JP2018018533A - Vehicle operation management system, terminal device, control device, and vehicle operation management method - Google Patents

Abstract

A vehicle operation management system capable of flexibly responding to a user's demand is proposed. In the vehicle operation management system, information on a user waiting for a second bus B2 that is a demand bus is detected (S22), information on a user waiting for a second bus B2, and the position of the second bus B2 The operation schedule of the second bus B2 is controlled based on (S26). And based on the operation schedule of 2nd bus B2, the information regarding the operation schedule of 2nd bus B2 is displayed on the display part of the bus stop terminal 100 in the bus stop of 2nd bus B2 (S28). [Selection] Figure 6

Description

  The present invention relates to a vehicle operation management system, a terminal device, a control device, and a vehicle operation management method, for example, a vehicle operation management system, a terminal device, a control device, and a vehicle operation management method in demand-compatible traffic such as a demand bus.

  Demand-based traffic represented by demand buses and the like refers to a traffic system that operates vehicles such as buses in response to user requests (hereinafter also referred to as demands). In particular, it is expected as a method for improving efficiency of operation of vehicles such as buses and reducing operation costs, especially in depopulated areas. In the following Patent Documents 1 to 5 and the like, various technologies related to demand-responsive traffic are proposed. For example, Patent Literature 1 below is a bus that receives input of boarding point (calling point) information and destination information from a user, aggregates request information of a plurality of users, and optimizes the requests of each user. A demand bus system that calculates and plans operating routes and operates is disclosed. Moreover, the following patent document 2 is disclosing the operation method and its support system which stop only on the bus stop which requested | required use on the route of a demand bus, and shortcut the bus stop which does not require use. Moreover, the following patent document 3 has proposed the operation system which harmonizes both the efficiency of vehicle operation and the convenience of a user in a demand bus. Specifically, Patent Literature 3 discloses a demand bus system that presents to a user information on the margin of vehicle operation and waiting time information at main points from the current operation status of the demand bus. Moreover, the following patent document 4 has proposed the operation schedule determination algorithm in a demand bus. Specifically, Patent Document 4 discloses a demand bus system that extracts characteristic information from past operation record information such as passenger boarding / exiting positions, time, weather, and the like, and determines an operation schedule in advance based on the extracted characteristic information. In addition, the following Patent Document 5 describes a transfer reservation from a high-speed bus user in order to improve convenience of transfer from a transportation such as a high-speed bus to a city bus that is another transportation. A system is disclosed in which the estimated getting-off time is estimated, and the city bus is dispatched at the estimated getting-off time.

Japanese Patent Laid-Open No. 2004-199569 JP 2002-42299 A JP 2010-244177 A JP 2011-22646 A Japanese Patent Laid-Open No. 2001-222796

  However, in the demand-compatible traffic system, since the user demand occurs suddenly and asynchronously, the actual situation is that the demand for the user is not necessarily flexibly supported.

  Therefore, it is desired to provide a vehicle operation management system, a terminal device, a control device, and a vehicle operation management method that can flexibly respond to user demand.

  Other problems and novel features will become apparent from the description of this specification and the accompanying drawings.

  In one embodiment of the present invention, the operation management system includes detection means for detecting information about a user who waits for a vehicle at the riding position of the vehicle, information about a user who waits for the vehicle at the riding position, and the position of the vehicle. Control means for controlling the operation schedule of the vehicle based on the above, and display means for performing display related to the operation schedule of the vehicle on the display device at the riding position.

  The operation management system according to an embodiment of the present invention can flexibly cope with demand in a user demand-based traffic system.

It is a figure for demonstrating the operation model which the vehicle operation management system concerning embodiment assumes. It is the schematic which shows the specific example of a structure of the vehicle operation management system concerning this Embodiment. It is a figure showing the specific example of the external appearance of the bus stop terminal contained in a vehicle operation management system. It is a block diagram showing the concrete example of the hardware constitutions of a bus stop terminal roughly. It is a figure showing the operation | movement outline | summary in the vehicle operation management system in an up direction. It is a figure showing the operation | movement outline | summary in the vehicle operation management system in a down direction. It is a figure showing an example of the display in step S16 etc. of FIG. It is a block diagram which shows the specific example of a function structure of a bus stop terminal. It is a block diagram which shows the specific example of a function structure of the control apparatus contained in a vehicle operation management system. It is a flowchart showing the specific example of the flow of operation | movement in a bus stop terminal. It is a flowchart showing the specific example of the flow of operation | movement in a control apparatus. It is a schematic diagram near the station of Nanae-cho, which is the target area for the demonstration experiment. It is a figure showing the geographical condition for every life support facility which installed the stop of the demand bus in the proof experiment.

  Embodiments of the present invention will be described below with reference to the drawings. In the following description, the same parts and components are denoted by the same reference numerals. Their names and functions are also the same. Therefore, these descriptions will not be repeated.

  The vehicle operation management system according to the present embodiment is a system that manages demand-compatible traffic, and hereinafter, in particular, a vehicle operation management system that manages bus operations including demand buses as demand-compatible vehicles. An example will be described.

<Explanation of issues>
Normal bus traffic runs at regular intervals between bus stops on a fixed route, and is used by the user according to the bus time. On the other hand, the “demand bus” employs a system that operates a bus according to a user's request. The demand bus can be said to be a “call and ride” bus when the user wants to ride.

  FIG. 1 is a diagram for explaining an operation model assumed by the vehicle operation management system according to the present embodiment. The operation model assumed in this embodiment is a hierarchical operation in which the bus system currently in operation is positioned as basic traffic, and the movement between each bus stop of the basic traffic and the destination is positioned as branch traffic. It is a model.

  That is, in the operation model according to the present embodiment, the demand bus operates between bus stops for demand and between public institutions and existing buses. Referring to FIG. 1, as a main traffic, for example, a main route R such as a national road is intermittently operated on a bus B1 (hereinafter referred to as a first bus) according to an existing operation schedule. Further, as branch line traffic, a branch line r between the bus stop BS provided on the main route R and the bus stop bs for demand bus provided in each facility or home is connected to the demand bus B2 (hereinafter referred to as the second bus). To be operated as appropriate).

  However, when demand buses are used, it is necessary to make boarding reservations in advance, or when operating regularly, the frequency of operations may be low, which may cause sudden and asynchronous demand from users. There was a problem that it was difficult to deal with.

  In the operation model according to the present embodiment shown in FIG. 1, consider a case where a user goes from a bus stop BS provided on a national road (main line R) to a bus stop bs provided in each facility (upward direction). In the case of this upward movement, when the user gets off from the first bus B1 operating on the main route R, the user immediately gets on the second bus B2 without waiting for the second bus B2 which is a demand bus at the bus stop BS. There is a demand to move seamlessly to the bus stop bs.

  Further, consider a case where a user goes from a bus stop bs provided in each facility to a bus stop BS provided on a national highway (main route R) (downward direction). In this downward movement, the user can wait for the second bus B2 at the facility at the bus stop bs to some extent, but when getting off from the second bus B2, the first bus B1 at the bus stop BS. There is a demand to change to the first bus B1 immediately without waiting.

  In the case of the above-mentioned movement in the upward direction, the operation of the second bus B2 is performed so that the second bus B2, which is a demand bus, departs from the bus stop BS at a timing according to the operation schedule of the first bus B1 that operates on the main route R. It is conceivable to determine a schedule. However, the first bus B1 does not necessarily operate according to the specified operation schedule. Even if it is assumed that all users who get off at the bus stop BS from the first bus B1 get on the second bus B2 and move to the bus stop bs, the user gets off every time the bus stops at the first bus B1. Not exclusively. For this reason, there is a case in which the timing for transferring from the first bus B1 to the second bus B2 does not match, or the second bus B2 is operated excessively.

  In addition, in the case of the above-described movement in the downward direction, it is conceivable that a user who gets on the second bus B2 reserves a time in advance. However, since the timing at which the user leaves each facility is not known in advance, the time to get on the second bus B2 is often unknown in advance.

  The inability to meet such demands of users leads to a loss of convenience for bus users. Therefore, in the vehicle operation management system according to the present embodiment, the bus user is supported by supporting the demand for the branch line traffic based on the operation model as shown in FIG. 1, that is, the vehicle operation according to the user's request. Aiming to realize highly convenient demand traffic that can respond flexibly to demand.

<System configuration>
FIG. 2 is a schematic diagram showing a specific example of the configuration of the vehicle operation management system according to the present embodiment. Referring to FIG. 2, the vehicle operation management system according to the present embodiment includes a terminal device (hereinafter referred to as a bus stop terminal) 100 installed at the boarding position (stop) of the second bus B2 on the branch line r, It includes a control device 200 for performing operation management of the two bus B2, a communication device 300 installed on the second bus B2, and a communication device 400 installed on the first bus B1. The control device 200 can communicate with the bus stop terminal 100 and the communication devices 300 and 400 via the network 500 constructed by the Internet or a dedicated line.

<Device configuration>
(Bus stop terminal)
FIG. 3 is a diagram illustrating a specific example of the appearance of the bus stop terminal 100. Referring to FIG. 3, the bus stop terminal 100 includes a camera 14 as a detection unit for detecting information related to a user waiting for the second bus B2 at the bus stop bs, an operation button 15, and a sensor 16 as a human sensor. And a first display unit 17 and a second display unit 18 as display devices.

  As shown in FIG. 3, the bus stop terminal 100 can also have a function as a label representing a stop name and the like arranged at the bus stop as an example. In this case, when the side on which the stop name or the like is described is the front, the detection unit and the display device are preferably arranged on the front side. More preferably, as shown, the camera 14 is disposed in a non-conspicuous position such as above the user. The camera 14 is preferably a camera that does not give the user a feeling of pressure, such as a dome-type camera as shown in the figure. Note that the detection unit does not necessarily include all of the camera 14, the operation button 15, and the sensor 16. The detection unit may include at least one of the above.

  FIG. 4 is a block diagram schematically illustrating a specific example of the hardware configuration of the bus stop terminal 100. Referring to FIG. 4, the bus stop terminal 100 is electrically connected to an application processor 10 including a CPU (Central Processing Unit) and various controllers (not shown) and various applications, and an application ( A memory 11 for storing a program) and the like, and a conversion board 12. The conversion board 12 is electrically connected to the application processor 10, the communication unit 13, the camera 14, the operation button 15, the sensor 16, and the first display unit 17. The conversion board 12 converts a control signal from the application processor 10 and inputs it to each unit. Further, the conversion board 12 converts signals from the respective parts and inputs them to the application processor 10.

  The communication unit 13 communicates with the control device 200 via the network 500. The conversion board 12 transmits a control signal from the application processor 10 to the communication unit 13 to the communication unit 13, and transmits information from the control device 200 received by the communication unit 13 to the application processor 10.

  The camera 14, the operation button 15, and the sensor 16, which are detection units, are all electrically connected to the application processor 10 via the conversion board 12 and controlled by a control signal from the application processor 10. That is, the conversion board 12 transmits a control signal from the application processor 10 to the camera 14 to the camera 14 and also transmits a captured image from the camera 14 to the application processor 10. The camera 14 performs a photographing operation according to a control signal from the application processor 10 and inputs a photographed image to the application processor 10. In addition, the operation button 15 is input to the application processor 10 via the conversion board 12 as an operation signal when pressed or touched. The sensor 16 is a human sensor such as a pyroelectric sensor. The sensor 16 inputs a detection signal representing the detection result to the application processor 10 via the conversion board 12.

  The detection unit detects the presence or absence of a user waiting for the second bus B2 at least at the bus stop bs. The application processor 10 detects that there is a user according to the execution of a dedicated application by inputting an operation signal to the application processor 10 when the operation button 15 as a detection unit is pressed or touched. By inputting a detection signal indicating that the sensor 16 serving as the detection unit has detected a person to the application processor 10, the application processor 10 detects that there is a user in accordance with execution of a dedicated application. When the camera 14 serving as a detection unit inputs a captured image to the application processor 10, the application processor 10 detects the presence of a user by performing image analysis in accordance with execution of a dedicated application.

  Preferably, the detection unit further detects the number of persons, sex, age group, presence / absence of use of a mobility aid such as a wheelchair, a cane or a stroller as information on the user waiting for the second bus B2 at the bus stop bs. When these attributes are detected using the operation button 15 that is a detection unit, as an example, the operation button 15 is pressed (or touched) for each user who has arrived at the bus stop bs, so that the application processor 10 can determine the number of times. The number of people can be detected accordingly. Alternatively, as the operation buttons 15, a plurality of buttons capable of selecting the gender, age group, and the presence / absence of mobility aids are prepared on the bus stop terminal 100, so that the application processor 10 responds to the pressed button (or touch) These attributes can be detected. When these attributes are detected using the sensor 16 that is a detection unit, as an example, the application processor 10 can detect the number of persons according to the number of sensor signal inputs from the sensor 16. Alternatively, as the sensor 16, for example, a plurality of sensors arranged at heights corresponding to heights corresponding to the age and sex of the user are prepared in the bus stop terminal 100, so that the application processor 10 detects a person. These attributes can be detected according to the sensor. When these attributes are detected using the camera 14 that is a detection unit, the application processor 10 can detect these attributes by performing image analysis in accordance with execution of a dedicated application. Note that if the camera 14 is always operated, power consumption increases. Therefore, preferably, the application processor 10 operates the camera 14 only when the sensor 16 detects that a person is present, and detects the attribute. Thereby, low power consumption can be realized.

  The first display unit 17 is, for example, an LCD (Liquid Crystal Display) panel. The first display unit 17 performs display instructed to the application processor 10 based on the control signal from the application processor 10 input via the conversion board 12.

  The second display unit 18 is a 7-segment display such as a 7-segment LED (Light Emitting Diode). The conversion board 12 further includes a driver for controlling display on the second display unit 18 based on a control signal from the application processor 10. The conversion board 12 further includes a time control unit 19 such as an RTC (Real Time Clock) for receiving power supplied from a battery such as a coin battery, and the conversion board 12 is a time control unit 19. The measured current time can be displayed on the second display unit 18 which is a 7-segment display. The conversion board 12 can also display the arrival time of the second bus B2 included in the display information from the control device 200, which will be described later, on the second display unit 18.

(Control device)
The control device 200 may be realized by a general computer such as a personal computer. The control device 200 communicates with the bus stop terminal 100 and the communication devices 300 and 400 via the network 500 and a processing unit including a CPU (not shown) for executing at least the operation schedule processing of the second bus B2. Communication section. Preferably, a display device for displaying information to the operator and an input device for receiving an operation input from the operator are connected to the control device 200.

(Communication device)
The communication devices 300 and 400 may be realized by a general computer such as a personal computer, or may be realized by a communication terminal device called a mobile phone or a so-called smartphone as long as the device has at least a communication function. . Communication devices 300 and 400 include at least a communication unit for communicating with control device 200 via network 500 and a control unit including a CPU (not shown) for controlling communication in the communication unit. Preferably, communication devices 300 and 400 include an output unit such as a display and a speaker for outputting information received from control device 200. Preferably, the communication devices 300 and 400 have, for example, a position specifying function using GPS (Global Positioning System) or a current position from an operator (for example, a bus driver) as a function for specifying their own position. An input unit for receiving input is included. The position information is transmitted from the communication devices 300 and 400 to the control device 200 by the communication unit at a predetermined timing.

<Overview of operation>
The vehicle operation management system according to the present embodiment assumes the operation model shown in FIG. 1, and transfers from the first bus B1 to the second bus B2 to each bus stop BS provided on the national highway (main route R). Even in the case of the above-described upward movement toward the bus stop bs provided in the facility, the user goes from the bus stop bs provided in each facility to the bus stop BS provided on the national highway (main route R). Even in the case of the above-described downward movement for transferring from the second bus B2 to the first bus B1, the second bus is used so that the user can transfer between the first bus B1 and the second bus B2 without waiting time. Manage the operation of B2. FIG. 5 is a diagram showing an outline of operation in the vehicle operation management system in the upward direction, and FIG. 6 is a diagram showing an outline of operation in the vehicle operation management system in the downward direction.

(Up direction)
Referring to FIG. 5, in the upward direction, communication devices 300 and 400 transmit position information representing their current position to control device 200 at a predetermined timing (steps S11 and S14). This transmission timing may be a predetermined time interval, may be a timing when transmission is requested from the control device 200, or may be a predetermined timing such as a timing when a bus stop is started. Also good. This timing is the same in the description of the downstream direction hereinafter. Thereby, the control apparatus 200 can grasp | ascertain the present position of each bus | bath B1, B2.

  The method for the control device 200 to grasp the current position of each of the buses B1 and B2 is not limited to the method of receiving the position information from the communication devices 300 and 400 mounted on the buses B1 and B2. As another example, the control device 200 may grasp the current position of each of the buses B1 and B2 based on a notification from a bus stop terminal installed at each bus stop. Moreover, about the present position of 1st bus | bath B1, it replaces with the positional information obtained by communication with the communication apparatus 400, and the control apparatus 200 memorize | stores the operation schedule of 1st bus | bath B1 previously, and it becomes the present time. The corresponding position may be specified by reading from the operation schedule of the first bus B1. The same applies to the down direction.

  When the communication device 400 of the first bus B1 receives an instruction to get off at the bus stop BS (for example, pressing a get-off button) (step S12), the communication device 400 transmits the getting-off information to the control device 200 (step S12). S13). Here, as an example, the communication device 400 uses the control device as alighting information that the getting-off button is pressed, that is, there is a user who gets off (and then changes to the second bus B2 and goes to the bus stop bs). 200 is transmitted. As another example, when the get-off button is pressed for each user who gets off, the communication device 400 determines the number of users who get off (and then change to the second bus B2 toward the bus stop bs). May be sent to. Or, when using the first bus B1, such as when boarding the bus stop where the user gets off in advance, the driver gets off including the presence of the user who gets off the vehicle, and attributes such as the number of people and gender. Information regarding the user may be input to the communication apparatus 400. In this case, the communication device 400 transmits the input information regarding the user who gets off the vehicle to the control device 200.

  The control device 200, which gets information about the user who gets off at the bus stop BS and changes to the second bus B2 and goes to the bus stop bs, operates the second bus B2 based on the information and the current positions of the buses B1 and B2. The schedule is controlled (step S15). In the control of the operation schedule, as an example, the control device 200 determines the current position of each bus B1, B2 so that the second bus B2 arrives at the bus stop BS before the first bus B1 arrives at the bus stop BS. Based on the speed, the arrival time of the second bus B2 at the bus stop BS is determined. Further, as a control of the operation schedule, the control device 200 may determine an operation route to the bus stop BS of the second bus B2. As another example, the control device 200 controls the operation schedule so that the second bus B2 becomes the bus stop BS when the number of users waiting for the second bus B2 at the bus stop BS reaches a predetermined number. You may determine the arrival time and operation route of 2nd bus | bath B2 based on the present position and speed of each bus | bath B1, B2 so that it may arrive.

  When the control of the operation schedule in step S15 is completed, the control device 200 transmits display information for displaying the operation schedule of the second bus B2 to the bus stop terminal 100 (step S16). When the bus stop terminal 100 receives the display information from the control device 200, the bus stop terminal 100 displays the operation schedule of the second bus B2 on the first display unit 17 and the second display unit 18 (step S17).

  FIG. 7 is a diagram illustrating an example of the display in step S16. As an example, in step S16, for example, the second bus B2 is being called on the first display unit 17 that is an LCD panel, and the current position is displayed, and the second display unit 18 that is a 7-segment display is scheduled to arrive. The time may be displayed.

  In addition, when the control device 200 completes the scheduling process in step S15, the control device 200 displays information indicating an operation instruction for instructing the determined departure time, operation route, and the like to the communication device 300 arranged on the second bus B2. Transmit (step S18). Based on this information, the communication device 300 may output (display, voice output) an operation instruction to a driver, for example.

(Downward)
Referring to FIG. 6, in the down direction, when the operation button 15 of the bus stop terminal 100 installed at the bus stop bs is pressed, the bus stop terminal 100 detects that a user waiting for the second bus B2 has arrived. (Step S21), the bus stop terminal 100 performs a sensing operation (Step S22), and acquires information about the user waiting for the second bus B2. In step S22, the bus stop terminal 100 acquires at least the presence / absence of a user waiting for the second bus B2 at the bus stop bs as information about the user waiting for the second bus B2, based on an operation signal from the operation button 15, for example. . In addition, the bus stop terminal 100 may acquire attributes such as the number of persons, sex, and age group as information about the user who waits for the second bus B2 by analyzing a captured image from the camera 14 or the like. And the bus stop terminal 100 transmits the information regarding the user who waits for 2nd bus B2 with respect to the control apparatus 200 (step S23).

  Even in the down direction, the communication devices 300 and 400 transmit position information representing their current positions to the control device 200 at a predetermined timing (steps S24 and S25). The control device 200 that has received the information about the user waiting for the second bus B2 controls the operation schedule of the second bus B2 based on the current position of each of the buses B1 and B2 in addition to the information (step S26). In step S26, the control device 200 determines the current position and speed of each of the buses B1 and B2 so that the second bus B2 arrives at the bus stop BS a predetermined time (slightly) before the first bus B1 arrives at the bus stop BS. Based on the above, the departure time and operation route of the second bus B2 are determined. As another example, the control device 200 controls the operation schedule so that the first bus B1 arrives at the bus stop BS when the number of users waiting for the second bus B2 at the bus stop bs reaches a predetermined number. Based on the current location and speed of each of the buses B1 and B2 so that the second bus B2 arrives at the bus stop BS before a predetermined time (a little), the departure time and operation route of the second bus B2 are determined. Also good.

  When the control of the operation schedule in step S26 is completed, the control device 200 transmits display information for displaying the operation schedule of the second bus B2 to the bus stop terminal 100 (step S27). When the bus stop terminal 100 receives the display information from the control device 200, the bus stop terminal 100 displays the operation schedule of the second bus B2 on the first display unit 17 and the second display unit 18 as shown in FIG. (Step S28).

  Further, when the control of the operation schedule in step S26 is completed, the control device 200 represents an operation instruction for instructing the determined departure time, operation route, and the like to the communication device 300 arranged on the second bus B2. Information is transmitted (step S29). Based on this information, the communication device 300 may output (display, voice output) an operation instruction to a driver, for example.

  In FIG. 5, in the uplink direction, the control device 200 obtains information about a user waiting for the second bus B2 by communicating with the communication device 400 mounted on the first bus B1. When the bus stop terminal 100 is also arranged in the bus stop BS, the control device 200 communicates with the bus stop terminal 100 of the bus stop BS so as to connect the second bus B2 at the bus stop BS as in the case of the down direction in FIG. Information about the waiting user may be obtained. However, in the example of FIG. 5, the user of the second bus B2 can call the second bus B2 before the first bus B1 arrives at the bus stop BS. The operation schedule of the second bus B2 can be determined so that the transfer to the second bus B2 becomes more seamless.

  The description of FIGS. 5 and 6 assumes the operation model of FIG. 1, but of course is not limited to transfer between the first bus B1 and the second bus B2, and is a demand bus at a bus stop bs. Also when boarding 2nd bus B2, the vehicle operation management system concerning this Embodiment can perform the operation schedule process of 2nd bus B2 similarly to description of FIG. 5 and FIG. That is, the control device 200 receives the information about the user who waits for the second bus B2 at the bus stop bs from the bus stop terminal 100 installed at the bus stop bs of the second bus B2, so that the information and the second bus B2 are received. Based on the current position, the operation schedule processing of the second bus B2 may be performed.

<Functional configuration>
(Bus stop terminal)
FIG. 8 is a block diagram showing a specific example of a functional configuration of the bus stop terminal 100 for performing the above operation. In FIG. 8, each function is a function realized by the application processor 10 by the application processor 10 reading and executing a program stored in the memory 11, but at least a part thereof is the application processor 10. It may be realized by a hardware configuration such as an electric circuit other than the above.

  Specifically, referring to FIG. 8, application processor 10 includes a main processing unit 101 for performing overall control, and a human detection unit 102 for receiving a sensor signal from sensor 16 and detecting a person. A button monitoring unit 103 for monitoring input of an operation signal from the operation button 15, and a communication management unit 104 for managing communication between the communication unit 13 and the control device 200 via the network 500. The first display control unit 105 for controlling the display on the first display unit 17, the second display control unit 106 for controlling the display on the second display unit 18, and the control of photographing with the camera 14 And a camera control unit 107 for receiving an input of a photographed image.

  The main processing unit 101 receives a human detection notification from the human detection unit 102 or a notification that the operation button 15 has been pressed (or touched) from the button monitoring unit 103, and that there is a person in the vicinity of the bus stop terminal 100. Is detected. In addition, the main processing unit 101 instructs the camera control unit 107 to perform a shooting operation, receives a shot image from the camera control unit 107, analyzes the image, and detects that there is a person in the vicinity of the bus stop terminal 100. To do.

  When the main processing unit 101 detects that there is a person in the vicinity of the bus stop terminal 100, the main processing unit 101 instructs the communication management unit 104 to transmit a call for the second bus B <b> 2 to the control device 200. Instruct to send a request for the arrival time of B2. Then, the main processing unit 101 receives from the communication management unit 104 the response from the control device 200 to the call of the second bus B2 and the arrival time of the second bus B2.

  Based on the information received from the communication management unit 104, the main processing unit 101 causes the first display control unit 105 and the second display control unit 106 to call the bus to the first display unit 17 and the second display unit 18. Or a display of the estimated arrival time or the current position of the second bus B2.

(Control device)
FIG. 9 is a block diagram illustrating a specific example of a functional configuration of the control device 200 for performing the above operation. Each function shown in FIG. 9 is mainly realized by the CPU by reading and executing a program stored in the memory by a CPU (not shown) of the control device 200. However, at least a part may be realized by a hardware configuration such as an electric circuit other than the CPU.

  Specifically, referring to FIG. 9, control device 200 communicates with communication devices 300 and 400 as a function for performing the above-described operation, so that at least second bus B <b> 2 (preferably each bus B <b> 1 and B <b> 2). A position information input unit 201 for receiving input of position information, a position specifying unit 202 for specifying the current position of at least the second bus B2 (preferably each of the buses B1 and B2) based on the information, and a bus stop terminal 100 or a user information input unit 203 for accepting input of information about a user including the presence or absence of a user waiting for the second bus B2 by communicating with the communication device 400 mounted on the first bus; The schedule control unit 204 for executing the control of the operation schedule, and the operation schedule including the arrival time of the second bus B2 with respect to the bus stop terminal 100 And a display information transmitting portion 206 for transmitting display information for causing the display related. The schedule control unit 204 further includes an arrival time determination unit 205 for determining the arrival time of the second bus B2 based on information on the user waiting for the second bus B2 and at least the current position of the second bus B2. .

<Operation flow>
(Bus stop terminal)
FIG. 10 is a flowchart showing a specific example of the flow of operations at the bus stop terminal 100. The operation shown in the flowchart of FIG. 10 is realized by the application processor 10 of the bus stop terminal 100 reading out and executing a program stored in the memory 11 and exhibiting each function of FIG.

  That is, referring to FIG. 10, when the application processor 10 of the bus stop terminal 100 detects that there is a user waiting for the second bus B2 based on a signal from a detection unit such as the sensor 16 (YES in step S101). By sending information related to the user such as the presence / absence of the user to the control device 200 as bus waiting information, the control device 200 is requested to call the second bus B2 (step S103).

  When the bus stop terminal 100 receives display information for displaying an operation schedule including the arrival time of the second bus B2 from the control device 200 (YES in step S105), the first display unit 17 and the second Display on the display unit 18 is performed (step S107). When the second bus B2 arrives (NO in step S109), when the display information is received from the control device 200, such as a change in arrival time or a change in the current position of the second bus B2, the bus stop terminal 100 Steps S105 and S107 are repeated. When the second bus B2 arrives (YES in step S109), the bus stop terminal 100 resets the display of the first display unit 17 and the second display unit 18 (step S111), and returns to the initial operation. At this time, the bus stop terminal 100 may return the display of the second display unit 18 which is a 7-segment display to the display of the current time. Further, the bus stop terminal 100 may display a predetermined screen such as an operation method of the bus stop terminal 100 on the first display unit 17 such as an LCD panel. Furthermore, although the display is reset in step S111, the bus stop terminal 100 may store a history of information (communication log or the like) transmitted from the bus stop terminal 100 to the control device 200.

(Control device)
FIG. 11 is a flowchart showing a specific example of the flow of operations in control device 200. The operation shown in the flowchart of FIG. 11 is realized by a CPU (not shown) of the control device 200 reading and executing a program stored in the memory to exhibit the functions of FIG.

  That is, referring to FIG. 11, when CPU of control device 200 receives a request for second bus B2 that is a demand bus from bus stop terminal 100 or communication device 400 mounted on the first bus (YES in step S201). The operation schedule of the second bus B2 is controlled. Specifically, the CPU of the control device 200 identifies the current position of each of the buses B1 and B2 (step S203). Then, the CPU of the control device 200 determines the arrival time of the first bus B1, which is a bus traveling on the baseline traffic, at the bus stop where the transfer is made to the second bus B2 (step S205). Based on the current location of the second bus B2, the arrival time of the second bus B2 at the bus stop and the operation route to the bus stop are determined (step S207).

  When the operation schedule of the second bus B2 is determined, the CPU of the control device 200 transmits an operation instruction to the communication device 300 mounted on the second bus B2 (step S209) and the operation schedule of the second bus B2. Is transmitted to the bus stop terminal 100 installed at the bus stop (step S211).

  The identification of the current position of the second bus B2 in step S203 and the transmission of display information for displaying the current position of the second bus B2 in step S211 are repeated until the second bus B2 arrives at the bus stop. May be. The arrival of the second bus B2 at the bus stop may be detected upon arrival at the time specified in step S207, or may be detected based on a notification from the bus stop terminal 100.

<Effect of Embodiment>
According to the vehicle operation management system according to the present embodiment, a user waiting for boarding on the second bus B2, which is a demand bus, is detected by the bus stop terminal 100 or the like installed at the bus stop, and automatically the second bus B2. Is required. This makes it possible to flexibly dispatch the second bus B2 even if there is a demand that occurs suddenly by the user or a demand that occurs asynchronously with the prior operation schedule. Convenience can be improved.

  In particular, when a user changes trains between the second bus B2 which is a demand bus and the first bus B1 traveling on the baseline traffic, the bus stop at a timing according to the arrival time of the first bus B1 at the bus stop. The operation schedule of the second bus B2 is specified so that the second bus B2 arrives at the same time. As a result, the user can seamlessly switch between the first bus B1 and the second bus B2, and the convenience of the user can be improved.

<Demonstration experiment>
The inventors conducted an experiment to verify the effect of the vehicle operation management system according to the present embodiment. First, the inventors selected Nanae-cho, Kameda-gun, Hokkaido as an experimental area as an area where such demand-responsive traffic is highly effective. FIG. 12 shows a rough map near the station in Nanae-cho as the experimental area. As shown in FIG. 12, Nanae-cho has a national road (National Route 5) that runs through the town from north to south, and a branch line extending vertically from the national road. It has the traffic situation that it is. While life support facilities such as hospitals are concentrated in the central area away from the national highway, the suburbs are widely spread outside and dotted with villages. Therefore, as a geographical feature, although there is a difference in elevation (slope) in the direction perpendicular to the national road (see FIG. 13), it is necessary to go along a branch line perpendicular to the national road in order to go to the life support facility. . On the other hand, the proportion of elderly population is higher than the national average, and a questionnaire result (implemented from September to October 2007) is obtained that is proactive in introducing community buses. In addition, due to the above traffic conditions, there are few disturbances that hinder the operation of demand traffic such as traffic jams and weather troubles at short distances. Therefore, the inventors have selected Nanae-cho, Kameda-gun, Hokkaido as an area where the operation model shown in FIG. 1 can be easily assumed, and conducted an experiment to verify the effect of the vehicle operation management system according to the present embodiment. It was.

  FIG. 13 is a diagram showing geographical conditions for each life support facility where a demand bus stop is installed. That is, referring to FIG. 13, in this demonstration experiment, “Nanae Town Hall”, “NN Hospital”, “NK Hospital”, “M Kaikan”, “M” are used as life support facilities for installing demand bus stops. Seven facilities, “Clinic”, “Super U”, and “Super R” were selected. The distances from the nearest bus stops of the buses (first bus B1) traveling on the base line traffic of each facility are all far from 230 m, 450 m, 1000 m, 1200 m, 260 m, 900 m, and 650 m, respectively. In addition, the height difference (altitude difference) from the nearest bus stop to each facility is 12m, 67m, 58m, 44m, 12m, 22m, and 2m, and it is necessary to travel on the slope. Therefore, the inventors provided a bus stop for demand buses at each facility in FIG. 13, and installed a bus stop terminal 100 at each bus stop.

  By constructing a vehicle operation management system according to this embodiment using this area as an operation model, a bus (first bus B1) that runs on National Highway No.5, which is the baseline traffic, and the nearest bus stop and each facility are installed. The operation of the demand bus (second bus B2) could be managed in consideration of the transfer to the demand bus (second bus B2) traveling between the bus stops for the demand bus. As a result, in the operation model in this demonstration experiment, a demand bus can be dispatched according to the user's demand, and the convenience for the user can be improved. In addition, the operation schedule of the second bus B2 is specified so that the second bus B2 arrives at the bus stop at the timing according to the arrival time of the bus (first bus B1) traveling on the national highway No. 5 at the nearest bus stop. Therefore, the transfer between these buses became smooth, and the convenience for the users could be improved.

  For example, as shown in FIG. 13, the life support facility includes a facility such as a hospital or a government office where the time for the user to leave the facility cannot be estimated. Therefore, in the operation model in which a demand bus is reserved in advance (for example, one week before) as in the prior art, the demand bus is not always dispatched at the timing when this user wants to get on the demand bus. Will not be done. However, in this demonstration experiment, the demand bus is required when the demand bus becomes necessary (timing when it approaches the bus stop). Since the transfer to 1 bus B1) is performed smoothly, the user's demand for seamless movement can be flexibly met.

  On the other hand, if the arrival time (reservation time, etc.) is fixed in advance, such as in a hospital or government office, if the time from getting off the bus traveling on the national road until the arrival of the demand bus is long, the arrival at the above facility The time may be delayed. However, in this demonstration experiment, a bus stop that gets off from a bus traveling on a national highway (a bus stop that changes to a demand bus) is detected, so that a demand bus can be arranged according to the arrival of the bus. Therefore, the transfer from the bus traveling on the national road (the first bus B1) to the demand bus is performed smoothly, and the user's demand for seamless movement can be flexibly met.

  The embodiment disclosed this time should be considered as illustrative in all points and not restrictive. The scope of the present invention is defined by the terms of the claims, rather than the description above, and is intended to include any modifications within the scope and meaning equivalent to the terms of the claims.

  DESCRIPTION OF SYMBOLS 10 Application processor, 11 Memory, 12 Conversion board, 13 Communication part, 14 Camera, 15 Operation button, 16 Sensor, 17 1st display part, 18 2nd display part, 19 Time control part, 100 Bus stop terminal, 101 Main processing part , 102 human detection unit, 103 button monitoring unit, 104 communication management unit, 105 first display control unit, 106 second display control unit, 107 camera control unit, 200 control device, 201 position information input unit, 202 position specifying unit, 203 user information input unit, 204 schedule control unit, 205 arrival time determination unit, 206 display information transmission unit, 300,400 communication device, 500 network, B1 first bus, B2 second bus, BS, bs bus stop, R backbone Route, r Branch line.

Claims (19)

Detection means for detecting information about a user waiting for the vehicle at a vehicle riding position;
Control means for controlling an operation schedule of the vehicle based on information on a user waiting for the vehicle at the riding position and the position of the vehicle;
A vehicle operation management system, comprising: display means for performing display relating to the operation schedule of the vehicle on the display device at the boarding position.   The vehicle operation management system according to claim 1, wherein the control unit acquires the position of the vehicle by communicating with a first communication device installed in the vehicle.   The vehicle operation management system according to claim 1, wherein the control means controls the operation schedule of the vehicle by further using a position of a transportation facility operated according to a predetermined operation schedule. The vehicle operates between a first boarding position and a second boarding position, and the transportation system operates a specified boarding position including the first boarding position according to the predetermined driving schedule. And
The control means operates the vehicle so that the vehicle arrives at the first boarding position at a timing according to the timing at which the transportation facility arrives at the first boarding position in accordance with the predetermined driving schedule. The vehicle operation management system according to claim 3, wherein a schedule is determined.   When it is detected that there is a user waiting for the vehicle at the second boarding position, the control means determines the second boarding position based on the time when the transportation facility arrives at the first boarding position. The vehicle operation management system according to claim 4, wherein an operation schedule of the vehicle operating from the vehicle to the first boarding position is determined. The control means is capable of communicating with a second communication device installed in the transportation facility to obtain information indicating that there is a user getting out of the transportation facility at the first boarding position,
When it is detected that there is a user getting off from the transportation facility at the first boarding position, the control means detects the first boarding based on the time when the transportation facility arrives at the first boarding position. The vehicle operation management system according to claim 4, wherein an operation schedule of the vehicle that operates from a position to the second boarding position is determined.   The vehicle operation management system according to claim 1, wherein the detection means detects at least the presence or absence of a user waiting for the vehicle at the riding position.   The vehicle operation management system according to claim 7, wherein the detection unit includes at least one of a sensor for detecting the presence or absence of a person, a button for a person to operate, and a camera.   The vehicle operation management system according to claim 8, wherein the detection unit includes the sensor and the camera, and the camera is operated only when the sensor detects that a person is present. Detection means for detecting information about a user waiting for the vehicle at a vehicle riding position;
A communication means for communicating with the control device;
Display control means for controlling the display of the connected display device,
The communication means transmits information on a user waiting for the vehicle detected by the detection means to the control device,
The communication means receives display information from the control device that controls an operation schedule of the vehicle based on information about a user waiting for the vehicle and a position of the vehicle, and the display control means is configured to operate the vehicle. A terminal device that causes the display device to display a schedule.   The terminal device according to claim 10, wherein the detection unit detects at least the presence or absence of a user waiting for the vehicle at the riding position.   The terminal device according to claim 11, wherein the detection unit includes at least one of a sensor for detecting the presence / absence of a person, a button for a person to operate, and a camera.   The terminal device according to claim 12, wherein the detection unit includes the sensor and the camera, and operates the camera only when the sensor detects that a person is present.   Controlling the operation schedule of the vehicle based on the position of the vehicle and information on the user waiting for the vehicle at the engagement position obtained by communicating with a terminal device installed at the engagement position of the vehicle; Control device.   The control device according to claim 14, wherein display information for performing display related to the operation schedule of the vehicle is transmitted to the terminal device based on the operation schedule of the vehicle.   The control device according to claim 14, wherein the position of the vehicle is acquired by communicating with a first communication device installed in the vehicle.   The control device according to claim 14 or 15, wherein the operation schedule of the vehicle is controlled by further using a position of a transportation facility operated according to a predetermined operation schedule. The vehicle operates between a first boarding position and a second boarding position, and the transportation system operates a specified boarding position including the first boarding position according to the predetermined driving schedule. And
Determining an operation schedule of the vehicle so that the vehicle arrives at the first boarding position at a timing corresponding to a timing at which the transportation arrives at the first boarding position according to the predetermined operation schedule; The control device according to claim 17. Detecting information relating to a user waiting for the vehicle at a vehicle riding position;
Controlling an operation schedule of the vehicle based on information on a user waiting for the vehicle at the riding position and the position of the vehicle;
A vehicle operation management method comprising: displaying information related to the operation schedule of the vehicle on the display device at the riding position based on the operation schedule of the vehicle.

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