train units are arranged in order of departure time, and a train that has traveled from the first station arrives in sequence The station names of a plurality of second stations, which are stations, are divided into a direction in which the departure time display areas are arranged and a second operation information display area in which the station names are displayed in a vertical direction, and proceed from the first station. The departure times of the second stations of the trains that have been displayed are displayed in time series in the same direction as the directions of the departure time display areas in association with the station names of the second stations, and The departure time of the second station and each departure time display area of the train are connected by a straight line or an arrow line having an inclination angle corresponding to the type of each train departing from the first station, When there is a transfer station in the second station, the time when the train traveling from the first station arrives at the transfer station and the departure time of the train traveling from the first station In association with the station name of the transfer station, Chronologically displayed in the same direction as the direction, and wherein the connecting by the straight line or an arrow line.

  According to this invention, the first operation information display area for displaying the type, departure time, and destination of a train departing from an arbitrary station on the route on the display unit, and a plurality of stations after the station. And displaying the second operation information display area for displaying the train and linking the arrival time and departure time at a plurality of stations with a straight line or an arrow line having an angle corresponding to the train type for each train. By making it easy to understand, there is an effect that it is possible to facilitate the transfer of trains.

FIG. 1 is a diagram showing a schematic configuration of a passenger guidance display system according to a first embodiment of the present invention. FIG. 2 is a diagram illustrating an example of content displayed on the display. FIG. 3 is a diagram illustrating a first display example of the operation information display area by the passenger guidance display device according to the first embodiment of the present invention. FIG. 4 is a diagram illustrating a display example displayed in the operation information display area based on the operation information after the driving arrangement. FIG. 5 is a diagram illustrating a second display example of the operation information display area by the passenger guidance display device according to the first embodiment of the present invention. FIG. 6 is a diagram illustrating a third display example of the operation information display area by the passenger guidance display device according to the first embodiment of the present invention. FIG. 7: is a figure which shows the 4th example of a display of the operation information display area by the passenger guidance display apparatus concerning Embodiment 1 of this invention. FIG. 8 is a diagram illustrating a fifth display example of the operation information display area by the passenger guidance display device according to the first embodiment of the present invention. FIG. 9 is a diagram illustrating a sixth display example of the operation information display area by the passenger guidance display device according to the first embodiment of the present invention. FIG. 10: is a figure which shows the 1st example of a display of the operation information display area by the passenger guidance display apparatus concerning Embodiment 2 of this invention. FIG. 11: is a figure which shows the 2nd example of a display of the operation information display area by the passenger guidance display apparatus concerning Embodiment 2 of this invention. FIG. 12 is a diagram illustrating a third display example of the operation information display area by the passenger guidance display device according to the second embodiment of the present invention. FIG. 13: is a figure which shows the 4th example of a display of the operation information display area by the passenger guidance display apparatus concerning Embodiment 2 of this invention. FIG. 14: is a figure which shows the 5th example of a display of the operation information display area by the passenger guidance display apparatus concerning Embodiment 2 of this invention. FIG. 15: is a figure which shows the 6th example of a display of the operation information display area by the passenger guidance display apparatus concerning Embodiment 2 of this invention. FIG. 16 is a diagram showing a schematic configuration of a passenger guidance display system according to the third embodiment of the present invention. FIG. 17 is a diagram illustrating a display example of the departure time display area by the passenger guidance display device according to the third embodiment of the present invention.

  Hereinafter, embodiments of a passenger guidance display system and a passenger guidance display method according to the present invention will be described in detail with reference to the drawings. Note that the present invention is not limited to the embodiments.

Embodiment 1 FIG.
FIG. 1 is a diagram showing a schematic configuration of a passenger guidance display system 100 according to the first embodiment of the present invention. As shown in FIG. 1, the passenger guidance display system 100 includes a track circuit 13, an interlocking device 2, an operation management device 3, a passenger guidance display device 4, and a display 30.

  The track circuit 13 is laid for each section along the track, and detects the position of the train (for example, the train 10) on the track. Outputs a signal to detect the presence / absence of a train line. Hereinafter, a signal output from the track circuit 13 is referred to as track circuit information 20.

  The interlocking device 2 is connected to a plurality of track circuits 13 and collects track circuit information 20 output from these track circuits 13. The interlocking device 2 detects the on-line position of each train on the track based on the track circuit information 20 and outputs this as the on-line information 21. The interlocking device 2 controls a traffic light, a switch, and the like based on the track circuit information 20.

  The operation management device 3 is mainly composed of a computer installed on the ground, and has operation schedule information to manage the operation of the train. The operation management device 3 and the interlocking device 2 are connected by the transmission line 1, and the interlocking device 2 transmits the standing line information 21 to the operation management device 3 periodically, for example. The operation management device 3 manages the operation schedule and the on-line information 21 received from the interlocking device 2, and manages the operation information 22 of the trains that arrive and depart the platform 12 of each station based on these. For example, when the operation management device 3 detects that the train is approaching the station where the train is located by the on-line information 21, the operation information of the train (for example, the type of the train 10, the destination, the stop station, Arrival time, departure time, etc.) are specified, and the specified operation information 22 is transmitted to the passenger guidance display device 4. The type of train means distinction between normal, express and limited express.

  The passenger guidance display device 4 is installed, for example, on the platform 12 in a station premises, and includes a CPU, a memory, and the like, and operates according to software that realizes a display function of the operation information 22. Passenger guidance display device 4 transmits timetable information 23 transmitted from operation management device 3 to indicator 30 according to a predetermined schedule. Moreover, the passenger guidance display device 4 departs from this station, which is an arbitrary station on the route, based on the operation information 22 transmitted from the operation management device 3, and the train that the train that has passed through is headed. The image data 24 that visualizes the arrival time at the station and the departure time of the station where the train stops is created. The created image data 24 is transmitted to the display device 30, and the operation information 22 (image data 24) is displayed on the display device 30 as a guide video.

  Hereinafter, the operation of the passenger guidance display system 100 will be described. Track circuit information 20 from the track circuit 13 is collected by the interlocking device 2, and the track circuit information 20 detects the position of each train on the track based on the track circuit information 20 and outputs it as track information 21. The standing line information 21 from the interlocking device 2 is collated with a predetermined operation schedule by the operation management device 3, and the operation information 22 of the train is specified. The identified operation information 22 is transmitted to the passenger guidance display device 4. The timetable information 23 transmitted from the operation management device 3 is transmitted to the display 30 via the passenger guidance display device 4. Further, the operation information 22 transmitted from the operation management device 3 is converted into image data 24 by the passenger guidance display device 4 and transmitted to the display 30.

  FIG. 2 is a diagram illustrating an example of contents displayed on the display 30. The display screen 33 of the display device 30 is divided into, for example, a timetable display area 31 for displaying the timetable information 23 and an operation information display area 32 for displaying the operation information 22. In the timetable display area 31, for example, the departure time of a train leaving the station is displayed in minutes by hour. The time indicated by the symbols A, B, and C in the timetable display area 31 is an example of the time displayed in a first operation information display area 32-1 described later. In the example of FIG. 2, the timetable display area 31 is arranged above the operation information display area 32, but the operation information display area 32 is arranged above the timetable display area 31. Alternatively, the operation information display area 32 may be arranged on either the left or right side of the timetable display area 31.

  FIG. 3 is a diagram illustrating a first display example of the operation information display area 32 by the passenger guidance display device 4 according to the first embodiment of the present invention. The operation information display area 32 is divided into a first operation information display area 32-1 and a second operation information display area 32-2. In the example of FIG. 3, the second operation information display area 32-2 is displayed on the right side of the first operation information display area 32-1.

  In the first operation information display area 32-1, an arbitrary station on the route is defined as a first station (hereinafter referred to as "this station"), and the time at which each train arriving at this station departs from this station. In order, a plurality of departure time display areas 40-1 to 40-4, which are display areas for train information including at least the types of trains that depart from or pass through the station, are provided. The departure time display areas 40-1 to 40-4 are displayed side by side in the order of departure time of the station (for example, in order from the upper side of the first operation information display area 32-1).

  In the departure time display areas 40-1 to 40-4, in addition to the type of train that leaves or passes through this station, the departure time and destination of the train that leaves this station, and the destination of the train that passes through this station are displayed. Is displayed. By performing such a display, a user who gets on from this station can accurately grasp the departure time and destination of the train originating from this station.

  In the example of FIG. 3, the train type, departure time, and destination are shown in the departure time display areas 40-1, 40-2, and 40-4, respectively, and the train passes through this station in the departure time display area 40-3. The type of train and destination are shown. In addition, although four departure time display areas 40-1 to 40-4 are shown in FIG. 3, it is not limited to this number.

  More specifically, in the departure time display area 40-1, the departure time of the first train ("12:30 departure"), its type ("ordinary"), the destination ("bound for XX"), and Is displayed. This departure time is, for example, the time indicated by the symbol A in the timetable display area 31 of FIG. In the departure time display area 40-2, the departure time ("12:35 departure") of the express train that departs from the regular train departing from this station at 12:30, its type ("express"), and the destination Is displayed. This departure time is, for example, the time indicated by the symbol B in the timetable display area 31 of FIG. In the departure time display area 40-4, the departure time (“12:50 departure”) of the ordinary train that departs from the express train departing at 12:35 of this station, its type (“ordinary”), and destination ("To XX") is displayed. This departure time is, for example, the time indicated by the symbol C in the timetable display area 31 of FIG. In the departure time display area 40-3, the train passes through this station after the express train at 12:35 has departed and before the ordinary train at 12:50 departs from the station. The train information (“passing this station”), its type (“express”), and the destination (“bound for ΔΔ”) are displayed. In this way, in the first operation information display area 32-1, operation information (departure time, train type, destination) regarding the train that leaves this station is displayed, and if there is a passing train, the operation regarding that train is performed. Information (train type, destination) is displayed.

  In the second operation information display area 32-2, the station names of a plurality of stations 33-1 to 33-5 (second stations) that are arrival stations of the respective trains departing from this station are displayed in the departure time display area 40. The directions in which -1 to 40-4 are arranged are displayed in a vertical direction (left-right direction in FIG. 3) and in order from a station (A station) close to the station. That is, in the second operation information display area 32-2 shown in FIG. 3, the station names of the stations 33-1 to 33-5 are displayed in order from the left side of the second operation information display area 32-2. In addition, although the five stations 33-1 to 33-5 are shown in FIG. 3, it is not limited to this number.

  Furthermore, in the 2nd operation information display area 32-2, when the transfer station (for example, B station, E station) exists in the stations 33-1 to 33-5, each train which has progressed from this station is displayed. The time of arrival at the transfer station and the departure time of the transfer station of each train proceeding from this station are displayed in association with the station name of the transfer station. Further, the time of arrival at these transfer stations and the departure time of the transfer station are time-sequentially in the same direction (from top to bottom in FIG. 3) as the direction in which the departure time display areas 40-1 to 40-4 are arranged. Are displayed and connected by arrow lines 50-1 to 50-3.

  More specifically, in the row of the A station, the train A departure time (“12:35”) of the ordinary train departing from the station 12:30 and the ordinary train A of the station 12:30 The station departure time (“12:55”) is displayed. The A train departure time ("12:35") of the ordinary train is displayed above the A train departure time ("12:55") of the ordinary train.

  In the row of station B, the arrival time (12:40) of the ordinary train from station 12:30 and the time (12:43) when the ordinary train departs from station B, The B train departure time ("12:42") of the express train departing from this station at 12:35 and the B train departure time ("13:00") of the ordinary train from this station at 12:50 are displayed. ing. The B train arrival time ("12:40") of the regular train is displayed above the express train B station departure time ("12:42"), and the express train B station departure time ("12:42") Is displayed above B station departure time ("12:43") of this ordinary train. Also, the B train departure time ("12:43") of the ordinary train is displayed above the B train departure time ("13:00") of the ordinary train.

  In the row of station C, the train station departure time at station 12:30 (“12:48”) and train station departure time at station 12:50 (“13: 05 ") is displayed. The C train departure time (“12:48”) of the ordinary train is displayed above the C train departure time (“13:05”) of the ordinary train.

  In the row of D station, the normal train departure time from the station at 12:30 (“12:52”) and the normal train departure time from the station at 12:50 (“13:52”). 10 ") is displayed. The D train departure time (“12:52”) of the ordinary train is displayed above the D station departure time (“13:10”) of the ordinary train.

  In the row of E station, the E train departure time ("12:55") of the express train departing from this station at 12:35 and the ordinary train arrival time at "12:55" ("12:55") 58 ”), the E-station departure time of the limited express train (“ 13:00 ”), the E-station departure time of the ordinary train arriving at E station 12:58 (“ 13:02 ”), and this station 12:50 E station departure time (“13:15”) of the ordinary train for departure is displayed. The express train is, for example, a train in which an express train departing from this station 12:35 passes through this station after leaving the station. The E train departure time (“12:55”) of the express train is displayed above the E train arrival time (“12:58”) of the ordinary train, and this E station arrival time (“12:58”) is Express train E station departure time ("13:00") is displayed above the express train E station departure time ("13:00"), ordinary train E station departure time ("13:02") It is displayed on the upper side.

  In addition, the time when each train traveling from this station arrives at stations 33-1 to 33-5 (second station arrival time) and the time when each train traveling from this station arrives at stations 33-1 to 33-5 The departure time (second station departure time) is an arrow drawn from each departure time display area 40-1 to 40-4 and extends to the second operation information display area 32-2 side. And it is connected with the arrow lines 50-1 to 50-4 set to the angle corresponding to the kind of each train which departs from this station.

  In the example of FIG. 3, the absolute value of this angle is set to the following value (predetermined value) with respect to the horizontal direction. The arrow lines 50-1 and 50-4 are set to a first angle (for example, 0 ° with respect to the horizontal direction) corresponding to the type of the slowest first train (for example, a normal train), for example. The arrow 50-2 corresponds to the type of the second train (for example, express train) that is faster than the first train and slower than the earliest train (for example, the express train) and is larger than the first angle. The angle is set to 2 (for example, 10 ° with respect to the horizontal direction). The arrow 50-3 corresponds to the type of the third train that is the earliest train (for example, an express train) and is set to a third angle (for example, 15 ° with respect to the horizontal direction) that is larger than the second angle. Yes. Note that the values of these angles are merely examples and may be different values.

  As described above, the arrival times or departure times of the stations 33-1 to 33-5 are drawn from the departure time display areas 40-1 to 40-4 and set at predetermined angles. 50-4. Therefore, the user who waits for a train at this station is displayed with these arrow lines 50-1 to 50-4, so that the trains that depart from or pass through this station are each station 33-1 after this station. It is possible to intuitively grasp the time of arrival at 33-5 and the time of departure from the station. In FIG. 3, arrow lines 50-1 to 50-4 are used as lines connecting the respective times. However, even when a straight line is used instead of the arrow lines 50-1 to 50-4, each line includes Since the first to third angles are set, the same effect can be obtained.

  In the example of FIG. 3, the arrival time and departure time of the ordinary train departing from the station at 12:30 are connected to the arrow line 50-1 drawn from the departure time display area 40-1, and the station is at 12:35. The departure time of the departure express train is connected to the arrow line 50-2 drawn from the departure time display area 40-2, and the departure time of the express train passing this station is drawn from the departure time display area 40-3. Is connected to the arrow line 50-3, and the departure time of the ordinary train departing from the station at 12:50 is connected to the arrow line 50-4 drawn from the departure time display area 40-4.

  In addition, in the example of FIG. 3, the arrival time (“12:40”) of the ordinary train departing from the station at 12:30 (“12:40”) is displayed above the departure time of the B train from the express train (“12:42”). And is connected to an arrow line 50-1. Therefore, for example, when a user waiting for a train at this station goes to B station, this user can grasp that he can arrive at B station in the shortest time by taking a regular train departing from this station at 12:30. .

  Further, in the example of FIG. 3, the B train departure time (“12:43”) of the ordinary train starting at 12:30 of this station is the B train departure time of the ordinary train departing from this station 12:50 (“13 : 00 ") and is connected to an arrow line 50-1. Therefore, for example, a user who waits for a train at this station immediately after the ordinary train at 12:30 leaves this station and before the express train at 12:35 leaves this station. If you go to station C, this user can get on the express train at 12:35 and change to the regular train at station B, rather than waiting for the regular train at 12:50. You can see that you can arrive at station C early.

  Moreover, in the example of FIG. 3, the E train departure time (“12:55”) of the express train is above the E station arrival time (“12:58”) of the ordinary train departing from this station at 12:30. It is displayed and connected to the arrow line 50-2. In other words, the E station arrival time (“12:58”) of the ordinary train is displayed below the E station departure time (“12:55”) of the express train, and the arrow line 50-1 Tied. Therefore, when a user waiting for a train at this station goes to E station, this user can grasp that he can arrive at E station in the shortest time if he / she gets on an express train departing from this station at 12:35.

  FIG. 4 is a diagram illustrating a display example displayed in the operation information display area 32 based on the operation information after the driving arrangement. The operation arrangement is intended to restore a normal schedule in consideration of the priority of operation such as the type of train when an abnormality such as a large delay occurs in the train. Although the train is operated based on a predetermined train schedule, it cannot always be operated on a regular schedule, and the train may be delayed or suspended due to a failure of a vehicle or equipment, an accident, bad weather, or the like. At that time, if the operation is continued with the original operation plan, the delay will not be recovered at all, and the influence will spread to a wide range, and the influence on the passenger will be enormous. For this reason, an appropriate plan change will be made and early restoration to normal operation will be attempted. Therefore, when the schedule is disturbed due to a delay or the like, the operation management device 3 changes the operation plan (operation arrangement) in order to reduce the influence on the passenger and return to the normal operation, and the operation information 22 after the operation arrangement is performed. Is provided to the passenger guidance display device 4. FIG. 4 shows a display example displayed based on such operation information 22.

  FIG. 4 shows an example of a display when the driving arrangement is performed, for example, when the express train is delayed. The regular train at 12:30 from this station is not disturbed, but the express train departure time is 5 minutes delayed to "12:40". In addition, due to the delay of this express train, the operation information of the express train that was scheduled to pass through this station is displayed as “suspended” instead of “passing through this station”.

  In the second operation information display area 32-2 shown in FIG. 4, the B train departure time ("12:40") of the ordinary train is higher than the B train departure time ("12:47") of the express train. And is connected to an arrow line 50-1 drawn from the departure time display area 40-1. That is, in the example of FIG. 3, the express train B station departure time (“12:42”) is shown above the ordinary train B station departure time (“12:43”). As a result of the operation arrangement, the B train departure time of the ordinary train is shown above the B train departure time of the express train. Thus, even when the driving arrangement is performed, the times corresponding to the stations 33-1 to 33-5 (departure times in the example of FIG. 4) are displayed in time series in order from the top. Further, as in the display example of FIG. 3, the arrival time and departure time of the ordinary train are connected to an arrow line 50-1 drawn from the departure time display area 40-1, and an express train departing from this station at 12:40. The departure time of the train is connected to an arrow line 50-2 drawn from the departure time display area 40-2. However, since the express train is suspended, the arrow line 50-3 shown in FIG. 3 is not displayed in the operation information display area 2 shown in FIG. Therefore, for example, a user who waits for a train at this station immediately after the ordinary train at 12:30 leaves this station and before the express train at 12:40 leaves this station. When going to station C, it is possible to guide that it is possible to arrive at station C in the shortest time by taking the ordinary train at 12:50. That is, it is possible to grasp that even if you take an express train departing at 12:40, you must wait for a regular train at 12:50 at B.

  Further, in the second operation information display area 32-2 shown in FIG. 4, the E station departure time ("13:00") of the express train is from the E station departure time ("12:58") of the ordinary train. Is also shown on the upper side and is connected to an arrow line 50-2 drawn from the departure time display area 40-2. Therefore, when a user waiting for a train at this station goes to E station, this user can grasp that he can arrive at E station in the shortest time if he / she gets on a regular train departing from this station at 12:30.

  The display content of the second operation information display area 32-2 may be configured as follows. Only the parts different from FIG. 3 will be described below.

  FIG. 5 is a diagram showing a second display example of the operation information display area 32 by the passenger guidance display device 4 according to the first embodiment of the present invention. The arrow lines 50-1 to 50-4 shown in FIG. 5 are set at different angles from the arrow lines 50-1 to 50-4 shown in FIG.

  In the example of FIG. 5, the absolute value of this angle is set to the following value (predetermined value) with respect to the horizontal direction. The arrow lines 50-1 and 50-4 are set to a first angle (for example, 15 ° with respect to the horizontal direction) corresponding to the type of the slowest first train (for example, a normal train), for example. The arrow line 50-2 corresponds to the type of the second train (for example, express train) that is faster than the first train and slower than the earliest train (for example, the express train) and is smaller than the first angle. The second angle (for example, 10 ° with respect to the horizontal direction) is set. The arrow line 50-3 corresponds to the type of the third train that is the earliest train (for example, an express train), and is set to a third angle that is smaller than the second angle (for example, 0 ° with respect to the horizontal direction). ing. Note that the values of these angles are merely examples and may be different values.

  As described above, the arrival times or departure times of the stations 33-1 to 33-5 are drawn from the departure time display areas 40-1 to 40-4 and set at predetermined angles. 50-4. Therefore, the user who waits for a train at this station is displayed with these arrow lines 50-1 to 50-4, so that the trains that depart from or pass through this station are each station 33-1 after this station. It is possible to intuitively grasp the time of arrival at 33-5 and the time of departure from the station.

  FIG. 6 is a diagram illustrating a third display example of the operation information display area 32 by the passenger guidance display device 4 according to the first embodiment of the present invention. A different point from FIG. 3 is the line types of the arrow lines 50-1 to 50-4, and the arrow lines 50-1 to 50-4 are displayed with the line types corresponding to the types of trains. In the example of FIG. 6, for example, the arrow lines 50-1 and 50-4 are displayed by the first line type (for example, a thin line) corresponding to the ordinary train. Moreover, the arrow line 50-2 is displayed with the 2nd line | wire type (for example, thick line) corresponding to an express train. Moreover, the arrow line 50-3 is displayed with the 3rd line | wire type (for example, dashed-dotted line) corresponding to an express train. That is, these line types are displayed with different line types for each train type. If each line type is displayed so that, for example, a faster train is thicker, it is possible to visualize and guide that the train indicated by the thick line is faster than the train indicated by the thin line. Note that the first to third line types shown in FIG. 6 are also applicable to the arrow lines 50-1 to 50-4 shown in FIG.

  FIG. 7 is a diagram showing a fourth display example of the operation information display area 32 by the passenger guidance display device 4 according to the first embodiment of the present invention, and FIG. 8 is a passenger according to the first embodiment of the present invention. It is a figure which shows the 5th example of a display of the operation information display area 32 by the guidance display apparatus 4, FIG. 9: is the 6th of the operation information display area 32 by the passenger guidance display apparatus 4 concerning Embodiment 1 of this invention. It is a figure which shows the example of a display. The display examples of FIGS. 7 to 9 correspond to the display examples of FIGS. 4 to 6 respectively, but the second operation information display area 32-2 includes the time of arrival at a transfer station (for example, B station or E station). Lines 60-1 and 60-2 surrounding both the departure time and the departure time of the transfer station are displayed in association with the station name of the transfer station.

  For example, in FIG. 7, the B train arrival time (“12:40”) of the ordinary train, the B station departure time (“12:42”) of the express train, and the B station departure time (“12:42”) of this ordinary train. 43 ") is surrounded by a line 60-1. Similarly, E station arrival time (12:58) of the ordinary train, E station departure time ("13:00") of the limited express train, and E station departure time ("13:02") of this ordinary train Is surrounded by a line 60-2. In this way, by wrapping the time of trains that can be changed with the lines 60-1 and 60-2, it is possible to visualize and guide the arrival time and departure time at the transfer station.

  As described above, the passenger guidance display system 100 according to the first embodiment manages the on-line information 21 and operation schedules of a plurality of trains, and displays the operation information 22 including the type, departure time, and destination of each train. And a passenger guidance display device 4 that displays the operation information 22 provided in the station premises and transmitted from the operation management device 3 as a guide image on a predetermined display. 4 divides the display screen of the display 30 into a timetable display area 31 and an operation information display area 32 when the guide video is displayed on the display 30. Further, the operation information in the operation information display area 30 is displayed. Is displayed in a plurality of departure time display areas 40-1 to 40-40 that display the type, departure time, and destination of a train departing from this station (first station) which is an arbitrary station on the route. − First operation information display area 32-1 displayed side by side in the order of departure time, and a plurality of stations 33-1 to 33-5 (second stations) that are stations where trains traveling from this station arrive in sequence The station name is divided into a second operation information display area 32-2 in which the departure time display areas 40-1 to 40-4 are arranged in the vertical direction and the vertical direction, and each train traveling from this station is displayed. The departure times of the stations 33-1 to 33-5 are displayed in time series in the same direction as the direction in which the departure time display areas 40-1 to 40-4 are arranged in association with the station names of the stations 33-1 to 33-5. In addition, the departure times of the stations 33-1 to 33-5 of each train and the departure time display areas 40-1 to 40-4 of the trains corresponding to the types of the trains departing from this station Connected by straight lines or arrow lines 50-1 to 50-4 with an angle, inside stations 33-1 to 33-5 If there is a transfer station, the time at which the train traveling from this station arrives at this transfer station and the departure time at the transfer station of the train traveling from this station are associated with the station name of the transfer station, and Since the time display areas 40-1 to 40-4 are displayed in time series in the same direction as the direction in which the time display areas 40-1 to 40-4 are arranged and are connected by the straight lines or the arrow lines 50-1 to 50-4, the train transfer guidance is provided. It is possible to make it visually easy to understand. Therefore, the train transfer is facilitated, and as a result, the user waiting for the train at this station can arrive at the target station at the shortest time and the transfer time at the transfer station (the train from this station). It is possible to grasp the time when the train arrives at the transfer station and the time when the train departs from the transfer station) and the time when the train after the transfer arrives at the target value.

  Moreover, the passenger guidance display system 100 according to the first embodiment displays the second operation information display area 32-2 on the right side of the first operation information display area 32-1, and the departure time display areas 40-1 to 40-1. 40-4 are displayed in order from the upper side of the first operation information display area 32-1, the station names of the stations 33-1 to 33-5 are displayed in order from the left side of the second operation information display area 32-2, and straight lines are displayed. Or since the absolute value of the angle of the arrow lines 50-1 to 50-4 is set to a predetermined value with respect to the horizontal direction, for example, five or more station names of the second station are displayed and operation information is displayed. Even when the area 32 is displayed horizontally long, it is possible to visualize and guide the train transfer guidance.

Embodiment 2. FIG.
In Embodiment 1, the 1st operation information display area 32-1 is arrange | positioned on the left side of the operation information display area 32, and the 2nd operation information display area 32-2 is arrange | positioned on the right side of the operation information display area 32. However, the first operation information display area 32-1 is arranged above the operation information display area 32, and the second operation information display area 32-2 is arranged below the operation information display area 32. You may comprise. As a display example like this, a display example of the operation information display area 32 by the passenger guidance display device 4 according to the second embodiment will be described. Hereinafter, the same reference numerals are given to the same parts as those in the first embodiment, and the description thereof is omitted, and only different parts will be described here.

  FIG. 10 is a diagram illustrating a first display example of the operation information display area 32 by the passenger guidance display device 4 according to the second embodiment of the present invention. The departure time display areas 40-1 to 40-4 are displayed side by side in the order of departure time of the station (for example, in order from the left side of the first operation information display area 32-1).

  In the second operation information display area 32-2, the station names of a plurality of stations 33-1 to 33-5 (second stations) that are arrival stations of the respective trains departing from this station are displayed in the departure time display area 40. The directions in which -1 to 40-4 are arranged are displayed in a vertical direction (vertical direction in FIG. 10) and in order from a station (A station) close to the station. That is, in the second operation information display area 32-2 shown in FIG. 10, the station names of the stations 33-1 to 33-5 are displayed in order from the upper side of the second operation information display area 32-2. In addition, although the five stations 33-1 to 33-5 are shown in FIG. 10, it is not limited to this number.

  Furthermore, in the 2nd operation information display area 32-2, when the transfer station (for example, B station, E station) exists in the stations 33-1 to 33-5, each train which has progressed from this station is displayed. The time of arrival at the transfer station and the departure time of the transfer station of each train proceeding from this station are displayed in association with the station name of the transfer station. Further, the time of arrival at these transfer stations and the departure time of the transfer station are time-sequentially in the same direction (left to right in FIG. 10) as the direction in which the departure time display areas 40-1 to 40-4 are arranged. Are displayed and connected by arrow lines 50-1 to 50-4.

  More specifically, in the row of the A station, the A train departure time ("12:35") of the ordinary train departing from the station 12:30 is A of the ordinary train departing from the station 12:50. It is displayed on the left side from the station departure time (“12:55”).

  In the row of B station, the arrival time (12:40) of the regular train departing from the station at 12:30 is displayed on the left side from the departure time of B station (12:42) of the express train. The B train departure time ("12:42") of the express train is displayed on the left side of the B train departure time ("12:43") of this ordinary train, and the B train departure time ("12:42") of this ordinary train 43 ") is displayed on the left side from the B train departure time (" 13:00 ") of the ordinary train departing from this station at 12:50.

  In the row of station C, the station C departure time ("12:48") of the ordinary train starting at 12:30 of this station is the station departure time ("13:48") of the ordinary train departing from this station 12:50. 05 ") on the left side.

  In the row of D station, the departure time of the ordinary train at station 12:30 (D: 12:52) is the departure time at station D (12:52) for the ordinary train at station 12:50 (“13: 10 ”) on the left side.

  In the row of E station, the E train departure time (“12:55”) of the express train is displayed on the left side from the E station arrival time (“12:58”) of the regular train at this station 12:30, The arrival time (“12:58”) of this ordinary train at E station is displayed on the left side from the departure time at E station (“13:00”) of the limited express train. It is displayed on the left side from the E station departure time ("13:02").

  In addition, the second station arrival time (the time at which each train traveling from the station arrives at the stations 33-1 to 33-5) and the second station departure time (each train proceeding from the station is moved to the station 33). -1 to 33-5) is an arrow line drawn from each departure time display area 40-1 to 40-4, and extends to the second operation information display area 32-2. And it is connected with the arrow lines 50-1 to 50-4 set to the angle corresponding to the kind of each train which departs from this station.

  In the example of FIG. 10, the absolute value of this angle is set to the following value (predetermined value) with respect to the vertical direction. The arrow lines 50-1 and 50-4 are set to a first angle (for example, 0 ° with respect to the vertical direction) corresponding to the type of the slowest first train (for example, a normal train), for example. The arrow line 50-2 corresponds to the type of the second train (for example, express train) that is faster than the first train and slower than the earliest train (for example, the express train) and is larger than the first angle. The second angle (for example, 10 ° with respect to the vertical direction) is set. The arrow line 50-3 corresponds to the type of the third train that is the earliest train (for example, an express train), and is at a third angle that is larger than the second angle (for example, 15 ° with respect to the vertical direction). Is set. Note that the values of these angles are merely examples and may be different values.

  As described above, the arrival times or departure times of the stations 33-1 to 33-5 are drawn from the departure time display areas 40-1 to 40-4 and set at predetermined angles. 50-4. Therefore, the user who waits for a train at this station is displayed with these arrow lines 50-1 to 50-4, so that the trains that depart from or pass through this station are each station 33-1 after this station. It is possible to intuitively grasp the time of arrival at 33-5 and the time of departure from the station.

  In addition, in the example of FIG. 10, the arrival time ("12:40") of the ordinary train departing from the station at 12:30 ("12:40") is displayed on the left side from the departure time of station B ("12:42") of the express train. And is connected to an arrow line 50-1. Therefore, for example, when a user waiting for a train at this station goes to B station, this user can grasp that he can arrive at B station in the shortest time by taking a regular train departing from this station at 12:30. .

  Further, in the example of FIG. 10, the B train departure time (“12:43”) of the ordinary train departing from this station at 12:30 (“13:43”) is the B train departure time of the ordinary train from this station at 12:50 (“13 : 00 ") and is connected to an arrow line 50-1. Therefore, for example, a user who waits for a train at this station immediately after the ordinary train at 12:30 leaves this station and before the express train at 12:35 leaves this station. If you go to station C, this user can get on the express train at 12:35 and change to the regular train at station B, rather than waiting for the regular train at 12:50. You can see that you can arrive at station C early.

  In the example of FIG. 10, the E train departure time (“12:55”) of the express train is on the left side of the E train arrival time (“12:58”) of the ordinary train departing from this station at 12:30. It is displayed and connected to the arrow line 50-2. In other words, the E station arrival time (“12:58”) of this ordinary train is displayed on the right side of the E station departure time (“12:55”) of the express train and is connected to the arrow line 50-1. It is. Therefore, when a user waiting for a train at this station goes to E station, this user can grasp that he can arrive at E station in the shortest time if he / she gets on an express train departing from this station at 12:35.

  When the operation is organized, the display of the departure time of each train is changed in the same way as the display contents shown in FIG. 3, so the same effect as when the display shown in FIG. 3 is performed. It is possible to obtain

  The display content of the second operation information display area 32-2 may be configured as follows. Only the parts different from FIG. 11 will be described below.

  FIG. 11: is a figure which shows the 2nd example of a display of the operation information display area 32 by the passenger guidance display apparatus 4 concerning Embodiment 2 of this invention. The arrow lines 50-1 to 50-4 shown in FIG. 11 are set at different angles from the arrow lines 50-1 to 50-4 shown in FIG.

  In the example of FIG. 11, the absolute value of this angle is set to the following value (predetermined value) with respect to the vertical direction. The arrow lines 50-1 and 50-4 are set to a first angle (for example, 15 ° with respect to the vertical direction) corresponding to the type of the slowest first train (for example, a normal train), for example. The arrow line 50-2 corresponds to the type of the second train (for example, express train) that is faster than the first train and slower than the earliest train (for example, the express train) and is smaller than the first angle. The second angle (for example, 10 ° with respect to the vertical direction) is set. The arrow line 50-3 corresponds to the type of the third train that is the earliest train (for example, an express train) and is set to a third angle that is smaller than the second angle (for example, 0 ° with respect to the vertical direction). ing. Note that the values of these angles are merely examples and may be different values.

  As described above, the arrival times or departure times of the stations 33-1 to 33-5 are drawn from the departure time display areas 40-1 to 40-4 and set at predetermined angles. 50-4. Therefore, the user who waits for a train at this station is displayed with these arrow lines 50-1 to 50-4, so that the trains that depart from or pass through this station are each station 33-1 after this station. It is possible to intuitively grasp the time of arrival at 33-5 and the time of departure from the station.

  FIG. 12 is a diagram showing a third display example of the operation information display area 32 by the passenger guidance display device 4 according to the second embodiment of the present invention. A different point from FIG. 10 is the line types of the arrow lines 50-1 to 50-4, and the arrow lines 50-1 to 50-4 are displayed with the line types corresponding to the type of each train. In the example of FIG. 12, for example, the arrow lines 50-1 and 50-4 are displayed by the first line type (for example, a thin line) corresponding to the ordinary train. Moreover, the arrow line 50-2 is displayed with the 2nd line | wire type (for example, thick line) corresponding to an express train. Moreover, the arrow line 50-3 is displayed with the 3rd line | wire type (for example, dashed-dotted line) corresponding to an express train. That is, the first to third line types are displayed with different line types for each train type. If each line type is displayed so that, for example, a faster train is thicker, it is possible to visualize and guide that the train indicated by the thick line is faster than the train indicated by the thin line. Note that the first line type, the second line type, and the third line type shown in FIG. 12 are also applicable to the arrow lines 50-1 to 50-4 shown in FIG.

  FIG. 13 is a diagram showing a fourth display example of the operation information display area 32 by the passenger guidance display device 4 according to the second embodiment of the present invention, and FIG. 14 shows the passenger according to the second embodiment of the present invention. It is a figure which shows the 5th example of a display of the operation information display area 32 by the guidance display apparatus 4, FIG. 15: is the 6th of the operation information display area 32 by the passenger guidance display apparatus 4 concerning Embodiment 2 of this invention. It is a figure which shows the example of a display. In the second operation information display area 32-2 shown in FIGS. 13 to 15, a line 60-1 surrounding both the time of arrival at the transfer station (for example, B station and E station) and the departure time of the transfer station, 60-2 is displayed in association with the station name of the transfer station.

  For example, in FIG. 13, the B train arrival time (“12:40”) of the ordinary train, the B station departure time (“12:42”) of the express train, and the B station departure time (“12:40”) of this ordinary train. 43 ") is surrounded by a line 60-1. Similarly, E station arrival time ("12:58") of the ordinary train, E station departure time ("13:00") of the limited express train, and E station departure time ("13:02") of this ordinary train Are surrounded by a line 60-2. In this way, by wrapping the time of trains that can be changed with the lines 60-1 and 60-2, it is possible to visualize and guide the arrival time and departure time at the transfer station.

  As described above, the passenger guidance display system 100 according to the second embodiment manages the on-line information 21 and operation diagrams of a plurality of trains, and displays the operation information 22 including the type, departure time, and destination of each train. And a passenger guidance display device 4 that displays the operation information 22 provided in the station premises and transmitted from the operation management device 3 as a guide image on a predetermined display. 4 divides the display screen of the display 30 into a timetable display area 31 and an operation information display area 32 when the guide video is displayed on the display 30. Further, the operation information in the operation information display area 30 is displayed. Is displayed in a plurality of departure time display areas 40-1 to 40-40 that display the type, departure time, and destination of a train departing from this station (first station) which is an arbitrary station on the route. − First operation information display area 32-1 displayed side by side in the order of departure time, and a plurality of stations 33-1 to 33-5 (second stations) that are stations where trains traveling from this station arrive in sequence The station name of the train is divided into a direction in which the departure time display areas 40-1 to 40-4 are arranged and a second operation information display area 32-2 in which the station names are displayed in the vertical direction. The departure times of 33-1 to 33-5 are displayed in time series in the same direction as the direction in which the departure time display areas 40-1 to 40-4 are arranged in association with the station names of the stations 33-1 to 33-5. And the departure angle of each train station 33-1 to 33-5 and each departure time display area 40-1 to 40-4 of the train are inclined angles corresponding to the type of each train leaving from this station. Connected with straight lines or arrow lines 50-1 to 50-4, and in stations 33-1 to 33-5 If there is a change station, the time at which the train traveling from this station arrives at this transfer station and the departure time at the transfer station of the train proceeding from this station are associated with the station name of the transfer station, and Since the time display areas 40-1 to 40-4 are displayed in time series in the same direction as the direction in which the time display areas 40-1 to 40-4 are arranged and are connected by the straight lines or the arrow lines 50-1 to 50-4, the train transfer guidance is provided. It is possible to make it visually easy to understand. Therefore, the train transfer is facilitated, and as a result, the user waiting for the train at this station can arrive at the target station at the shortest time and the transfer time at the transfer station (the train from this station). It is possible to grasp the time when the train arrives at the transfer station and the time when the train departs from the transfer station) and the time when the train after the transfer arrives at the target value.

  Moreover, the passenger guidance display system 100 according to the second embodiment displays the second operation information display area 32-2 below the first operation information display area 32-1, and the departure time display area 40-1. To 40-4 are displayed in order from the left side of the first operation information display area 32-1, the station names of the stations 33-1 to 33-5 are displayed in order from the upper side of the second operation information display area 32-2, Since the absolute value of the angle of the straight line or the arrow lines 50-1 to 50-4 is set to a predetermined value with respect to the vertical direction, for example, five or more station names of the second station are displayed and operation information is displayed. Even when the display area 32 is displayed vertically long, it is possible to visualize and guide the train transfer guidance.

  In the first and second embodiments, an example in which the line type (solid line, dotted line, etc.) of the arrow line is changed or an example in which the thickness of the arrow line is changed is illustrated, but the color of the arrow line is changed. Also good. For example, an arrow line corresponding to a regular train may be displayed as a black line, an arrow line corresponding to an express train as a blue line, an arrow line corresponding to an express train as a red line, and so on. If displayed in this way, the display of each of the arrow lines 50-1 to 50-4 is clarified, and the train to be transferred is clarified, so that it is possible to provide more easily understandable transfer guidance.

  The passenger guidance display system 100 according to the first and second embodiments may be configured as follows. For example, the display 30 includes an input unit (not shown) that covers a part or all of the operation information display area 32, detects a touch operation by a user, and outputs it as operation information. When any of the station names of the stations 33-1 to 33-5 is touch-operated, a train that arrives at the touch-operated station 33-1 to 33-5 at the shortest time based on the operation information from the input unit The arrow line corresponding to is displayed as a bold line. With this configuration, it is possible to immediately guide a train that can arrive at a target station in the shortest time only to a user who has performed a touch operation. In addition, the arrow line displayed at this time is not limited to the thick line, and any train that arrives at the touched station at the shortest time can be displayed with emphasis over other trains. Good.

Embodiment 3 FIG.
The passenger guidance display system 100 according to the first and second embodiments is configured to display the type of train, the departure time, and the destination in the departure time display areas 40-1 to 40-4. The passenger guidance display system 200 according to the third embodiment displays the congestion rate of the train in addition to the train type, departure time, and destination as information displayed in the departure time display areas 40-1 to 40-4. It is configured. Hereinafter, the same parts as those in the first and second embodiments are denoted by the same reference numerals, and the description thereof is omitted. Only different parts will be described here.

  FIG. 16 is a diagram showing a schematic configuration of a passenger guidance display system 200 according to the third embodiment of the present invention. A passenger guidance display system 200 shown in FIG. 16 includes an operation management device 3 having a function (communication device) for performing wireless communication with the track circuit 13, the interlock device 2, and the on-board device 5, the passenger guidance display device 4, and the display device 30. And an on-board device 5 mounted on the train. In addition to the contents of the operation information 22 shown in the first and second embodiments, the congestion rate is added to the operation information 22 transmitted from the operation management device 3 to the passenger guidance display device 4.

  The operation will be described below. The on-board device 5 calculates the congestion rate (first congestion rate) based on the vehicle weight indicated by the AS pressure (air spring pressure), for example, after the train starts to travel (after leaving the station) and operates. It transmits to the management apparatus 3 by wireless communication. The first congestion rate is a congestion rate immediately before arriving at the station, and is calculated for each vehicle, and for example, a train so that the operation management device 3 can recognize which train of which train is the congestion rate. This information is transmitted together with the identification information and vehicle number information. The operation management device 3 transmits operation information 22 including the first congestion rate acquired from the on-board device 5 to the passenger guidance display device 4.

  FIG. 17 is a diagram showing a display example of departure time display areas 40-1 to 40-4 by the passenger guidance display device 4 according to the third embodiment of the present invention. In FIG. 17, two departure time display areas (40-1, 40-2) are shown as an example. In these departure time display areas 40-1, 40-2, the type of train, the departure time, In addition to the destination, the first congestion rate is shown. Thus, since the congestion rate immediately before arriving at this station is displayed in the departure time display areas 40-1 to 40-4, the user is notified of the congestion status in the vehicle arriving at this station. Is possible. For example, when the target station is E station, a user who waits for a train at this station looks at this congestion rate, and the train that can go to E station in the shortest time is an express train. Since the congestion rate of the ordinary train departing at 12:30 is smaller, it can be determined that the ordinary train is used to go to E station.

  In the above description, the congestion rate (first congestion rate) immediately before arriving at the station is configured to be transmitted to the passenger guide display device 4, but the user has finished getting off after arrival at the station. An estimated value (hereinafter, “estimated value”) of the congestion rate (second congestion rate) at the time point may be obtained, and the estimated value may be transmitted to the passenger guidance display device 4 so as to be included in the operation information 22. . For example, the operation management device 3 calculates the getting-off rate, information on the time at which the getting-off rate is calculated (month, day, hour, weekday / holiday), information on the place (station, platform, vehicle), Information related to trains (train type, destination) and other information (weather, temperature, special day) are collected. Information such as the train, time, and station is managed by the operation management device 3 in association with the unloading rate.

The getting-off rate is information indicating a difference between the first congestion rate and the second congestion rate. And the operation management apparatus 3 calculates an estimated value according to following Formula using the 1st congestion rate and the getting-off rate acquired and hold | maintained in the past about each vehicle of a train.
Estimated value = first congestion rate × (100−getting off rate) / 100

  When the passenger guidance display device 4 displays this estimated value in the departure time display areas 40-1 to 40-4, the following effects can be obtained. For example, if the target station is E station, a user waiting for a train at this station will use this express train if the estimated value of the express train is almost the same as the estimated value of the ordinary train at 12:30. It is possible to make a decision to go to station E by using it.

  As described above, the passenger guidance display system 200 according to the third embodiment has the first congestion just before the operation management device 3 arrives at the station at the congestion rate transmitted from the on-board device 5. The first congestion rate is included in the operation information 22 and transmitted to the passenger guidance display device 4, and the passenger guidance display device 4 receives the train in each departure time display area 40-1 to 40-4. In addition to the effects of the first and second embodiments, the congestion status in the vehicle arriving at the station is displayed in addition to the effects of the first and second embodiments. Can be notified.

  Further, in the passenger guidance display system 200 according to the third embodiment, the operation management device 3 has a second congestion rate and a first congestion rate that are congestion rates at the time when the user finishes getting off after arriving at the station. Calculating an estimated value of the congestion rate at the end of the user's disembarkation at the station, based on the unloading rate acquired and held in the past as information indicating the difference between the first and the first congestion rate, And this estimated value is included in the operation information 22 and transmitted to the passenger guidance display device 4, and the passenger guidance display device 4 displays the type of train, the departure time, and the departure time display areas 40-1 to 40-4. Since the destination is displayed and the estimated value is displayed instead of the first congestion rate, in addition to the effects of the first and second embodiments, the estimated congestion rate in the vehicle arriving at this station is used. Can be notified.

  In addition, the passenger guidance display system 200 according to the third embodiment changes the display of the departure time of each train as in the case of the display contents shown in FIG. In addition to the effects described above, it is possible to obtain the same effects as those of the passenger guidance display system 100 according to the first and second embodiments.

  The passenger guidance display systems 100 and 200 shown in the first to third embodiments show an example of the contents of the present invention, and can be combined with other known techniques. Of course, it is possible to change and configure such as omitting a part without departing from the gist of the present invention.

  As described above, the present invention is applicable to a passenger guidance display system, and is particularly useful as an invention that can facilitate the transfer of trains.

DESCRIPTION OF SYMBOLS 1 Transmission path 2 Interlocking apparatus 3 Operation management apparatus 4 Passenger guidance display apparatus 5 On-board apparatus 10 Train 12 Platform 13 Track circuit 20 Track circuit information 21 Track information 22 Operation information 23 Timetable information 24 Image data 30 Display 31 Timetable display Area 32 Operation information display area 32-1 First operation information display area 32-2 Second operation information display area 33-1, 33-2, 33-3, 33-4, 33-5 Station 40-1, 40-2, 40-3, 40-4 Departure time display area 50-1, 50-2, 50-3, 50-4 Arrow line 60-1, 60-2 line 100, 200 Passenger guidance display system

Claims (13)

An operation management device that manages the on-line information and operation schedule of a plurality of trains, and outputs operation information including the type, departure time, and destination of each train,
A passenger guidance display device provided on the premises of a station and displaying the operation information transmitted from the operation management device on a predetermined display as a guide video;
With
The passenger guidance display device
The display screen of the indicator is divided into a timetable display area and an operation information display area,
In the display of the operation information in the operation information display area, a plurality of departure time display areas for displaying the type, departure time, and destination of a train departing from the first station, which is an arbitrary station on the route, in units of trains Are displayed in order of departure times, and each departure time display region indicates the names of a plurality of second stations, which are stations to which trains traveling from the first station sequentially arrive. A second operation information display area that is arranged in the vertical direction and displayed in the vertical direction;
The departure time of each second station of each train that has traveled from the first station is associated with the station name of each second station in the same direction as the direction in which the departure time display areas are arranged. series in displaying and has the above departure time and the train of the second station and the departure time display area, the angles that correspond the to the type of each train to depart from the first station Connect with straight lines or arrow lines,
When there is a transfer station in the second station, the time when the train traveling from the first station arrives at the transfer station and the departure of the train traveling from the first station Passenger guidance, characterized in that time is displayed in time series in the same direction as the direction in which the departure time display areas are arranged in association with the station name of the transfer station, and connected by the straight line or the arrow line Display system.   The said passenger guidance display apparatus displays the line surrounding both the time of arrival at the said transfer station and the departure time of the said transfer station in association with the station name of the said transfer station. Passenger information display system.   The passenger guidance display device displays the second operation information display area on the right side of the first operation information display area, and displays each departure time display area in order from the upper side of the first operation information display area. The station name of each second station is displayed in order from the left side of the second operation information display area, and the absolute value of the angle is set to a predetermined value in the horizontal direction. The passenger guidance display system according to 1 or 2.   The passenger guidance display device displays the second operation information display area below the first operation information display area, and sequentially displays the departure time display areas from the left side of the first operation information display area. The station name of each said 2nd station is displayed in order from the upper side of the said 2nd operation information display area, and the absolute value of the said angle is set to a predetermined value with respect to a perpendicular direction. Item 3. A passenger guidance display system according to item 1 or 2.   The passenger guidance display device sets the predetermined value to a first value corresponding to the type of the first train that is the slowest train, and is faster than the first train and faster than the earliest train. Corresponding to the type of the second train that is the slowest train and set to a second value greater than the first value, corresponding to the type of the third train that is the earliest train and the second train The passenger guidance display system according to claim 3 or 4, wherein the passenger guidance display system is set to a third value larger than the value.   The passenger guidance display device sets the predetermined value to a first value corresponding to the type of the first train that is the slowest train, and is faster than the first train and faster than the earliest train. Corresponding to the type of the second train, which is a slower train, and set to a second value smaller than the first value, corresponding to the type of the third train, which is the earliest train, and the second The passenger guidance display system according to claim 3 or 4, wherein the passenger guidance display system is set to a third value smaller than the value.   The said passenger guidance display apparatus displays the said straight line or an arrow line with the line type corresponding to the classification of each said train, The passenger guidance display system as described in any one of Claims 1-6 characterized by the above-mentioned.   The said passenger guidance display apparatus displays the said straight line or an arrow line with the color corresponding to the classification of each said train, The passenger guidance display system as described in any one of Claims 1-7 characterized by the above-mentioned. The display device is provided with an input unit that covers a part or all of the operation information display area, detects a touch operation, and outputs the operation information.
When the station name of each of the second stations is touch-operated, the passenger guidance display device, based on the operation information from the input unit, the straight line corresponding to the train that arrives at the touch-operated station at the shortest time Alternatively, the passenger guidance display system according to any one of claims 1 to 8, wherein an arrow line is highlighted and displayed. Each train is equipped with an on-board device,
The operation management device receives the first congestion rate that is the congestion rate transmitted from the on-board device and immediately before arriving at the first station, and uses the first congestion rate as the operation information. To the passenger guidance display device,
The said passenger guidance display apparatus displays the said 1st congestion rate while displaying the classification of a train, departure time, and a destination in each said departure time display area. The passenger information display system described in one. The operation management device acquires in the past as information indicating a difference between the second congestion rate, which is a congestion rate at the time when the user has finished getting off after arriving at the first station, and the first congestion rate. Based on the stored unloading rate and the first congestion rate, an estimated value of the congestion rate at the end of the unloading of the user at the first station is calculated, and this estimated value is Included in the operation information and sent to the passenger guidance display device,
The passenger information display device displays a type of train, a departure time, and a destination in each departure time display area, and displays the estimated value instead of the first congestion rate. Item 13. A passenger information display system according to item 10 . When driving arrangements are made,
The operation management device transmits operation information after driving arrangement to the passenger guidance display device,
The said passenger guidance display apparatus displays the operation information after the driving arrangement transmitted from the said operation management apparatus on the said indicator as a guidance image | video, The passenger as described in any one of Claims 1-11 characterized by the above-mentioned. Information display system. An operation management device that manages the location information and operation schedule of a plurality of trains and outputs operation information including the type, departure time, and destination of each train, and is provided in the station premises and transmitted from the operation management device. A passenger guidance display system comprising: a passenger guidance display device that displays the operation information as a guidance video on a predetermined display;
The passenger guidance display device
A display screen dividing step of dividing the display screen of the indicator into a timetable display area and an operation information display area;
In the display of the operation information in the operation information display area, a plurality of departure time display areas for displaying the type, departure time, and destination of a train departing from the first station, which is an arbitrary station on the route, in units of trains A first operation information display step for displaying the trains in order of departure time;
A second operation information display step for displaying the station names of a plurality of second stations, which are stations to which trains traveling from the first station sequentially arrive, arranged in the direction in which the departure time display areas are arranged and in the vertical direction. When,
The departure time of each second station of each train that has traveled from the first station is associated with the station name of each second station in the same direction as the direction in which the departure time display areas are arranged. A first time display step for displaying in series;
Corresponding to the type of each train that departs from the first station, the departure time of each second station of each train that has traveled from the first station and the respective departure time display area of the train A first coupling step connected by a straight line or an arrow line having an inclination angle of:
When there is a transfer station in the second station, the time when the train traveling from the first station arrives at the transfer station and the departure of the train traveling from the first station A second time display step for displaying time in a time-series manner in the same direction as the direction in which the departure time display areas are arranged in association with the station name of the transfer station;
A passenger guidance display method comprising: a second combining step of connecting the time of arrival at the transfer station and the departure time of the transfer station by the straight line or the arrow line in units of trains.

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