JP6035086B2 - Operation support device and operation support method - Google Patents

Description

The present invention relates to an operation support apparatus and an operation support method.

Recently, the needs of route buses as citizen's feet are being recognized again due to population concentration in urban areas due to aging and improvement of eco-mind. However, unlike railways, route buses share a public good called roads with ordinary vehicles. For example, when the vehicle is stopped on the road, the route bus is not only prevented from traveling on the lane in contact with the road side, but also has to reduce the traveling speed. In extreme cases, the local bus cannot stop at the bus stop. Therefore, in order to operate the route bus on time, it is important that the driver of the route bus knows the existence of the stopped vehicle as soon as possible as well as the control of the stopped vehicle.
Conventionally, there is a technique for detecting a parked vehicle. The parking violation vehicle detection system of Patent Document 1 acquires a plurality of images at different times at the same place from a moving body moving on a road, and indicates that a vehicle staying at a predetermined time is a “parking violation”. Authorize. The parking lot monitoring apparatus of patent document 2 acquires the image of the parking lot of a large store regularly using the fixed camera. And the image acquired over multiple times is synthesize | combined and the vehicle parked for a long time is specified by the clarity of the image which appears in a synthesized image.

JP 2004-145632 A (FIG. 6) JP 2006-203780 A (Claim 1)

However, although the techniques of Patent Documents 1 and 2 can identify a vehicle that has stopped for a long time, it is assumed that necessary information is notified to a route bus traveling on the road that is disturbed by the stop. Not done.
Then, an object of this invention is to provide the operation assistance apparatus which notifies the state of the stop vehicle in a destination to the mobile body which drive | works the predetermined route.

The operation support apparatus according to the present invention includes a speed of the first moving body that is periodically transmitted from the first terminal device mounted on the first moving body that moves on a road along a predetermined route, From the travel information of the first mobile body including the position information and the current time, and the second mobile device mounted on the second mobile body that is a mobile body other than the first mobile body, the second mobile body On the road on which the first moving body is to travel on the basis of the traveling information of the second moving body that is transmitted each time the vehicle transits from the stopped state to the traveling state or whenever the traveling state transits to the stopped state The second mobile body that is in a stopped state is identified, and the travel information of the identified second mobile body is obtained for the first terminal device of the first mobile body that approaches the identified second mobile body. By transmitting, the travel information of the specified second moving body is displayed on the first terminal device. A traveling support device that, operation support apparatus includes a storage unit for storing the travel information of the second mobile identified, the travel information of the second mobile identified stored in the storage unit, the first A notification unit that transmits to the terminal device, and when the identified second mobile body transitions to the travel state, the travel information of the identified second mobile body is transmitted to the first terminal device. If the transmission information is not transmitted, the travel information of the identified second moving body is deleted from the storage unit, and the first moving body has a position within a predetermined range from the position of the identified second moving body. When the vehicle travels at a predetermined speed or more, the travel information of the specified second moving body is deleted from the storage unit.
Other means will be described in the embodiment for carrying out the invention.

ADVANTAGE OF THE INVENTION According to this invention, it becomes possible to provide the operation assistance apparatus which notifies the state of the stop vehicle in an advance destination to the mobile body which drive | works the defined route.

It is a figure explaining the environment of this embodiment. It is a figure explaining an operation support system. It is a figure explaining a bus terminal device and a vehicle terminal device among composition of an operation support system. It is an example of the bus guidance screen displayed on the output device of a bus terminal device. It is another example of the bus guidance screen displayed on the output device of a bus terminal device. It is an example of the vehicle guidance screen displayed on the output device of a vehicle terminal device. (A) is a figure explaining route bus operation information. (B) is a figure explaining vehicle stop information. It is a figure explaining received information. It is a flowchart of a regular processing procedure. It is a figure explaining the transition of a state flag. It is a flowchart explaining the transition of the notification flag of the record about a specific vehicle with vehicle stop information. It is a flowchart which shows the process sequence which a vehicle terminal device transmits speed, a positional information, etc. to an operation assistance apparatus. It is a flowchart of the process sequence after a driving assistance device receives speed, position information, etc. from a vehicle terminal device. It is a flowchart (details of step S279) of notification reservation processing. It is a flowchart (details of step S280) of the notification process to a route bus. It is a flowchart of the process sequence at the time of a bus terminal device receiving the information about a vehicle from an operation assistance apparatus. It is a flowchart (details of step S281 and step S263) of the arrival time notification process of the subsequent route bus. It is a flowchart of a processing procedure etc. when a route bus avoids a vehicle. It is a flowchart (detail of step S374) of the process sequence which a driving assistance device gives a point to a vehicle with good manners. It is a flowchart of the process sequence which updates vehicle stop information based on the content of route bus operation information.

Hereinafter, a mode for carrying out the present invention (referred to as “the present embodiment”) will be described using an example of a route bus with reference to the drawings and the like. However, the present invention is generally applicable to the field of moving objects that move along a predetermined route on public roads, such as mail collection vehicles.
That is, the present invention relates to regular vehicle operation in which a predetermined section is regularly operated by a plurality of vehicles. In the following embodiments, as an example, the predetermined route (section) in Japan is periodically operated. The route bus will be described as an example.
In the following, first, the device configuration, screen configuration, and data configuration will be described, and then the processing procedure will be described. The processing procedure will be described in the order of the first embodiment, which is a basic type, and the second and third embodiments with improvements. For the second embodiment and the third embodiment, only the improvements will be described in detail.

  FIG. 1 is a diagram for explaining the environment of the present embodiment. A route bus P1 and a vehicle P2 are traveling on the road. Here, the route bus P1 is a representative example of “a moving body (first moving body) that moves on a public road along a predetermined route”. The vehicle P2 is a moving body (second moving body) other than the “moving body that moves on a public road along a predetermined route” among the moving bodies that move on the public road. The route bus P1 can acquire its position information (latitude and longitude) at the current time from a GPS (Global Positioning System) satellite P3. The vehicle P2 can acquire its own position information at the current time from the GPS satellite P4.

  The bus terminal device 3 (FIG. 2) mounted on the route bus P1 is connected to the network P7 via the radio base station P5. The vehicle terminal device 4 (FIG. 2) mounted on the vehicle P2 is connected to the network P7 via the radio base station P6. The driver P8 of the vehicle P2 holds a mobile terminal device P9, and the mobile terminal device P9 is connected to the network P7 via the radio base station P6. The operation support apparatus 2 (FIG. 2) arranged in the processing center P10 is connected to the network P7 by wired or wireless technology.

  The driver P8 of the vehicle leaves the vehicle P2 after stopping the vehicle P2 on the road and uses the portable terminal device P9. The route bus P1 stops at the bus stop P11. In such a situation, the route bus P1 must immediately change lanes when it tries to leave the bus stop P11. If there is a lot of traffic on the lane closer to the center, it takes time to change lanes, resulting in hindrance to scheduled operations.

(Operating support system)
FIG. 2 is a diagram illustrating the operation support system 1. The operation support system 1 includes an operation support device 2, a bus terminal device 3, and a wireless base station 5 and 6 (reference characters P 5 and P 6 in FIG. 1) connected to each other via a network 7 (reference symbol P 7 in FIG. 1) and the wireless base stations 5 and 6. A vehicle terminal device 4 is provided.
The “first terminal device” and the “second terminal device” correspond to the bus terminal device 3 and the vehicle terminal device 4, respectively.

(Operating support device)
The operation support apparatus 2 is a general computer, and is managed by the processing center P10 (FIG. 1). The processing center P10 is operated by a route bus operating organization (often a company or a local government). The operation support device 2 includes a central control device (control unit) 11, an input device 12 such as a keyboard and a mouse, an output device 13 such as a display, a main storage device 14, an auxiliary storage device 15, and a communication device 16. These are connected to each other by a system bus. Route bus operation information management unit 21, route bus notification unit 22, notification reservation processing unit 23, vehicle stop information management unit 24, vehicle notification unit 25, arrival time calculation unit 26, license plate recognition unit in the main storage device 14 27 and the manner management unit 28 are programs. Thereafter, when the subject is described as “XX section”, the central control device 11 reads each program from the auxiliary storage device 15 and loads it into the main storage device 14, and then the function of each program (detailed later). (The same applies to the bus terminal device 3 and the vehicle terminal device 4 described later).

  The auxiliary storage device 15 stores route bus operation information 31, vehicle stop information 32, route data 33, map data 34, and a license plate database 35. Among these, the route bus operation information 31 and the vehicle stop information 32 will be described in detail later along FIG. The operation support device 2 is basically configured in one casing, but may be configured in a plurality of casings for each region, for example.

(Map data)
The map data 34 stores a figure indicating structures on the ground such as public roads, bus stops, buildings, and natural objects such as mountains and rivers in association with their names and position information (latitude and longitude). Yes. The map data 34 of the present embodiment distinguishes between “public roads” and “roads”. For example, a public road whose name is “National Route 1” is actually very long. Therefore, public roads are subdivided into a plurality of “sections” divided by intersections or branch points. Of the subdivided individual “sections”, the “section” on which the route bus P1 travels (business operation) is called a “road” in the present embodiment. A “road ID” that is an identifier for uniquely identifying the road is assigned to the road. The map data 34 stores a road ID in association with a graphic indicating the road. That is, if the position information is known, it can be determined whether or not the position corresponds to a road. If the position information corresponds to a road, the road ID can be acquired (details will be described later).

(Route data)
A “route” is a combination of a bus stop that is a start point, a bus stop that is a transit point, and a bus stop that is an end point, and is generally called a “system”. The route usually has a name such as “T50OO station (ΔΔ street) □□ university”, but in this embodiment, it is simply expressed as “T50”. If the route is specified, one or a plurality of roads on which the route bus P1 traveling on the route travels are specified. The name of the route such as “T50” is also an identifier (route ID) that uniquely identifies the route. The route data 33 stores one or more road IDs in association with one route ID.

(Number plate database)
When the route bus P1 (FIG. 1) is traveling on a road having a plurality of lanes, the lane change is performed so as to stop at a certain bus stop P11 (FIG. 1). At this time, there are many cases where the vehicle P2 (FIG. 1) traveling in the lane in contact with the road side decelerates and cooperates with the change of the lane of the route bus P1 (allows interruption). However, whether or not to cooperate depends on the conscience (driving manners) of the vehicle driver P8. “Points” are obtained by scoring such driving manners. The higher the point value, the better the driving manner.
The route bus operation information 31 and the vehicle stop information 32 will be described later.

  The license plate database 35 stores a plate number, a driver's name, points, and an e-mail address of the mobile terminal device P9 of the driver P8 of the vehicle in association with a vehicle ID described later. However, the driver's name and the mail address of the portable terminal device P9 are stored only when the driver's consent is obtained. The vehicle P2 may be a business vehicle such as a taxi or a delivery vehicle. In this case, the license plate database 35 may store the plate number, the point, and the name of the operating entity of the business in association with the vehicle ID described later. The plate number itself is also an identifier that uniquely identifies the vehicle P2, but is different from the vehicle ID of the present embodiment.

(Bus terminal device)
FIG. 3 is a diagram illustrating the bus terminal device 3 and the vehicle terminal device 4 in the configuration of the operation support system 1. The bus terminal device 3 is an in-vehicle computer, and is mounted on each route bus P1, for example, near the driver's seat. The bus terminal device 3 includes a central control device (control unit) 51, an input device 52 such as a touch panel, an output device 53 such as a display and a speaker, a camera 57 for photographing the outside of the route bus P1, a main storage device 54, and an auxiliary storage device. 55 and a communication device 56. These are connected to each other by a system bus. The image processing unit 61, GPS processing unit 62, speed detection unit 63, door opening / closing detection unit 64, turn signal operation detection unit 65, hazard lamp operation detection unit 66, and display information processing unit 67 in the main storage device 54 are programs. . The auxiliary storage device 55 stores the reception information 71 (details will be described later).

(Vehicle terminal device)
The vehicle terminal device 4 is an in-vehicle computer and is mounted one by one near the driver's seat of one vehicle P2. The vehicle terminal device 4 includes a central control device (control unit) 81, an input device 82 such as a touch panel, an output device 83 such as a display and a speaker, a main storage device 84, an auxiliary storage device 85, and a communication device 86. These are connected to each other by a system bus. The GPS processing unit 91, the speed detection unit 92, the brake operation detection unit 93, and the display information processing unit 94 in the main storage device 84 are programs.

(Screen display)
FIG. 4 is an example of a bus guidance screen D1 displayed on the output device 53 of the bus terminal device 3. In FIG. 4, the bus guidance screen D1 is a “vertical” screen. As a matter of course, this is an example, and the bus guidance screen may be “vertical”, “horizontal”, or any other shape (the same applies to FIGS. 5 and 6). Is). The driver of the route bus P1 visually recognizes this screen. Many figures (icons) are displayed on the bus guidance screen D1. The own vehicle D3 indicates a route bus P1 (FIG. 1) on which the bus terminal device 3 (FIG. 3) is mounted. The own vehicle D3 is traveling on the route D2 from the bottom to the top in FIG. A route D2 indicates a route including a road on which the host vehicle D3 is currently traveling. Bus stops D4 and D5 indicate names of bus stops P11 (FIG. 1) on the route.

  The intersection D6 indicates the name of the intersection. The traffic sign D7 indicates a traffic sign posted at an intersection or the like. In this case, the own vehicle D3 (route bus P1) turns left at the “□□ intersection”. On the bus guidance screen D1, the route D2 is displayed as a straight line from the bottom to the top even though the vehicle D3 is scheduled to turn left at the “□□ intersection”. The reason for this is that it is intuitive for the driver to understand where the stopped vehicles D8, D9, and D10 exist between the bus stops when the left and right turn road information is discarded and the route D2 is shown as a straight line. Because it is easy to do. In particular, this display method is effective when the size of the bus guidance screen D1 cannot be increased. Of course, a figure that intersects the route D2 at the “□□ intersection” may be displayed faithfully to the actual road shape. Stopped vehicles D8, D9, and D10 indicate a stopped vehicle P2 (FIG. 1). In this example, two vehicles P2 (D9, D10) are stopped between the own vehicle D3 (route bus P1) and the “□□ intersection”. In addition, one vehicle P2 (D8) is stopped between “□□ intersection” and “XX city hall”.

  The time D11 (D12, D13) indicates how many seconds (minutes) after reaching the position of the stopped vehicle D8 (D9, D10) with respect to the current time when the host vehicle D3 continues traveling at the current speed. Show. The stopped vehicle D9 and the stopped vehicle D10 are stopped so as to be almost in contact with each other. Time D12 and time D13 are both “after 30 seconds”. In practice, there should be a fine time difference between the two. However, it is not necessary to display such fine differences. Therefore, for the time D11 and the like, it is assumed that an actually calculated numerical value is “quantized” such as 5 seconds and an integer (1, 2,. Of course, quantization is not essential.

  FIG. 5 is another example of the bus guidance screen D1 displayed on the output device 53 of the bus terminal device 3. Only differences from FIG. 4 will be described. The stop vehicle D21 and the number D23 corresponding to the stop vehicle D21 simply indicate that one vehicle P2 is stopped at that position. Similarly, the stop vehicle D22 and the number D24 corresponding to the stop vehicle D22 simply indicate that two vehicles P2 are stopped at that position. The driver of the route bus P <b> 1 can switch the display between FIG. 4 and FIG. 5 by performing a predetermined operation on the input device 52.

  FIG. 6 is an example of a vehicle guidance screen D31 displayed on the output device 83 of the vehicle terminal device 4. In this case, the own vehicle D32 is the vehicle P2. The road D33 and the road D34 are roads on which the host vehicle D32 can travel, and it does not matter whether the roads are “roads” on which the route bus P1 travels. The warning D35 indicates, for example, how many minutes (seconds) after which the route bus P1 reaches the position when the own vehicle D32 continues to stop at the position.

(Route bus service information)
FIG. 7A is a diagram for explaining route bus operation information 31. In the route bus operation information 31, in association with the bus ID stored in the bus ID column 101, the route name column 102 has a route name, the bus stop name column 103 has a bus stop name, and the door status column 104 has a door status column 104. The door state, the speed column 105 stores the speed, the latitude column 106 stores the latitude, the longitude column 107 stores the longitude, the time column 108 stores the current time, and the road ID column 109 stores the road ID. .

The bus ID in the bus ID column 101 is an identifier that uniquely identifies the route bus P1 (FIG. 1).
The name of the route in the route name column 102 is the name of the route on which the route bus P1 is currently traveling.
The name of the bus stop in the bus stop name column 103 is the name of the bus stop closest to the current position of the route bus P1 or the next bus stop.
The door state in the door state column 104 is an opening / closing state of the passenger door. “Getting on and off” indicates that the boarding door is open. “Closed” indicates that the passenger door is closed.
The speed in the speed column 105 is the speed (km / hour) of the route bus P1 at the current time.
The latitude in the latitude column 106 is the latitude of the current position of the route bus P1.
The longitude in the longitude column 107 is the longitude of the current position of the route bus P1.
The current time in the time column 108 is year / month / day / hour / minute / second indicating the current time.
The road ID in the road ID column 109 is an identifier that uniquely identifies the road on which the route bus P1 is currently traveling.
In principle, there are as many records of route bus operation information 31 as the number of bus IDs. The “travel information” is a concept including speed, position information (latitude and longitude), and current time. The same applies to vehicle stop information 32 described later.

(Vehicle stop information)
FIG. 7B is a diagram for explaining the vehicle stop information 32. In the vehicle stop information 32, in association with the vehicle ID stored in the vehicle ID field 111, the speed field 112 has a speed, the latitude field 113 has a latitude, the longitude field 114 has a longitude, and the time field 115 has a speed. The current time, the road ID column 116 stores the road ID, the affected route name column 117 stores the affected route name, and the notification flag column 118 stores the notification flag.

The vehicle ID in the vehicle ID column 111 is an identifier that uniquely identifies the vehicle P2 (FIG. 1).
The speed in the speed column 112 is the speed (km / hour) at the current time point of the vehicle P2.
The latitude in the latitude column 113 is the latitude of the current position of the vehicle P2.
The longitude in the longitude column 114 is the longitude of the current position of the vehicle P2.
The current time in the time column 115 is a year / month / day / hour / minute / second indicating the current time.
The road ID in the road ID column 116 is an identifier that uniquely identifies the road on which the vehicle P2 is currently traveling.
The name of the influence route in the influence route name column 117 is the name of the route including the road on which the vehicle P2 is currently traveling. There may be cases where names of a plurality of routes are included.
The notification flag in the notification flag column 118 is information indicating the progress of transmission / reception of information of the record (line) between the operation support device 2 and the bus terminal device 3 (FIG. 3). The notification flag is one of “pending”, “notification reservation”, “notified”, and “deletion notification reservation”. These meanings will be described later.

  FIG. 8 is a diagram for explaining the reception information 71. In the reception information 71, in association with the vehicle ID stored in the vehicle ID column 121, the latitude column 122 has the latitude, the longitude column 123 the longitude, the time column 124 the current time, and the road ID column 125. Stores a road ID, a notification flag column 126 stores a notification flag, and a display flag column 127 stores a display flag. The reception information 71 is obtained by receiving and storing the vehicle stop information 32 (FIG. 7B) transmitted from the operation support device 2 to the bus terminal device 3 at the bus terminal device 3.

The vehicle ID column 111, the latitude column 113, the longitude column 114, the time column 115, the road ID column 116, and the notification flag column 118 in FIG. 7B are respectively a vehicle ID column 121, a latitude column 122, and a longitude column. 123, a time column 124, a road ID column 125, and a notification flag column 126. In the reception information 71 of FIG. 8, there are no columns corresponding to the speed column 112 and the influence route name column 117 existing in FIG. Instead, a display flag column 127 that does not exist in FIG. 7B exists in the reception information 71 of FIG.
Note that the notification flag stored in the notification flag column 126 of the reception information 71 corresponds to the notification flag in FIG. 7B, but is not the same value (character string). Hereinafter, description of the same column as the vehicle stop information 32 is omitted, and only the notification flag column 126 and the display flag column 127 will be described.

The notification flag in the notification flag column 126 is either “notification” or “deletion notification”. “Notification” corresponds to “notification reservation” described above, and “deletion notification” corresponds to “deletion notification reservation” described above. “Notification” indicates that the information of the record can be displayed on the output device 53 of the bus terminal device 3, for example, as a stopped vehicle D 8 in FIG. The “deletion notification” indicates that the information of the record cannot be displayed on the output device 53 of the bus terminal device 3 like, for example, the stopped vehicle D8 of FIG. Details will be described later.
The display flag in the display flag column 127 indicates that the driver of the route bus P1 refuses to actually display the stopped vehicle corresponding to the record whose notification flag is “notification” as the stopped vehicle D8 in FIG. This is information indicating whether or not it has been performed. The driver may refuse to display information that has been confirmed once in order to avoid inconvenience. The display flag is either “display” or “non-display”. “Display” indicates that it is not rejected. “Hidden” indicates that the document is rejected. In the display flag column 127 of the record whose display flag is “deletion notification”, “-” indicating “not applicable” is displayed. Hereinafter, the processing procedure of this embodiment will be described.

(First embodiment)
(Regular processing procedure)
FIG. 9 is a flowchart of the regular processing procedure. This is a processing procedure in which the bus terminal device 3 transmits position information and the like of the route bus P1 to the operation support device 2, and the operation support device 2 stores the received information. In addition, the continuous line of FIG. 9 shows the flow of a process, and a broken line shows the flow of information. The same applies to other flowcharts below.

In step S201, the central control device 51 of the bus terminal device 3 accepts starting of the engine. Specifically, the central controller 51 receives information indicating that the driver has started the engine (including the motor of the electric vehicle).
In the following description, the subject of the operation may be simply referred to as “the central controller 51”. In this case, it means that a basic control program (not shown) other than the program shown in FIG. Alternatively, it representatively represents that a plurality of illustrated programs are operating. The same applies to other processing procedures.

In step S202, the central controller 51 transmits speed, position information, and the like. Specifically, first, the GPS processing unit 62 acquires position information of the route bus P1 from the GPS satellite P3. The position information is composed of latitude and longitude.
Second, the speed detector 63 acquires the speed of the route bus P1.
Thirdly, the door opening / closing detection unit 64 acquires the door state of the route bus P1.
Fourth, the central control device 51 transmits the acquired latitude, longitude, speed, and door state to the operation support device 2 together with the bus ID, route name, and current time. The name of the route is assumed to be stored in the auxiliary storage device 55.

In step S203, the central controller 51 stands by for a predetermined time. Specifically, the central control device 51 starts a timer and counts a preset time. The predetermined time here is desirably a time during which the route bus P1 can travel a significant distance even in a congested city center, such as “30 seconds”.
In step S204, the central controller 51 determines whether or not the engine has stopped. Specifically, when the central controller 51 receives information indicating that the driver has stopped the engine during a predetermined period of time (step S204 “YES”), the process proceeds to step S205. In other cases (step S204 “NO”), the process returns to step S202.

In step S205, the central controller 51 transmits speed, position information, and the like. The process of step S205 is the same as the process of step 202. Thereafter, the periodic processing procedure in the bus terminal device 3 is terminated.
In step S211, the route bus operation information management unit 21 of the operation support device 2 receives an activation operation. Specifically, the route bus operation information management unit 21 accepts that the user inputs an instruction to activate the operation support device 2 via the input device 12.

  In step S212, the route bus operation information management unit 21 receives speed, position information, and the like. Specifically, the route bus operation information management unit 21 receives the latitude, longitude, speed, door state, bus ID, route name, and current time transmitted by the bus terminal device 3 in steps S202 and S205. The received information is temporarily stored in the main storage device 14.

  In step S213, the route bus operation information management unit 21 determines whether or not there is reception from the route bus P1. Specifically, when information from the bus terminal device 3 temporarily stored in the main storage device 14 exists (step S213 “YES”), the process proceeds to step 214. In other cases (step S213 “NO”), the process proceeds to step S215.

In step S214, the route bus operation information management unit 21 creates a record of route bus operation information 31. Specifically, first, the route bus operation information management unit 21 creates a new record (each column is blank) of the route bus operation information 31 (FIG. 7A).
Secondly, the route bus operation information management unit 21 performs steps in the bus ID column 101, the route name column 102, the door state column 104, the speed column 105, the latitude column 106, the longitude column 107, and the time column 108 of the new record. The bus ID, route name, door state, speed, latitude, longitude and current time received in S212 are stored.

3rdly, the route bus operation information management part 21 searches the map data 34 based on the latitude and longitude received in step S212, and acquires road ID corresponding to the latitude and longitude. Similarly, the name of the bus stop closest to the position indicated by the latitude and longitude or the name of the next bus stop is acquired.
4thly, the route bus operation information management part 21 memorize | stores the name and road ID of a bus stop which were acquired in "the 3rd" of step S214 in the bus stop name column 103 and the road ID column 109 of a new record, respectively. .

  In step S215, the route bus operation information management unit 21 determines whether or not an end operation has been performed. Specifically, the route bus operation information management unit 21 receives a user input of an instruction to stop the operation support device 2 via the input device 12 (step S215 “YES”), and the operation support device. The periodic processing procedure in 2 is finished. In the case of an exception (“NO” at step S215), the process returns to step S212.

  The processing of the bus terminal device 3 on the left side of FIG. 9 is executed simultaneously in parallel for a plurality of route buses P1. That is, speed, position information, and the like are transmitted from the plurality of bus terminal devices 3 to the operation support device 2 every predetermined time. And as long as the process of the operation support device 2 on the right side of FIG. 9 is being performed (until it ends after being activated), the record of the route bus operation information 31 (FIG. 7A) can be accumulated. . For example, it is assumed that the operation support apparatus 2 is activated from 15:00 to 15:59 on a certain day. Then, it is assumed that 20 route buses P1 are traveling during this time zone of this day, and the “certain time” is 10 minutes. Then, speed, position information, etc. are transmitted 6 times from each of the 20 route buses P1. As a result, 120 (= 20 × 6) records can be stored in the route bus operation information 31.

  The route bus operation information management unit 21 may store only records at the latest time for each route bus P1 instead of storing past records. That is, the route bus operation information management unit 21 updates the record by overwriting the existing record on the same route bus P1 instead of creating a new record in the second and subsequent steps S214. Also good. In the following description, as a result of such updating, it is assumed that the route bus operation information 31 stores one record for each bus ID.

(Status flag and notification flag)
FIG. 10 is a diagram for explaining the transition of the state flag. The vehicle terminal device 4 of each individual vehicle P2 stores a “state flag” in the main storage device 84 from when the engine is started until it stops. The status flag is either “stopped” or “running”. “Stopped” indicates that the speed of the vehicle P2 was “0” when the state flag was generated. “Running” indicates that the speed of the vehicle P2 was a positive number other than “0” when the state flag was generated.

  The initial value of the state flag immediately after the engine is started is “stopped” (step S221). Thereafter, the state flag changes from “stopped” to “running” (step S221 → step S222), further changed from “running” to “stopped” (step S222 → step S221), and further stopped. To “running” (step S221 → step S222). The vehicle terminal device 4 transmits the change of the state flag to the operation support device 2 together with the speed and position information of the vehicle P2. The transition timing and transmission timing will be described later in more detail in FIG.

  FIG. 11 is a flowchart for explaining the transition of the record notification flag for a specific vehicle P2 in the vehicle stop information 32 (FIG. 7B). As a rough flow, the operation support apparatus 2 sets the notification flags stored in the notification flag column 118 of the vehicle stop information 32 in the order of “hold” → “notification reservation” → “notification completed” → “deletion notification reservation”. Let's make a transition. The description of FIG. 11 partially overlaps the description of the flowcharts of other drawings.

In step S231, the vehicle stop information management unit 24 receives speed, position information, and the like from the vehicle P2. At this time, the vehicle ID is also received. This step corresponds to step S256 and step S260 in FIG.
In step S232, the vehicle stop information management unit 24 determines whether or not the speed is zero. Specifically, if the speed received in step S231 is 0 (step S232 “YES”), the process proceeds to step S233, and otherwise (step S232 “NO”), the process proceeds to step S238.

  In step S233, the vehicle stop information management unit 24 changes the notification flag to “hold”. Specifically, the vehicle stop information management unit 24 searches the vehicle stop information 32 using the received vehicle ID as a search key, and sets the notification flag of the corresponding record (hereinafter also referred to as “corresponding record”) to “hold”. Change to When the corresponding record does not exist, a new record of the vehicle stop information 32 is created, and a notification flag “hold” (initial value) is stored. Hereinafter, the simple “notification flag” means the notification flag of the corresponding record.

  In step S234, the vehicle stop information management unit 24 determines whether or not a predetermined time has elapsed. Specifically, the vehicle stop information management unit 24 proceeds to step S235 when a predetermined time has elapsed after step S233 ends (step S234 “YES”), and otherwise (step S234 “NO”). ) Waits until a predetermined time elapses. The predetermined time here is, for example, the time from when the signal turns “red” until it changes to “blue”.

In step S235, the notification reservation processing unit 23 changes the notification flag to “notification reservation”.
In step S236, the route bus notification unit 22 performs a notification process to the route bus P1. Here, the notification process is a process for transmitting the position information of the stopped vehicle P2, and corresponds to step S305 in FIG. 15 (details will be described later).
In step S237, the vehicle stop information management unit 24 changes the notification flag to “notified”.

  In step S238, the vehicle stop information management unit 24 determines whether the notification flag is “pending” or “notification reservation”. Specifically, when the notification flag is either “pending” or “notification reservation” (step S238 “YES”), the vehicle stop information management unit 24 has not yet performed “notification processing to the route bus P1”. It is determined that it has not been performed, and the process proceeds to step S241. In other cases (“NO” in step S238), it is determined that “notification process to route bus P1” has already been performed, and the process proceeds to step S239.

In step S239, the vehicle stop information management unit 24 changes the notification flag to “deletion notification reservation”.
In step S240, the route bus notification unit 22 performs a notification process to the route bus P1. The notification process here is a process of transmitting a request to delete the position information of the stopped vehicle P2, and corresponds to step S309 in FIG. 15 (details will be described later).

In step S241, the vehicle stop information management unit 24 deletes the data. Specifically, the corresponding record is deleted.
After step S237 or step S241, the process returns to step S231. That is, the vehicle stop information management unit 24 or the like repeats the processes of steps S231 to S241 each time it receives speed, position information, and the like from the vehicle P2.

The important points in the flowchart of FIG. 11 are the following points.
(1) The vehicle stop information 32 stores one record for each vehicle P2.
(2) When the vehicle P2 is stopped, the operation of the route bus P1 is hindered, so that position information and the like (via the operation support device 2) should be transmitted to the route bus P1. However, transmitting each time the vehicle naturally stops such as waiting for a signal complicates the processing. Therefore, only when the stopped state continues for a predetermined time, the position information of the vehicle P2 is transmitted to the route bus P1.
(3) When the vehicle P2 is traveling, the vehicle stop information 32 for the vehicle P2 is deleted.

FIG. 12 is a flowchart illustrating a processing procedure in which the vehicle terminal device 4 transmits speed, position information, and the like to the operation support device 2.
In step S251, the central control device 81 of the vehicle terminal device 4 accepts starting of the engine. Specifically, the central controller 81 receives information indicating that the driver has started the engine.

In step S252, the central controller 81 initializes the state flag as “stopped”.
In step S253, the central controller 81 waits for a predetermined time.
In step S254, the speed detection unit 92 determines whether or not the speed is zero. Specifically, the speed detection unit 92 detects the speed of the vehicle P2, and if the detected speed is 0 (step S254 “YES”), the process proceeds to step S255, and otherwise (step S254 “NO”). ”) Proceeds to step S258.

  Instead of determining whether or not the speed is zero, the brake operation detecting unit 93 may determine whether or not the driver has detected that the side brake is turned on. Good. Further, the central controller 81 may determine whether or not the driver has detected that the gear position of the automatic transmission is shifted to “P (parking)”. If detected, the process proceeds to step S255, and otherwise, the process proceeds to step S258.

  In step S255, the central controller 81 determines whether or not the state flag is “running”. Specifically, the central control device 81 refers to the status flag temporarily stored in the main storage device 84, and when the referenced status flag is “running” (step S255 “YES”), The process proceeds to step S256, and otherwise (step S255 “NO”), the process proceeds to step S258.

In step S256, the central controller 81 transmits speed, position information, and the like. Specifically, first, the GPS processing unit 91 acquires position information (latitude and longitude) of the vehicle P2 from the GPS satellite P4.
Second, the speed detection unit 92 acquires the speed of the vehicle P2.
Thirdly, the central control device 81 transmits the acquired latitude, longitude, and speed to the operation support device 2 together with the vehicle ID and the current time.

In step S257, the central controller 81 changes the state flag to “stopped”.
In step S258, the speed detection unit 92 determines whether or not the speed is other than zero. Specifically, the speed detection unit 92 detects the speed of the vehicle P2, and if the detected speed is other than 0 (step S258 “YES”), the process proceeds to step S259, otherwise (step S258 “ If NO "), the process proceeds to step S262.
Note that instead of the speed detection unit 92 determining whether the speed is other than 0, the brake operation detection unit 93 determines whether the driver has detected that the side brake is turned off. Also good. Further, the central control device 81 may determine whether or not the driver has detected that the gear position of the automatic transmission is shifted to other than “P”. If detected, the process proceeds to step S259, and otherwise, the process proceeds to step S262.

  In step S259, the central controller 81 determines whether or not the state flag is “stopped”. Specifically, the central control device 81 refers to the status flag temporarily stored in the main storage device 84, and when the referred status flag is “stopped” (step S259 “YES”), The process proceeds to step S260, and otherwise (step S259 “NO”), the process proceeds to step S262.

In step S260, the central controller 81 transmits speed, position information, and the like. The process of step S260 is the same as the process of step S256.
In step S261, the central controller 81 changes the status flag to “running”.
In step S <b> 262, the central control device 81 determines whether or not it has been transmitted to the operation support device 2. Specifically, the central control device 81 proceeds to step S263 if it goes through step S256 or step S260 (step S262 “YES”), and otherwise proceeds to step S264. move on.

In step S263, the central controller 81 receives the arrival time of the subsequent route bus. Details of the process in step S263 will be described later.
In step S264, central controller 81 determines whether the engine has stopped. Specifically, the central control device 81 ends the processing procedure when receiving information indicating that the driver has stopped the engine (step S264 “YES”). In other cases (step S264 “NO”), the process returns to step S253.

The important points in the flowchart of FIG. 12 are the following points.
(1) When the speed is 0 and the status flag is “traveling” (step S254 “YES” → step S255 “YES” path), the central controller 81 has traveled until now. It is determined that the vehicle has stopped, and the speed, position information, and the like are transmitted to the operation support device 2.
(2) If the speed is other than 0 and the status flag is “stopped” (the path from step S258 “YES” to step S259 “YES”), the central controller 81 has stopped until now. It is determined that the vehicle has started traveling, and the speed, position information, and the like are transmitted to the operation support apparatus 2.

  Note that the vehicle terminal device 4 gives redundant information to the operation support device 2 when detecting the ON / OFF of the side brake or detecting the gear position of the automatic transmission, compared to detecting the speed. It is easy to prevent transmission. For example, suppose that step S254 and step S258 in FIG. 12 are replaced with “Is the side brake turned on?” And “Is the side brake turned off?”, Respectively. In this case, there are fewer opportunities to transmit speed, position information, etc. in steps S256 and S260. For example, it is assumed that the vehicle P2 is involved in a traffic jam and repeats speed 0 → other than speed 0 → speed 0 → other than speed 0 →. Even in such a case, as long as the driver does not operate the side brake, the path of step S254 “NO” → step S258 “YES” → step S259 “NO” is repeated. As a result, there is no opportunity to transmit speed, position information, etc. in steps S256 and S260.

FIG. 13 is a flowchart of a processing procedure after the operation support device 2 receives speed, position information, and the like from the vehicle terminal device 4.
In step S271, the central controller 11 of the operation support apparatus 2 receives speed, position information, and the like. Specifically, the central control device 11 receives the speed, position information, and the like transmitted by the vehicle terminal device 4 in step S256 or step S260.

In step S272, the vehicle stop information management unit 24 determines whether there is a record of the vehicle ID. Specifically, first, the vehicle stop information management unit 24 searches the vehicle stop information 32 (FIG. 7B) using the vehicle ID received together with the speed, position information, etc. in step S271 as a search key. It is determined whether or not the corresponding record exists.
Secondly, if the determination result is “exists” (step S272 “YES”), the vehicle stop information management unit 24 proceeds to step S275, and the determination result is “does not exist” (step S272). In step S272 “NO”), the process proceeds to step S273.

  In step S273, the vehicle stop information management unit 24 determines whether or not the speed is zero. Specifically, the vehicle stop information management unit 24 proceeds to step S274 if the speed received in step S271 is 0 (step S273 “YES”), and otherwise (step S273 “NO”). Return to step S271.

  In step S274, the vehicle stop information management unit 24 creates a record of the vehicle stop information 32 (FIG. 7B). Specifically, first, the vehicle stop information management unit 24 searches the map data 34 based on the latitude and longitude received in step S271, and acquires the road ID corresponding to the latitude and longitude. At this time, it is rare that the corresponding road ID is acquired. Generally, most public roads on which the vehicle P2 travels are public roads on which the route bus P1 does not travel. That is, even if the map data 34 is searched using the latitude and longitude received in step S271 as search keys, the road ID is not acquired if the vehicle P2 is not traveling on the “road”. In this case, the vehicle stop information management unit 24 omits the “second” and subsequent subsequent processes in step S274, and proceeds to step S279. When the road ID is acquired, the following “second” and subsequent processes are performed.

Secondly, the vehicle stop information management unit 24 creates a new record of vehicle stop information 32 (each column is blank).
Thirdly, the vehicle stop information management unit 24 receives the vehicle ID and speed received in step S271 in the vehicle ID column 111, the speed column 112, the latitude column 113, the longitude column 114, and the time column 115 of the new record, respectively. , Memorize latitude, longitude and current time.

Fourth, the vehicle stop information management unit 24 searches the route data 33 using the road ID acquired in “first” of step S274 as a search key, and acquires the corresponding one or more route IDs.
Fifth, the vehicle stop information management unit 24 adds the road ID acquired in the “first” of step S274 to the road ID column 116, the influence route name column 117, and the notification flag column 118 of the new record, step S274, respectively. The route ID acquired in “No. 4” and “hold” are stored.

In step S275, the vehicle stop information management unit 24 determines whether or not the speed has changed from 0 to other than that. Specifically, first, the vehicle stop information management unit 24 receives the speed of the record corresponding to “first” in step S272 (hereinafter may be referred to as “existing record”) and the reception in step S271. Refer to the speed you made.
Second, if the speed of the existing record is 0 and the speed received in step S271 is other than 0 (step S275 “YES”), the vehicle stop information management unit 24 proceeds to step S276, Otherwise (step S275 “NO”), the process proceeds to step S279.

  In step S276, the vehicle stop information management unit 24 determines whether the notification flag is “pending” or “notification reservation”. Specifically, when the notification flag of the existing record is “pending” or “notification reservation” (step S276 “YES”), the vehicle stop information management unit 24 proceeds to step S277, and otherwise (step S276). In step S276 “NO”), the process proceeds to step S278.

In step S277, the vehicle stop information management unit 24 deletes the record. Specifically, the vehicle stop information management unit 24 deletes the existing record.
In step S278, the vehicle stop information management unit 24 changes the notification flag to “deletion notification reservation”. Specifically, the vehicle stop information management unit 24 updates the notification flag (in this case, “notified”) of the existing record to “deletion notification reservation”.

In step S279, the notification reservation processing unit 23 performs notification reservation processing.
In step S280, the route bus notification unit 22 performs a notification process to the route bus P1.
In step S281, the vehicle notification unit 25 transmits the arrival time of the subsequent route bus P1 to the vehicle P2. Thereafter, the process returns to step S271.
Details of the processes in steps S279 to S281 will be described later.

FIG. 14 is a flowchart of the notification reservation process (details of step S279).
In step S291, the notification reservation processing unit 23 of the operation support apparatus 2 determines whether there is information in the vehicle stop information 32 (FIG. 7B). Specifically, the notification reservation processing unit 23 proceeds to step S292 if a record exists in the vehicle stop information 32 (step S291 “YES”), and otherwise proceeds to step S292. The process proceeds to S280.

  In step S292, the notification reservation processing unit 23 determines whether all the records have been processed. Specifically, the notification reservation processing unit 23 proceeds to step S293 when an unprocessed record exists in the vehicle stop information 32 (step S292 “NO”), and otherwise (step S292 “YES”). Advances to step S280.

In step S293, the notification reservation processing unit 23 determines whether a predetermined time has elapsed since registration. Specifically, firstly, the notification reservation processing unit 23 acquires an arbitrary unprocessed record of the vehicle stop information 32.
Secondly, the notification reservation processing unit 23 determines whether or not a predetermined time has elapsed from the current time of the acquired record. If the predetermined time has elapsed (“YES” in step S293), the process proceeds to step S294. If so (step S293 “NO”), the process returns to step S292. Here, the predetermined time is, for example, the time until the signal changes from “red” to “blue”.

  In step S294, the notification reservation processing unit 23 changes the notification flag to “notification reservation”. Specifically, the notification reservation processing unit 23 updates the notification flag (in this case, “pending”) of the record acquired in “first” in step S293 to “notification reservation”. Thereafter, the process returns to step S292.

FIG. 15 is a flowchart of the notification process to the route bus P1 (details of step S280).
In step S301, the route bus notification unit 22 of the operation support apparatus 2 determines whether there is information in the vehicle stop information 32 (FIG. 7B). Specifically, the route bus notification unit 22 proceeds to step S302 when there is a record in the vehicle stop information 32 (step S301 “YES”), and otherwise (step S301 “NO”). The process proceeds to step S281.

  In step S302, the route bus notification unit 22 determines whether or not processing of all records has been completed. Specifically, the route bus notification unit 22 proceeds to step S303 when there is an unprocessed record in the vehicle stop information 32 (step S302 “NO”), and otherwise (step S302 “YES”). ) Proceeds to step S281.

In step S303, the route bus notification unit 22 determines whether the notification flag is “notification reservation”. Specifically, first, the route bus notification unit 22 acquires an arbitrary unprocessed record of the vehicle stop information 32. The record acquired at this time may be hereinafter referred to as “reference vehicle record”.
Secondly, the route bus notification unit 22 proceeds to step S304 when the notification flag of the reference vehicle record is “notification reservation” (step S303 “YES”), and otherwise (step S303 “NO”). ) Proceeds to step S307.

In step S304, the route bus notification unit 22 extracts the corresponding route bus P1. Specifically, the route bus notification unit 22 acquires all records satisfying all the following conditions from the route bus operation information 31 (FIG. 7A), and acquires the bus ID of the acquired record.
(Condition 1) The road ID in the road ID column 109 is the same as the road ID of the reference vehicle record. Alternatively, the name of the route in the route name column 102 matches at least one of the names of the affected routes in the reference vehicle record.

(Condition 2) As a result of comparing the position (route bus position) indicated by the latitude and longitude of the latitude column 106 and the position (vehicle position) indicated by the latitude and longitude of the reference vehicle record, the vehicle position is the route bus. It is in the traveling direction of the route bus P1 with respect to the position. At this time, if the current time of the route bus operation information 31 and the current time of the reference vehicle record are the same time, the comparison of the positions is easy. Therefore, it is desirable that the bus terminal device 3 and the vehicle terminal device 4 synchronize with each other (at the same timing) and transmit speed, position information, and the like to the operation support device 2. However, even if the current time of the route bus operation information 31 and the current time of the reference vehicle record are not the same time, for example, based on the current time and speed of the route bus P1, the reference vehicle record of the route bus P1 It is possible to calculate the position at the current time.
(Condition 3) The distance between the route bus position and the vehicle position is equal to or less than a predetermined threshold. The distance can be calculated from the position information of both.

  In step S305, the route bus notification unit 22 transmits the position information of the stopped vehicle P2, and the like. Specifically, the route bus notification unit 22 sets the vehicle ID, latitude, longitude, current time, road ID, and notification flag of the reference vehicle record for the route bus P1 specified by all the bus IDs acquired in step S304. Transmit to the bus terminal device 3.

  In step S306, the route bus notification unit 22 changes the notification flag to “notified”. Specifically, the route bus notification unit 22 changes the notification flag of the reference vehicle record to “notified”.

  In step S307, the route bus notification unit 22 determines whether or not the notification flag is “reservation for deletion notification”. Specifically, the route bus notification unit 22 proceeds to step S308 when the notification flag of the reference vehicle record is “deletion notification reservation” (step S307 “YES”), and otherwise (step S307 “ NO ") returns to step S302.

In step S308, the route bus notification unit 22 extracts the corresponding route bus P1. The process of step S308 is the same as the process of step S304.
In step S309, the route bus notification unit 22 transmits a deletion request. Specifically, the route bus notification unit 22 transmits the vehicle ID of the reference vehicle record to the bus terminal device 3 of the route bus P1 specified by all the bus IDs acquired in step S308.
In step S310, the route bus notification unit 22 deletes the vehicle record. Specifically, the route bus notification unit 22 deletes the reference vehicle record from the vehicle stop information 32. Thereafter, the process returns to step S302.

FIG. 16 is a flowchart of a processing procedure when the bus terminal device 3 receives information about the vehicle P <b> 2 from the operation support device 2.
In step S <b> 321, the display information processing unit 67 of the bus terminal device 3 receives position information and the like of the stopped vehicle P <b> 2 from the operation support device 2. Specifically, first, the display information processing unit 67 receives information transmitted by the operation support apparatus 2 in step S305 and step S309 in FIG.

Secondly, when the received information is the information transmitted in step S305 in FIG. 15, the display information processing unit 67 performs the following processing.
(1) Create a new record (each field is blank) of the reception information 71 (FIG. 8).
(2) The vehicle ID, latitude, longitude of the record transmitted in step S305 to the vehicle ID column 121, latitude column 122, longitude column 123, time column 124, road ID column 125, and notification flag column 126 of the new record. The current time, road ID, and notification flag are stored. As for the notification flag, “notification reservation” is updated to “notification”, and “deletion notification reservation” is updated to “deletion notification” and stored. Then, “display” is stored as an initial value in the display flag column 127 of the new record.

  In step S322, the display information processing unit 67 determines whether there is a record in the reception information 71. Specifically, the display information processing unit 67 proceeds to step S323 when a record exists (step S322 “YES”), and returns to step S321 otherwise (step S322 “NO”).

  In step S323, the display information processing unit 67 determines whether or not all the records have been processed. Specifically, if there is an unprocessed record in the reception information 71 (step S323 “NO”), the display information processing unit 67 acquires an arbitrary unprocessed record and proceeds to step S324. The acquired record may be hereinafter referred to as “display target record”. In other cases (step S323 “YES”), the process returns to step S321.

In step S324, the display information processing unit 67 determines whether or not the notification flag is “notification”. Specifically, the display information processing unit 67 proceeds to step S325 when the notification flag of the display target record is “notification” (step S324 “YES”), and otherwise (step S324 “NO”). Advances to step S327.
In step S325, the display information processing unit 67 determines the necessity of display and the coordinates on the screen. Specifically, the display information processing unit 67 extracts the display target record whose display flag is “display”, and acquires the latitude and longitude of the extracted record.

In step S326, the image processing unit 61 displays information on the screen. Specifically, first, the GPS processing unit 62 acquires current position information of its own route bus P1.
Second, the speed detector 63 acquires the current speed of its own route bus P1.
Thirdly, the display information processing unit 67 displays, based on the acquired position information, a road graphic existing in a predetermined range including the current position of its own route bus P1 from the map data 34 of the operation support device 2. get. It is desirable to store the same map data 34 as that of the operation support device 2 in the auxiliary storage device 55 of the bus terminal device 3.

Here, examples of the predetermined range include the following.
(1) A range that can be reached when the local bus P1 travels for a predetermined time (for example, 2 minutes) at the current speed among roads on which the local bus P1 travels after the current time.
(2) The range from the nearest bus stop that has passed (stopped) to the next bus stop among the roads on which the route bus P1 travels after the current time.

Fourthly, the display information processing unit 67, based on the latitude and longitude acquired in step S325, and the current position information (latitude and longitude) of its own route bus P1, the stopped vehicle P2 and its own route bus P1. The distance between is calculated.
Fifth, the display information processing unit 67 divides the calculated distance by the current speed of its own route bus P1, and calculates the time until its own route bus P1 reaches the position of the stopped vehicle P2. .

  Sixth, the image processing unit 61 displays a bus guidance screen D1 (FIG. 4) on the output device 53. Then, the graphic acquired in “third” in step S326 is displayed on the bus guidance screen D1, and the figure of the stopped vehicle P2 (for example, symbol D8 in FIG. 4) at the position corresponding to the latitude and longitude acquired in step S325. Is displayed. Further, the time calculated in the “fifth” of step S326 is displayed in association with the stopped vehicle P2 (for example, reference numeral D11 in FIG. 4).

Seventh, the display information processing unit 67 utters a message or displays it in text via the output device 53. An example message is as follows:
(1st message) "If there is a stationary vehicle that does not need to be displayed, please touch the figure with your finger."
(Second message) “To change the time display to the number display, double-touch any part of the screen with your finger.”

  When the display information processing unit 67 accepts that the driver touches the figure of a certain stopped vehicle P2 in response to the first message, the display information processing unit 67 displays the display flag of the record of the reception information 71 for the stopped vehicle P2. Update to “non-display” and erase the figure of the stopped vehicle P2 from the bus guidance screen D1.

When the driver responds to the second message and accepts that the driver double-touches any part of the screen, the image processing unit 61 performs the following process.
(1) Group the figures of the stopped vehicle P2. Examples of grouping include grouping items that have the same time (code D12, etc.), grouping items that stop between the same two bus stops, and stopping between the same two intersections (branch points) There is a method of grouping what is being done.
(2) Count the number of figures belonging to the same group.
(3) One figure is left as a representative for each group, and the other figures are erased from the bus guidance screen D1. Then, the number of figures is displayed in association with the representative figure (for example, symbol D22 in FIG. 5) (for example, symbol D24 in FIG. 5).
The “seventh” process is executed at the end of the iterative process of steps S323 to S326 (during the process for the last “display target record”).

In step S327, the display information processing unit 67 determines whether or not the notification flag is “deletion notification”. Specifically, the display information processing unit 67 proceeds to step S328 when the notification flag of the display target record is “deletion notification” (step S327 “YES”), and otherwise (step S327 “NO”). ) Returns to Step S323.
In step S328, the display information processing unit 67 searches for a record of the same vehicle P2. Specifically, first, the display information processing unit 67 searches the reception information 71 using the vehicle ID of the display target record as a search key, and acquires all the corresponding records.

In step S329, the display information processing unit 67 sets the display flag to “non-display”. Specifically, the display information processing unit 67 updates the record acquired in step S328 whose display flag is “display” to “not display”, and displays the icon of the stopped vehicle P2 on the bus guidance screen. Delete from D1.
In step S330, the display information processing unit 67 deletes the record of the same vehicle P2. Specifically, the display information processing unit 67 deletes the record acquired in step S328. Thereafter, the process returns to step S323.

FIG. 17 is a flowchart of the arrival time notification process of the subsequent route bus (details of step S281 and step S263).
In step S341, the arrival time calculation unit 26 of the operation support device 2 specifies the nearest route bus P1. Specifically, first, the arrival time calculation unit 26 searches the vehicle stop information 32 using the speed “0” (or a numerical range obtained by adding a predetermined value to 0) as a search key, and finds the corresponding record. get. And the arbitrary unprocessed record is specified among the acquired records. Hereinafter, the record specified here may be referred to as a “warning target record”.
Second, the arrival time calculation unit 26 acquires the latitude and longitude of the warning target record.

In step S342, the arrival time calculation unit 26 calculates the time for the route bus P1 to reach the vehicle P2. Specifically, first, the arrival time calculation unit 26 acquires one record of route bus operation information 31 that satisfies all the following conditions. The acquired record may be hereinafter referred to as “arrival bus record”.
(Condition 4) The road ID in the road ID column 109 is the same as the road ID of the warning target record. Alternatively, the name of the route in the route name column 102 matches at least one of the names of the affected routes of the warning target record.

(Condition 5) As a result of comparing the position (route bus position) indicated by the latitude and longitude of the latitude column 106 and the position indicated by the latitude and longitude of the warning target record (vehicle position), the vehicle position is determined by the route bus. It is in the traveling direction of the route bus P1 with respect to the position.
For the reasons described above, it is desirable that the bus terminal device 3 and the vehicle terminal device 4 transmit the speed, position information, and the like to the operation support device 2 in synchronization with each other (at the same timing). However, even if the current time of the route bus operation information 31 and the current time of the warning target record are not the same time, for example, based on the current time and speed of the route bus, the current warning target record of the route bus It is possible to calculate the position at the time.
(Condition 6) The distance between the route bus position and the vehicle position is the minimum. The distance can be calculated from the position information of both.

  Second, the arrival time calculation unit 26 calculates the distance between the stopped vehicle P2 and the nearest route bus P1 based on the latitude and longitude of the arrival bus record and the latitude and longitude of the warning record. Then, the arrival time is calculated by dividing the calculated distance by the speed of the arrival bus record. In some cases, the speed of the arrival bus record is “0” and division is impossible. In preparation for such a case, the route bus operation information 31 may leave a past record as a history. The arrival time calculation unit 26 can estimate the speed from the average value of the speeds of other records having the bus ID of the arrival bus record.

In step S343, the vehicle notification unit 25 transmits the arrival time and the like to the vehicle P2. Specifically, first, the vehicle notification unit 25 determines the latitude and longitude of the arrival bus record and the calculated arrival time for the vehicle terminal device 4 of the vehicle P2 specified by the vehicle ID of the warning target record. Send.
Secondly, the vehicle notification unit 25 searches the license plate database 35 using the vehicle ID of the warning target record as a search key, and acquires the mail address of the corresponding mobile terminal device P9. Then, a message such as “The following bus catches up after XX minutes (seconds)” is transmitted to the acquired mail address. “XX” is the calculated arrival time.
Thereafter, the process returns to step S341. That is, the processes in steps S341 to S343 are repeated until there are no unprocessed warning target records. After the repetition process is completed, the process returns to step S271.

  In step S351, the display information processing unit 94 of the vehicle terminal device 4 receives the arrival time and the like. Specifically, the display information processing unit 94 receives the latitude and longitude of the arrival bus record and the arrival time transmitted by the operation support apparatus 2 in step S343.

In step S352, the display information processing unit 94 displays on the screen or emits sound. Specifically, first, the display information processing unit 94 displays a vehicle guidance screen D31 (FIG. 6) on the output device 83.
Secondly, the display information processing unit 94 displays a message D35 such as “The following bus catches up after XX minutes (seconds)” on the vehicle guidance screen D31. Alternatively, the message is guided by voice. When the latitude and longitude of the arrival bus record are sufficiently close to the current position of the own vehicle P2, the display information processing unit 94 displays the figure of the route bus P1 on the vehicle guidance screen D31. Good.
Thereafter, the process proceeds to step S264.

(Modification of the first embodiment)
Generally, information on signals existing on a bus route (“road” in the present embodiment) can be obtained from a center (not shown) that manages traffic information. That is, the operation support apparatus 2 can store the signal waiting time (the time when the signal is “red”) for each road ID and for each time zone.

In step S271 (FIG. 13), the central control device 11 of the operation support device 2 may perform the following processing.
(1) It is determined whether or not the received speed is 0 (when transmitted through the path of step S256 in FIG. 12, the speed is 0). If the speed is 0 as a result of the determination, the process proceeds to the next process.
(2) The map data 34 is searched using the received position information as a search key, and the corresponding road ID is acquired. Then, the signal waiting time is acquired based on the acquired road ID and the received current time.
(3) The vehicle stop information 32 is searched using the received vehicle ID as a search key, and the current time of the corresponding record is acquired.
(4) It is determined whether or not the difference between the received current time and the acquired current time is equal to or less than the acquired signal waiting time.
(5) If the difference is equal to or less than the signal waiting time, the received speed, position information, etc. are ignored.

(Second Embodiment)
In the second embodiment, the route bus P1 collects information on driving manners of the vehicle P2 itself.
FIG. 18 is a flowchart of a processing procedure when the route bus avoids a vehicle.
In step S361, the central control device 51 of the bus terminal device 3 determines whether the speed is low (the route bus P1 itself) and the right turn signal is ON (whether the vehicle P2 has prevented the route bus P1 from traveling). to decide. Specifically, the speed detection unit 63 detects a speed (including speed 0) that is equal to or less than a predetermined threshold value, and the winker operation detection unit 65 operates the right winker (right direction indicator). Is detected (step S361 “YES”), the process proceeds to step S362. In other cases (step S361 “NO”), the process proceeds to step S363.

In step S362, the central controller 51 transmits speed, position information, and the like. Specifically, first, the GPS processing unit 62 acquires position information (latitude and longitude) of the route bus P1 from the GPS satellite P3.
Secondly, the central control device 51 transmits the acquired latitude and longitude and the detected speed to the operation support device 2 together with the bus ID and the current time.

  In step S363, the hazard lamp operation detection unit 66 determines whether or not (the route bus P1 itself) issued a hazard (whether or not the vehicle P2 cooperated with the travel of the route bus P1) at the time of lane change. Specifically, the hazard lamp operation detection unit 66 proceeds to step S364 if it detects that the driver of the route bus P1 performs an operation of emitting a hazard lamp (step S363 “YES”), otherwise it proceeds to step S364. (Step S363 “NO”) returns to Step S361. When the driver stops at the bus stop P11, the driver expresses gratitude by issuing a hazard lamp to the vehicle P2 that has permitted the interruption.

In step S364, the image processing unit 61 captures the vehicle P2 that is allowed to be interrupted. Specifically, the image processing unit 61 acquires an image of the license plate of the vehicle P <b> 2 that is allowed to be interrupted via the camera 57.
In step S <b> 365, the image processing unit 61 transmits the acquired image to the operation support apparatus 2. Thereafter, the process returns to step S361.
In step S371, the vehicle stop information management unit 24 of the operation support apparatus 2 receives speed, position information, and the like. Specifically, the vehicle stop information management unit 24 receives the latitude, longitude, speed, bus ID, and current time transmitted by the bus terminal device 3 in step S362.

In step S372, the vehicle stop information management unit 24 determines whether there is a history registered in the vicinity. Specifically, first, the vehicle stop information management unit 24 determines whether there is a record in the vehicle stop information 32 that satisfies all of the following conditions.
(Condition 7) The distance between the position indicated by the latitude in the latitude column 113 and the longitude in the longitude column 114 in FIG. 7B and the position indicated by the latitude and longitude received in step S371 is equal to or less than a predetermined threshold. .
(Condition 8) The notification flag in the notification flag column 118 is “notification reservation”.
Second, the vehicle stop information management unit 24 returns to step S371 if such a record exists (step S372 “YES”), and otherwise returns to step S373. move on.

If such a record exists (step S372 “YES”), the vehicle stop information management unit 24 may perform the following process immediately before returning to step S371.
(1) The license plate database 35 is searched using the vehicle ID of the record as a search key, and the corresponding point is acquired.
(2) A predetermined numerical value is subtracted from the acquired point to update the point.

In step S373, the vehicle stop information management unit 24 records information from the route bus P1 in the vehicle stop information 32. Specifically, first, the vehicle stop information management unit 24 creates a new record (each column is blank) of the vehicle stop information 32 (FIG. 7B).
Secondly, the vehicle stop information management unit 24 receives the bus ID and speed received in step S371 in the vehicle ID column 111, speed column 112, latitude column 113, longitude column 114, and time column 115 of the new record, respectively. , Memorize latitude, longitude and current time. The feature of the processing here is that the bus ID is stored in the vehicle ID column 111.

Thirdly, the vehicle stop information management unit 24 searches the map data 34 based on the latitude and longitude received in step S371, and acquires the corresponding road ID.
4thly, the vehicle stop information management part 24 searches the route data 33 by using road ID as a search key, and acquires 1 or several corresponding route ID.
Fifth, the vehicle stop information management unit 24 adds the road ID acquired in the “third” of step S373, step S373 to the road ID column 116, the influence route name column 117, and the notification flag column 118 of the new record, respectively. The route ID (route name) and “notification reservation” acquired in “No. 4” are stored. Thereafter, the process returns to step 371.
Step S374 will be described later.

  In this manner, the vehicle stop information 32 stores a record for the route bus P1 “low speed and right turn signal is ON”. Then, the route bus P1 that avoids (inconveniences) the stopped vehicle P2 is displayed together with the other stopped vehicles P2 on the output device 53 of the other route bus P1. At this time, it is desirable that the figure (icon) indicating the route bus P1 is different from the figure of the vehicle P2. Therefore, drivers of other route bus P1 can take avoidance measures such as changing lanes early. If it does in this way, even if cooperation of vehicle P2 is not obtained, it is possible to share information between route buses P1, and to help each other.

FIG. 19 is a flowchart (details of step S374) of a processing procedure in which the operation support device 2 gives points to the vehicle P2 with good manners.
In step S381, the license plate recognition unit 27 of the operation support apparatus 2 recognizes the license plate. Specifically, first, the license plate recognition unit 27 receives the image transmitted by the bus terminal device 3 in step S365.
Secondly, the license plate recognition unit 27 analyzes the received image and identifies the plate number.

  In step S382, the manner management unit 28 of the operation support apparatus 2 adds points. Specifically, the manner management unit 28 searches the license plate database 35 using the plate number specified in step S381 as a search key, and acquires the corresponding point. Then, a predetermined numerical value is added to the acquired point to update the point. Then, the process of step S374 is complete | finished.

  In the second embodiment, the operation subject of the processing in the flowchart on the left side of FIG. 18 is the bus terminal device 3. However, the vehicle terminal device 4 may be an operation subject. That is, the vehicles P2 may evaluate driving manners, and as a result, the points may be accumulated in the license plate database 35. Further, a mobile terminal device (not shown) used by a general pedestrian may be the main subject of operation. The operation support apparatus 2 may perform, for example, the following process in order to exclude a person who operates a point with malicious intent.

(1) It is assumed that an image of the vehicle P2 is transmitted from the vehicle terminal device 4 or a portable terminal device used by a general pedestrian. In this case, there is a vehicle P2 having a plate number analyzed from the image at the shooting position (including a predetermined range centered on the shooting point) and shooting time (including a predetermined range centered on the shooting time). It is verified with reference to the vehicle stop information 32. If it does not exist as a result of verification, the transmission is ignored.
(2) When the same information is transmitted from the same vehicle terminal device 4 or the same mobile terminal device a predetermined number of times within a predetermined period, information other than the information related to the first transmission is ignored.

In step S305, the route bus notification unit 22 transmits the point corresponding to the vehicle ID of the reference vehicle record together with the vehicle ID, latitude, longitude, current time, road ID, and notification flag of the reference vehicle record. Good. The route bus notification unit 22 searches the license plate database 35 using the vehicle ID of the reference vehicle record as a search key, and acquires a corresponding point.
Furthermore, in “sixth” in step S326, the image processing unit 61 may display the point of the stopped vehicle P2 in association with the figure of the stopped vehicle P2 (for example, the symbol D8 in FIG. 4). At this time, the figure of the stopped vehicle P2 may be displayed in different colors according to the point value.

(Third embodiment)
Even if the vehicle P2 is temporarily stored in the vehicle stop information 32, the vehicle P2 does not always interfere with the travel of the route bus P1. For example, if the route bus P1 is traveling at a sufficient speed in the vicinity where the vehicle P2 is stopped, it is determined that the vehicle P2 does not cause any actual damage to the route bus P1. In the third embodiment, the operation support device 2 prevents such a figure of the stopped vehicle P2 from being displayed on the bus terminal device 3.

FIG. 20 is a flowchart of a processing procedure for updating the vehicle stop information 32 based on the contents of the route bus operation information 31 (FIG. 7A).
In step S391, the central control device 51 of the bus terminal device 3 periodically transmits speed, position information, and the like. The process of step S391 is the same as step S202 of FIG.
In step S401, the route bus operation information management unit 21 of the operation support apparatus 2 receives speed, position information, and the like. The process of step S401 is the same as step S212 of FIG.
In step S402, the route bus operation information management unit 21 creates a record of route bus operation information 31. The process of step S402 is the same as step S214 of FIG.

In step S403, the vehicle stop information management unit 24 determines whether there is a history of vehicles registered in the vicinity. Specifically, first, the vehicle stop information management unit 24 determines whether there is a record that satisfies all the following conditions in the vehicle stop information 32.
(Condition 9) The distance between the position indicated by the latitude and longitude in the latitude column 113 of FIG. 7B and the position indicated by the latitude and longitude of the record created in step S402 is equal to or less than a predetermined threshold. It is.
(Condition 10) The difference between the current time in the time column 115 and the current time of the record created in step S402 is equal to or less than a predetermined threshold.
Secondly, if such a record exists (step S403 “YES”), the vehicle stop information management unit 24 proceeds to step S404, and otherwise (step S403 “NO”) proceeds to step S401. Return.

  In step S404, the vehicle stop information management unit 24 determines whether or not the speed of the route bus P1 is high. Specifically, the vehicle stop information management unit 24 proceeds to step S405 when the speed of the record created in step S402 is equal to or higher than a predetermined threshold (step S404 “YES”), and otherwise (step S404). “NO”) returns to step S401.

  In step S405, the vehicle stop information management unit 24 determines whether the notification flag is “pending” or “notification reservation”. Specifically, the vehicle stop information management unit 24 determines that the notification flag of the record satisfying the “first” “condition 9” and “condition 10” in step S403 is “pending” or “notification reservation” ( In step S405 “YES”), the process proceeds to step S407. In other cases (step S405 “NO”), the process proceeds to step S406.

In step S406, the vehicle stop information management unit 24 deletes the stop information. Specifically, the vehicle stop information management unit 24 deletes records that satisfy “condition 9” and “condition 10”. Then, it returns to step S401.
In step S407, the vehicle stop information management unit 24 updates the notification flag with “deletion notification reservation”. Specifically, the vehicle stop information management unit 24 changes the notification flag of the record satisfying “condition 9” and “condition 10” to “deletion notification reservation”. Then, it returns to step S401.

(Effect of embodiment)
As an effect of the first embodiment, the driver of the route bus P1 can easily know the position and the number of vehicles that are stopped on the route that will travel in the future, and the arrival time to those vehicles. Furthermore, when the vehicle P2 that has stopped once starts traveling before being notified to the driver of the route bus P1, the information about the vehicle P2 is deleted. This not only contributes to reducing the amount of communication, but also contributes to maintaining the concentration of the driver of the route bus P1. In addition, the driver of the parked vehicle P2 can easily know how much time has passed in and out of the vehicle before the subsequent route bus P2 approaches.
As an effect of the second embodiment, driving manners of the vehicle P2 can be evaluated by providing information from the route bus P1, the vehicle P2, or a pedestrian.
As an effect of the third embodiment, it is possible to avoid notifying the route bus P1 of the vehicle P2 that is stopped but actually does not affect the route bus P1.

The present invention is not limited to the above-described embodiment, and can be modified without departing from the gist of the present invention.
In the above embodiment, a route bus is cited as an example of a regularly operated vehicle. However, the present invention is not limited to this, and it goes without saying that the present embodiment can be applied to a public vehicle, a commercial vehicle, or the like traveling on a predetermined route. .

DESCRIPTION OF SYMBOLS 1 Operation support system 2 Operation support apparatus 3 Bus terminal apparatus 4 Vehicle terminal apparatus 11 Central control apparatus (control part)
12 Input device 13 Output device 14 Main storage device (storage unit)
15 Auxiliary storage device (storage unit)
16 Communication device 31 Route bus operation information 32 Vehicle stop information 71 Reception information D1 Bus guidance screen D31 Vehicle guidance screen

Claims (6)

The speed, position information, and current time of the first mobile body periodically transmitted from the first terminal device mounted on the first mobile body moving on a predetermined route on the road From the travel information of the first mobile body and the second terminal device mounted on the second mobile body, which is a mobile body other than the first mobile body, the second mobile body is in the travel state from the stop state. On the road on which the first moving body is scheduled to travel on the basis of the traveling information of the second moving body that is transmitted each time the vehicle travels to or from the traveling state to the stopped state. The specified second moving body is specified, and the specified second moving body travel information is determined with respect to the first terminal device of the first moving body that approaches the specified second moving body. By transmitting the identified second movement to the first terminal device. A traveling support device to display the traveling information of,
The operation support device is
A storage unit for storing the travel information of the identified second moving body ;
A notification unit that transmits the travel information of the identified second moving body stored in the storage unit to the first terminal device ;
At the time when the specified second moving body transitions to the running state, when the traveling information of the specified second moving body is not transmitted to the first terminal device, the specified second Delete the travel information of the mobile body from the storage unit,
When the first moving body travels at a position within a predetermined range from the position of the specified second moving body at a predetermined speed or more, the storage information of the specified second moving body is stored in the memory. Removing from the department,
An operation support device characterized by this. The first terminal device is:
Based on the traveling information of the first moving body and the identified traveling information of the second moving body, a time until the first moving body reaches the position of the second moving body is calculated. ,
The calculated time is displayed in association with the graphic indicating the second moving body,
When receiving a predetermined instruction from the user, for each predetermined section on the road, the total number of the specified second moving bodies is displayed.
The operation support apparatus according to claim 1, wherein: The operation support device is
Based on the traveling information of the first moving body and the traveling information of the specified second moving body, the time until the first moving body reaches the position of the specified second moving body is determined. Calculate
The calculated time is transmitted to the second terminal device mounted on the specified second mobile body,
The second terminal device is:
Displaying the transmitted time;
The operation support apparatus according to claim 1. The first terminal device is:
Triggered by the occurrence of a predetermined event that prevents the second moving body from traveling by the first moving body, the traveling information of the first moving body is transmitted to the operation support device,
The operation support device is
The transmitted traveling information is regarded as information about the identified second moving body and is stored in the storage unit,
The first terminal device is:
In response to the occurrence of a predetermined event in which the second moving body cooperates with the traveling of the first moving body, an image of the second moving body is acquired, and the acquired image is used as the operation support device. To
The operation support device is
Recognizing the second moving body by analyzing the transmitted image;
Storing a predetermined evaluation point in association with the recognized second moving body;
The operation support apparatus according to claim 1. The speed, position information, and current time of the first mobile body periodically transmitted from the first terminal device mounted on the first mobile body moving on a predetermined route on the road From the travel information of the first mobile body and the second terminal device mounted on the second mobile body, which is a mobile body other than the first mobile body, the second mobile body is in the travel state from the stop state. On the road on which the first moving body is scheduled to travel on the basis of the traveling information of the second moving body that is transmitted each time the vehicle travels to or from the traveling state to the stopped state. The first mobile body that approaches the second mobile body is identified, and the second mobile body travels with respect to the first terminal device mounted on the identified first mobile body. By transmitting information, the second mobile unit is allowed to travel to the first terminal device. A traveling support device to display the information,
The operation support device is
A storage unit for storing travel information of the second moving body in a stopped state ;
A notification unit that transmits the travel information of the second moving body in the stopped state stored in the storage unit to the first terminal device ;
If the traveling information of the second moving body is not transmitted to the first terminal device at the time when the second moving body in the stopped state transitions to the traveling state, the second movement Delete body running information from the storage unit,
When the first moving body travels at a speed within a predetermined range from the position of the second moving body in the stopped state, the second moving body in the stopped state travels. Deleting information from the storage unit;
An operation support device characterized by this. The speed, position information, and current time of the first mobile body periodically transmitted from the first terminal device mounted on the first mobile body moving on a predetermined route on the road From the travel information of the first mobile body and the second terminal device mounted on the second mobile body, which is a mobile body other than the first mobile body, the second mobile body is in the travel state from the stop state. On the road on which the first moving body is scheduled to travel on the basis of the traveling information of the second moving body that is transmitted each time the vehicle travels to or from the traveling state to the stopped state. The specified second moving body is specified, and the specified second moving body travel information is determined with respect to the first terminal device of the first moving body that approaches the specified second moving body. By transmitting the identified second movement to the first terminal device. A travel support method operation support apparatus for displaying a travel information of,
The operation support device is
A storage unit for storing the travel information of the identified second moving body ;
A notification unit that transmits the travel information of the identified second moving body stored in the storage unit to the first terminal device ;
At the time when the specified second moving body transitions to the running state, when the traveling information of the specified second moving body is not transmitted to the first terminal device, the specified second Delete the travel information of the mobile body from the storage unit,
When the first moving body travels at a position within a predetermined range from the position of the specified second moving body at a predetermined speed or more, the storage information of the specified second moving body is stored in the memory. Removing from the department,
An operation support method characterized by this.

Images