JP6180773B2 - Bus operation management system, apparatus, and method - Google Patents

Description

  The present invention relates to a system for managing bus operations.

  The bus operation management system is a system for managing bus operations so that the buses operate smoothly every day. This system is composed of multiple functions, and can be broadly divided into planning and management systems.

  As planning functions, there are a function for planning bus schedules and a function for planning crew and vehicle allocation plans. As management functions, there are a bus location function for grasping and managing the position of a bus, and a function for issuing a command to a bus to be operated. These planning and management functions enable bus operations based on predetermined schedules.

  However, the bus operation greatly depends on the traffic condition of the road, and if the road is congested, the operation is greatly disturbed. For this reason, it may be difficult to operate a bus on a scheduled schedule (ensure timeliness).

  In particular, when a passenger changes from one bus to another bus to the destination, if both the transfer source bus and the transfer destination bus are not operating on the timetable, the transfer may be hindered. However, there is no guarantee that the operation of each bus is punctual, and passengers may not be able to transfer smoothly according to a predetermined schedule. This is considered to be one of the reasons why users do not grow even if the bus transportation network is improved.

  In this regard, Patent Document 1 proposes a system that facilitates bus connection. The system of Patent Document 1 grasps the arrival time of each bus at a bus stop where a bus passenger changes to a bus on another route, and issues a transfer ticket with a transfer time limit to the bus passenger or driving By outputting a wait command for the hand, it is intended to facilitate the transit of the bus.

JP 2005-227869 A

  The purpose of the passenger is to arrive at the destination quickly or as scheduled. However, in the system disclosed in Patent Document 1, since the bus stop where passengers change buses is predetermined and fixed, it may not always be a highly effective transfer in order to arrive at the destination in a timely manner.

  Realizing efficient transfer so that passengers can arrive at their destination in a timely manner has not only the convenience of the passengers but also the cost reduction benefits for the entire society including the bus operators and passengers.

  An object of the present invention is to provide a technique that more effectively assists passengers on a bus to arrive at a destination in a timely manner.

  A bus operation management system according to an aspect of the present invention is a bus operation management system that manages the operation of a plurality of buses, based on a position detection unit that detects the position of each bus, and information on the position of each bus. A scheduled arrival time calculation unit that calculates a scheduled arrival time that is a scheduled time at which each bus arrives at a predetermined stop location, and either one of the estimated arrival times or positions of both buses to which passengers transfer, or A meeting calculation unit that determines a transfer point that is a point where passengers are transferred based on both pieces of information, and calculates a diagram for executing a transfer at the transfer point.

  ADVANTAGE OF THE INVENTION According to this invention, the technique which supports more effectively that the passenger of a bus | bath arrives at the destination timely can be provided.

It is a block diagram which shows the schematic structure of the bus operation management system by this embodiment. 2 is a block diagram showing a schematic configuration of a bus mounting apparatus 101. FIG. It is a block diagram which shows the schematic structure of the bus operation management apparatus 103. FIG. It is a block diagram which shows the structure of the bus operation management system by. It is a figure for demonstrating the scene where the delay of a bus | bath generate | occur | produces in Example 1 and the fixed time property is ensured by increasing the number of flights of other buses temporarily. It is the figure which represented the bus operation in the scene of FIG. 5 in the shape of a diagram. It is a flowchart showing the process which considers the countermeasure by the increase in the number of buses. It is the figure which showed the flight increase time plan when it became clear that a flight increase was possible in the shape of a diamond. It is a flowchart which shows the process of a flight increase schedule planning. It is a figure which shows another flight increase time plan which replaces the flight time increase time plan shown in FIG. FIG. 10 is a flowchart when each of the sales office, the bus, and the transfer bus operates according to a new diagram after planning a flight increase diagram. It is a figure which shows the example of a display of the operation screen installed in the cab of buses 11 and 12 and displayed with respect to a crew member. It is a figure which shows the example of a display of the operation screen installed in the cab of buses 11 and 12 and displayed with respect to a crew member. It is a figure which shows the example of a display of the guidance display board with respect to the passenger of a bus | bath. It is a figure for demonstrating the scene which determines which bus stop is changed in when changing to a bus of a different route from a certain bus. It is a flowchart which shows the process which calculates the diagram which implement | achieves the optimal waiting for the transfer in FIG. It is a figure which shows the operation screen displayed with respect to the bus crew in the scene demonstrated using FIG. It is a figure for demonstrating the scene which determines the bus stop which implements transfer, when changing to the bus of the route parallel to the route from a certain bus. It is a flowchart which shows the time adjustment method in the scene demonstrated by FIG. FIG. 6 is a diagram for explaining a scene where the increase in the number of buses described in FIG. 5 is made at the request of another company. It is a block diagram for demonstrating the structure of the bus operation management system by Example 2, and another company system. 20 is a flowchart for realizing the processing of the scene shown in FIG.

  Embodiments of the present invention will be described with reference to the drawings. In the following description, parts denoted by the same reference numerals represent the same items, and the configuration and operation are basically the same.

  FIG. 1 is a block diagram showing a schematic configuration of a bus operation management system according to the present embodiment. The bus operation management system includes bus mounting devices 101 and 102 and a bus operation management device 103.

  The bus mounting apparatuses 101 and 102 are information processing apparatuses having communication functions mounted on individual buses. A plurality of buses operate on a plurality of routes, and passengers are changing from buses on one route to buses on another route at a predetermined bus stop (also simply referred to as “bus stop”). The bus operation management device 103 is an information processing device having a communication function that is arranged at a management base that manages bus operations. The bus operation management device 103 can communicate with the bus mounting devices 101 and 102 mounted on each bus.

  FIG. 2 is a block diagram illustrating a schematic configuration of the bus mounting apparatus 101. Since the bus mounting apparatus 101 and the bus mounting apparatus 102 are the same, only the bus mounting apparatus 101 will be described here. The bus mounting apparatus 101 includes a position detection unit 110 and a scheduled arrival time calculation unit 111.

  FIG. 3 is a block diagram illustrating a schematic configuration of the bus operation management device 103. The bus operation management apparatus 103 includes a meeting calculation unit 120, a determination unit 122, a meeting presentation unit 123, a meeting determination unit 124, and an instruction unit 126.

  In the bus mounting apparatus 101, the position detection unit 110 detects the current position of the bus on which the bus mounting apparatus 101 is mounted.

  Further, the estimated arrival time calculation unit 111 calculates an estimated arrival time that is a scheduled time for the bus to arrive at a predetermined stop location based on the information on the bus position detected by the position detection unit 110. There are bus stops, end points, places where it is decided to stop the bus temporarily. For example, if a bus is operating normally on a certain route, the time at which the bus is scheduled to arrive can be obtained for the bus stop and the end point between the current position and the end point.

  Information on the location of each bus and information on the estimated arrival time are notified to the bus operation management device 103. The bus operation management device 103 collects information on the positions and estimated arrival times of all buses under the management.

  In the bus operation management device 103, the meeting calculation unit 120 performs a transfer of passengers (transfer point) based on information on one or both of the estimated arrival time and / or position of both buses to which the passenger transfers. To decide. The meeting calculation unit 120 further calculates a diagram for executing a transfer at the transfer point. The diamond calculation here is, for example, a calculation for adjusting a diamond currently applied to bus operation so that a desired transfer can be performed. However, it is not always necessary to change the diagram.

  As described above, according to the present embodiment, it is possible to select the point where the transfer is to be performed and perform the necessary diamond adjustment, thereby more effectively assisting the bus passenger to arrive at the destination in a timely manner. Is possible.

  Moreover, according to this embodiment, each bus | bath and a management base can cooperate and can perform a transfer and a diamond adjustment. As described above, the bus operation management system includes the bus mounting devices 101 and 102 mounted on each bus and the bus operation management device 103 disposed at a management base capable of communicating with the bus mounting devices 101 and 102. included. And the bus mounting apparatuses 101 and 102 have the position detection part 110 and the estimated arrival time calculation part 111, the bus operation management apparatus 103, the meeting calculation part 120, the determination part 122, the meeting presentation part 123, the meeting A determination unit 124 and an instruction unit 126 are included.

  When meeting adjustment is to be performed, the meeting presentation unit 123 notifies the bus of which the schedule is changed to the schedule when the schedule is changed. The changed schedule will be presented to the bus crew. When the crew member approves the change of the diagram, the crew member returns a response to that effect. The response to the approval may be notified to the bus operation management device 103 via the bus mounting device 101, or the crew member may simply communicate the intention to the management base through a wireless call.

  When the meeting determination unit 124 obtains a response to the change of the diagram from the bus that has notified the diagram of the change, the meeting determination unit 124 determines to perform the transfer with the change of the diagram.

  The instruction unit 126 instructs the bus mounting apparatuses 101 of both buses to carry out the determined transfer.

  Thereby, it is possible to notify the bus crew of the transfer with the consent of both sides, and to support the reliable transfer. As another example, when it is decided to carry out a bus change that involves a change in the diagram, it is not necessary to notify both buses, but only to the bus that causes the change in the diagram. Good.

  In the present embodiment, as an example, the meeting calculation unit 120 uses either one of the buses (for example, the transfer point) for transferring at the transfer point based on both or either of the estimated arrival time and / or position. The waiting time in the diagram of the bus that waits until the other bus arrives is calculated. By adjusting the waiting time in the bus schedule, smooth transfer at the transfer point can be realized.

  The determination unit 122 determines whether or not it is necessary to increase the number of buses, and if it is necessary to increase the number of buses, instructs the meeting calculation unit 120 to set a new bus. A new bus can be set up to support the transfer when the increased number of buses is effective.

  The meeting calculation unit 120 sets a temporary express bus for transferring passengers on the delayed bus based on the delay related information including the scheduled arrival time of the bus, and transfers from the delayed bus to the express bus. It is possible to determine the transfer point where For example, the delay related information may further include a bus position, traffic information in a range including a bus operation route, and a past operation history. By setting up an express bus in this way, it is possible to speed up the arrival of a delayed bus passenger at the destination. In addition to the delay related information, the position of the sales office where the bus vehicle can be issued may be used to determine whether or not to increase the number of buses.

  In addition, the meeting calculation unit 120 changes the delayed bus to an express bus based on the delay related information, and sets a temporary bus for getting passengers of the bus to a stop where the express bus does not stop, It is also possible to determine a transfer point for transferring from a bus that is changed to an express bus to a newly set bus. By changing the bus to express in this way, it is possible to expedite the arrival of a delayed bus passenger at the destination.

  In the present embodiment, as an example, the meeting calculation unit 120 adds the predetermined margin time to the scheduled arrival time at the end point of a bus, and exceeds the time when the bus leaves the end point for the next operation. In such a case, a determination is made to set a temporary express bus or change the bus to an express bus. The passengers on the delayed bus can quickly arrive at the destination, and the vehicle can be secured for the subsequent bus operation, and the adverse effects on the turnaround and other routes can be reduced.

  Furthermore, in the present embodiment, the meeting calculation unit 120 determines the setting of a temporary express bus or the change of a bus to an express bus, and then both the position and the estimated arrival time for both buses to be transferred or The transfer point can be changed based on either one of the information. Thereby, a transfer point can be changed into a suitable point according to the operation condition after that of a bus and an express bus.

  Hereinafter, more specific embodiments of the above-described embodiment will be described.

  Example 1 is a more specific example of the display to the crew and passengers in the bus in the embodiment described above.

  FIG. 4 is a block diagram illustrating a configuration of the bus operation management system according to the first embodiment. FIG. 4 shows two buses 11 and 12 and one sales office (management base) 13 as main components of the bus operation infrastructure. Here, transfer from one bus 11 to another bus 12 under the management of the sales office 13 is illustrated. However, as an embodiment, there may be three or more buses and a plurality of sales offices. For example, a necessary function in which a plurality of sales offices cooperate may be provided.

  A bus mounting device 101 is mounted on the transfer source bus 11, and a bus mounting device 102 is mounted on the transfer destination bus (transfer bus) 12. In addition, a bus operation management device 103 is disposed in the sales office 13. The bus mounting apparatus 101 and the bus mounting apparatus 102 are the same.

  The bus mounting devices 101 and 102 include a position detection unit 110 that detects the position of the bus, a navigation calculation unit (scheduled arrival time calculation unit) 111 that searches for a route to an arbitrary point and calculates a scheduled arrival time, A display unit (anti-crew presenting unit) 112 that presents the calculation result of the meeting point and arrival time to the bus crew and prompts the judgment, a setting unit 113 that sets the judgment made by the bus crew looking at the display section 112, and a transfer guide to the passengers And a communication unit 115 that communicates with an external system such as the bus operation management device 103.

  The functions of the bus operation management device 103 are mainly divided into planning functions and management functions. As a configuration for realizing the functions of the planning system, a meeting calculation unit 120 that calculates a meeting point (transfer point) of a bus and a diagram that realizes a transfer at the meeting point, and an assigning unit 121 that allocates a bus and a crew member to the meeting point. There is. In addition, as a configuration for realizing the functions of the management system, a determination unit 122 that determines whether a meeting or the like is possible by adjusting the schedule including increasing the number of buses, a meeting presentation unit 123 that presents the bus meeting point to each bus, a bus A meeting determination unit 124 for confirming the meeting, a display unit 125 for displaying or presenting the position of each bus, the situation of a diagram, an instruction unit 126 for sending an instruction to each bus, and external systems such as the bus mounting devices 101 and 102 It is comprised from the communication part 127 which communicates with.

  The bus mounting apparatuses 101 and 102 and the bus operation management apparatus 103 can cooperate with each other by communication via the communication network 128. As long as the communication network 128 can perform data communication remotely by radio, any communication method may be employed, for example, a mobile phone network.

  FIG. 5 is a diagram for explaining one of the scenes assumed in the first embodiment, in which a delay of a bus occurs and the punctuality is ensured by temporarily increasing the number of other buses. The bus 11 travels on the bus route 201 with a delay from the timetable. The bus 11 is proceeding toward the end point 207 via each bus stop 202, 203, 204, 205, 206, but the delay time is increasing, and at present the passenger 210 arrives at the destination with a considerable delay. It is expected that. At this time, the office 13 determines whether to increase the number of buses. As a result, if the bus 12 for transfer is directed to the bus stop 203, it is determined that the delay in the arrival of the passenger at the destination can be alleviated.

  The bus operation management device 103 decides to increase the number of buses and directs the transfer bus 12 to the bus stop 203 which is the bus stop most suitable for the meeting with the bus 11. The transfer bus 12 heads to the bus stop 203, but it is determined that the arrival at the bus stop 203 has passed the scheduled arrival time due to a change in road conditions on the way. The bus-mounted device 102 communicates with the bus operation management device 103 of the sales office 13, and the bus operation management device 103 changes the meeting bus stop in the same manner as when the meeting bus stop is determined. To do.

  The bus 11 arrives at the place where the transfer bus 12 is waiting at the bus stop 204, and only the passenger 211 rushing forward changes to the transfer bus 12. The transfer bus 12 passes through several bus stops along the way and arrives at the end point 207. The transfer bus 12 runs as it is instead of the bus 11 as the next return flight. On the other hand, the bus 11 arrives at the end point 207 via all the bus stops 205 and 206 on the way. After arrival, the bus 11 becomes a forwarding bus and returns to the sales office 13.

  FIG. 6 is a diagram showing the bus operation in the scene of FIG. 5 in a diamond shape. 301, 302, 303, and 304 on the horizontal axis represent each stop location, 301 is the first bus stop (bus stop), 302 is the meeting bus stop, 303 is the end point, and 304 is the sales office. In FIG. 6, the bus 311 is delayed.

  A diagram 321 represents a plan diagram of the bus 311. In the planning schedule, when the bus 311 advances from the first bus stop and arrives at the end point, the bus 311 stops for a while and then returns to the first bus stop again.

  The diagram 322 represents the traveling result of the bus 311 and the delay state of the diagram based on the result. As the time delay of the schedule, since the departure is delayed from the planned schedule 321, a delay has already occurred at the time of the first bus stop. Further, since the inclination (indicating the speed of the bus) is gentler than that of the plan diamond 321, it can be seen that the bus 311 is traveling at a speed slower than that of the plan diamond 321. In FIG. 6, 325 on the meeting bus stop represents the stop time at the meeting bus stop.

  In addition, when noting a diamond, it is normal to provide stop time also about other bus stops similarly to 325, However, In this figure, it has abbreviate | omitted for easy description.

  According to the diagram 322 in FIG. 6, it is understood that the time at which the bus 311 departs from the turn-back time is over when the arrival at the end point is scheduled. At first, the bus 311 proceeds as planned, but gradually delays depending on traffic conditions. Here, taking the trigger that the arrival at the end point of the bus has exceeded the departure time of the next turn-off bus, the examination of the countermeasure by increasing the number of buses is started.

  FIG. 7 is a flowchart showing a process for examining a countermeasure due to an increase in the number of buses. This determination is mainly performed by the determination unit 122 of the bus operation management device 103.

  First, the bus operation management device 103 grasps the position of the bus (step 401). The position of the bus is transmitted to the sales office 13 via the communication unit 116 and the communication unit 127 in each bus. Next, the bus operation management apparatus 103 calculates the end point arrival time (step 402). The end point arrival time is calculated by calculating the sum of the time from the current position to the end point by the following equation (1).

  At this time, the bus operation management device 103 may statistically calculate the average speed between the bus stops based on past bus operation history information, or VICS (registered trademark) (Vehicle Information and Communication System). ) Or vehicle probe information may be used to calculate the average speed. A fixed value may be used as the waiting time at each bus stop, or a value calculated based on past bus operation history information may be used.

  Next, the bus operation management device 103 determines whether or not to increase the number of buses (step 403). The following formula (2) is used as a method for determining the number of flights.

  If the time obtained by adding a predetermined margin time to the scheduled arrival time at the end of the bus is before the next return departure time of the bus, it is determined that there is no need for additional flights. The margin may be a numerical value of 0 or more, and may be specified according to the business entity of each bus company. If it is determined that the number of flights is not required in this formula, the calculation process is waited for a predetermined time (step 404), and the process returns to step 401.

  On the other hand, if it is determined that at least the number of flights should be increased, the bus operation management device 103 determines whether flights can be increased (step 405). Whether or not the number of flights can be increased is determined by whether or not the transfer bus arrives at the meeting bus stop with a predetermined margin by the departure time of the bus from the meeting bus stop when the transfer bus is directed to the meeting bus stop. The judgment formula is as shown in formula (3). This formula (3) is calculated for each meeting bus stop candidate. At this time, if it is determined that the number of meeting bus stops can be increased, uniqueization such as selecting a bus stop close to the end point is performed. The margin may be a numerical value greater than or equal to 0, and may be specified with reference to the fluctuation width of the estimated arrival time according to the actual state of operation on each route.

  As a result of the determination based on the formula (3), if it is determined that the number of flights cannot be increased (there is no need to increase the number of flights), the bus operation management device 103 excludes the bus 311 from the flight increase target (step 406). If it is possible to increase the number of flights according to this equation (3), the bus operation management device 103 makes a schedule for increasing the number of flights (step 407). The detailed process of planning a flight increase schedule will be described later with reference to FIG.

  FIG. 8 is a diagram showing a stool increase schedule when it is determined that stool increase is possible. Compared to FIG. 6, a transfer bus 512 appears anew in FIG. A diagram 522 indicates a diagram of the transfer bus 512, which indicates that the transfer bus 512 departs from the sales office and joins the bus at the meeting bus stop. The transfer bus 512 is an express bus, and after meeting at the meeting bus stop, a rushing passenger is picked up from the bus 311 and headed to the end point. The transfer bus 512 passes through several bus stops along the way in order to rush. A diagram of the transfer bus 512 is shown at 523. As a result, the transfer bus 512 can arrive at the end point before the departure time of the return of the bus 311 in the plan schedule 321 and can start without delay as the next return bus (524).

  Further, the original bus 311 is operated while stopping at each bus stop even after the meeting bus stop, and when it reaches the end point, it is forwarded to the sales office. The bus 311 diagram is shown at 525. As a result, passengers can get on and off at the bus stop where the transfer bus 512 does not stop. In FIG. 8, it can be seen that the effect of reducing the delay in arrival time is obtained as shown by an arrow 526.

  FIG. 9 is a flowchart showing the process of planning a flight increase schedule. This process is mainly performed by the meeting calculation unit 120 and the allocation unit 121 of the bus operation management apparatus 103 shown in FIG.

  The bus operation management apparatus 103 first creates a flight increase schedule (step 601). Here, the transfer bus departs from the sales office, arrives at the meeting bus stop determined to be transferable in the flowchart of FIG. 7, changes passengers at the meeting bus stop, and plans a schedule for operating to the terminal bus stop. The route calculation from the sales office to the meeting bus stop may be performed using the technology of the popular navigation system. For the calculation of the estimated arrival time, for example, the arrival time calculation method shown in FIG. 7 may be performed on the route to the meeting bus stop.

  Next, the bus operation management apparatus 103 determines an actual vehicle to be allocated to the temporary bus operated by the planned schedule in the allocation unit 121 (step 602). For the allocation of the vehicle, for example, a vehicle for which no other operation schedule is set may be selected from the vehicles waiting at the sales office 13 while operating with the planned diagram. In addition, it is also possible to recalculate the schedule of each vehicle including vehicles in business operation or vehicles for which an operation schedule is set, and make a vehicle that can be operated with the planned diagram.

  Next, the bus operation management apparatus 103 determines the assignment of the crew members who drive the temporary bus at the assignment unit 121 (step 603). As for the assignment of crew members, for example, a crew member who is not set for another crew schedule in the crew plan may be selected from among the crew members waiting at the sales office 13 while operating on the planned schedule. In addition, it is possible to re-calculate the crew plan of each crew member including crew members who are in commercial operation and crew members who are scheduled to be on board, and create crew members who are able to work on temporary buses with the planned timetable.

  Finally, the bus operation management apparatus 103 determines whether or not each allocation bus 121 can operate each bus with the planned diagram (executability) (step 604). Judgment of feasibility can be made in the case where a feasible flight schedule that can be executed in step 601 could not be planned, or in the case where the vehicle assigned to the temporary bus could not be set in step 602. If not, it is determined that the operation is not possible. If none of the above applies, it is determined that implementation is possible. When it is determined in step 604 that each bus can be operated, the bus operation management apparatus 103 sets the planned or changed diagram for both buses to which the meeting presentation unit 123 in FIG. Notify that the transfer will take place.

  FIG. 10 is a diagram showing another stool schedule diagram in place of the stool schedule diagram shown in FIG.

  In FIG. 8, the transfer bus 512 is an express bus and is heading toward the end point (523), but in FIG. 10, the original bus 311 is an express bus and heads toward the end point (723), and the transfer bus 512 is a bus that stops at each bus stop ( 725). The bus operation management device 103 may adopt any of the flight increase schedules shown in FIGS. In the case of FIG. 10, compared to FIG. 8, it is possible to operate the bus and the crew as originally planned in the turn-around operation (724), so it is not necessary to change the plan after the turn-back operation. There is merit that it is good.

  FIG. 11 is a flowchart when each of the sales office, the bus, and the transfer bus operates according to a new diagram after planning a flight increase diagram.

  At the sales office 13, after the bus operation management device 103 drafts a flight increase schedule, the bus loading devices 101 and 102 of each bus are notified of the schedule change schedule, and the change proposal is transmitted to the crew of each bus. After confirming this, it will be possible to transfer at the meeting bus stop according to the changed schedule. This process is mainly executed by the meeting presentation unit 123, the meeting determination unit 124, the display unit 125, and the instruction unit 126 of the bus operation management device 103 illustrated in FIG.

  First, when the bus operation management device 103 finishes making a plan for increasing the number of flights that can be performed at the sales office 13, an instruction to instruct each of the buses 11 and 12 to carry out a transfer at the meeting bus stop, including the plan for increasing the number of flights Is transmitted (step 801). At that time, the bus operation management apparatus 103 outputs a stool increase schedule to the display unit 125 in order to prompt the operation manager to make a final confirmation. If there is no problem in increasing the number of buses according to the flight schedule, the operation manager inputs an instruction to instruct execution of the flight schedule at the instruction unit 126. When execution of the flight increase schedule is input, the meeting presentation unit 123 notifies the bus mounting devices 101 and 102 of the buses 11 and 12 of the flight increase schedule execution command. At that time, the location of the meeting bus stop, the expected meeting time, and the ID of the destination bus are notified to the bus mounting device 101 of the bus 11 serving as the transfer source. Further, the location of the meeting bus stop, the expected meeting time, and the ID of the source bus are also notified to the bus mounting device 102 of the transfer destination bus 12.

  The bus mounting devices 101 and 102 of the transfer source bus 11 and the transfer destination bus 12 receive a flight increase schedule execution command, and display the contents of the flight increase schedule on the display unit 112 of FIG. 4 to the bus crew. (Step 802). After confirming the contents, the crew members of each bus input an acknowledgment response to the setting unit 113 in FIG. The acknowledge response is transmitted to the bus operation management device 103 of the sales office 13 via the communication unit 115 (step 803).

  The bus operation management device 103 of the sales office 13 receives an acknowledgment response from each of the buses 11 and 12 at the communication unit 127 (step 804). Thereafter, the bus operation management device 13 confirms a list of acknowledgment responses received within a certain period from the command transmission, and confirms whether or not an acknowledgment response to the instruction of the increased flight diagram has arrived from all the related buses (step 805). For example, in addition to both buses 11 and 12 that perform the transfer, a bus in which a change occurs in the diagram is also included in the related buses. If the acknowledgment response is received from all the related buses, the bus operation management device 103 determines that there is no problem, and transmits to the buses 11 and 12 that the flight schedule has been confirmed (step 806). The bus mounting devices 101 and 102 of each bus that have received the confirmation of the confirmation of the flight increase schedule, as a process of determining the flight increase schedule, update the operation screen displayed to the crew, and guide the passengers to transfer to the passengers in the guide 114. The process etc. which show is implemented (step 807).

  In addition, when the acknowledgment response from the bus mounting devices 101 and 102 of all the buses has not been prepared, the bus operation management device 103 sends a notification to the effect that the instruction is discarded as not to carry out the stool increase schedule, The process ends (step 808). The bus mounting apparatuses 101 and 102 of the buses 11 and 12 that have received the notification of discarding the instruction discard the instruction on the flight increase diagram.

  In addition, when a bus is operated by an increased flight schedule, it may be difficult to transfer at the meeting bus stop according to the original increased flight schedule due to further changes in road conditions. In that case, the bus mounting apparatuses 101 and 102 of both buses 11 and 12 that carry out the transfer calculate the estimated arrival time at the meeting bus stop and determine whether or not they can arrive at the meeting bus stop as scheduled on the flight schedule. (Step 809). If it is difficult to arrive at the meeting bus stop as scheduled, the bus mounting apparatus transmits an alternative meeting bus stop determination request to the sales office 13 (step 810). The alternative meeting bus stop determination request is a request to determine a meeting bus stop to replace the currently scheduled meeting bus stop. The bus operation management device 103 of the sales office 13 that has received the request makes a new flight increase schedule again and shifts to a process for determining a meeting bus stop based on the plan (step 811).

  12A and 12B are diagrams showing display examples of operation screens installed on the cabs of the buses 11 and 12 and displayed to the crew members. The display unit 112 and the setting unit 113 shown in FIG. 4 correspond to this operation screen. In this example, the screen of the touch panel in which the display unit 112 and the setting unit 113 are integrated is used, but other devices may be responsible for the function of the setting unit 113 such as buttons.

  Referring to FIG. 12A, the display 901 shows the category of transfer information, but there may also be a speed display, a remaining fuel display, etc. as other categories in the same screen. A display 902 displays the current bus system name. In addition, displays 903, 904, 905, 906, and 907 indicate bus stops on the system. In this figure, the current bus stop is indicated by a thick frame as indicated by a display 903. If there are more than a dozen bus stops in the system, for example, a screen scrolling function is used, and an appropriate bus stop is displayed in a sufficiently large size by scrolling the screen by operating a touch panel or the like. Anyway. Or you may show only the information of the bus stop relevant to the next bus stop and transfer. The displays 908, 909, and 910 indicate the ID of the express bus to be transferred and the scheduled meeting time. Here, the same bus represents the meeting time at multiple bus stops, but the display also takes into account that the meeting bus stop changes due to changes in road conditions. In this example, the currently scheduled flight increase schedule is displayed in bold as shown 909 and 912, and the arrival schedules at the preceding and following bus stops are displayed 908 when the bus operation status changes. It is displayed as 910. As for the meeting bus stop or the bus stops before and after the meeting bus, it is displayed as 911, 912, 913 which of the transfer source bus and the transfer destination bus is scheduled to arrive first. According to the display, the bus crew can inform the passengers of guidance for supporting smooth transfer when approaching the meeting bus stop.

  When the command is transferred (step 802) in FIG. 11, the bus crew confirms this operation screen. If there is no problem, the user touches a display 909 that displays the execution of the transfer at the meeting bus stop. Then, the pop screen 921 shown in FIG. 12B pops up and is displayed to prompt the crew member to confirm the transfer. Here, when the crew member touches the OK button 922, an acknowledgment response is sent from the bus mounting apparatuses 101 and 102 to the bus operation management apparatus 103 of the sales office 13. When the crew member touches the CANCEL button 923, a response indicating that the driver does not understand is sent to the bus operation management device 103. Finally, when the confirmation information is sent from the bus operation management device 103 of the sales office 13 to the bus mounting devices 101 and 102, the execution of the transfer displayed on the displays 909 and 912 is confirmed and displayed. The color of the frame changes. On the other hand, when the flight schedule is discarded, the bus mounting apparatuses 101 and 102 no longer display the displays 908, 909, 910, 911, 912, and 913 that have been displayed so far.

  FIG. 13 is a diagram showing a display example of a guidance display board for bus passengers. The guidance display board displays guidance from the guidance unit 114.

  Reference numeral 1001 indicates the next bus stop, and reference numeral 1002 indicates the category content of the transfer information. The transfer information 1002 represents a system name display 1011 and bus stops 1012, 1013, 1014, 1015, and 1016 scheduled to arrive. In this example, since there is a transfer to an express bus, bus stops 1017 and 1018 indicating stop bus stops of the express bus are displayed. When the bus crew member performs an operation for confirming the stool increase dial for the setting unit 113 shown in FIG. 4, the guidance display of this figure is displayed. This allows passengers on the bus to transfer smoothly at the meeting bus stop. This figure also illustrates the case where the transfer destination bus is an express bus. However, when the transfer source bus is changed to an express bus as shown in FIG. 10, the number of stops on the left side of the original bus decreases. However, the bus stop where the transfer destination bus stops may be displayed from the XX intersection.

  FIG. 14 is a diagram for explaining a scene where it is determined at which bus stop the transfer is to be performed when transferring from a certain bus to a bus of a different route. In FIG. 14, there are two bus routes of a system 1101 and a system 1102, and these bus routes can be changed at a bus stop 1122 and a bus stop 1133. Further, it is assumed that a bus 1111, a bus 1112, and a bus 1113 are operating on each bus route, and a passenger 1115 of the bus 1111 changes from a system A to a system B bus. At this time, the buses that are candidates for the transfer destination are the bus 1112 and the bus 1113. Here, in order to facilitate this transfer, calculate which bus you should transfer to based on the operation status and waiting time of each bus, determine the bus combination that will be the best meeting, and the result Based on the above, support for transfer will be implemented.

  FIG. 15 is a flowchart showing a process for calculating a diagram that realizes the optimum waiting time for transfer in FIG. This process is performed by the meeting calculation unit 120 of the bus operation management apparatus 103 shown in FIG.

  First, the bus operation management device 103 grasps the position of each bus (step 1201). Next, the bus operation management apparatus 103 acquires the arrival time at each bus that can be changed (step 1202). An example of the arrival time at that time is shown in 1211.

  Next, the bus operation management apparatus 103 calculates a waiting time when changing at each bus stop where transfer is possible (step 1203). According to the example of 1211, in the transfer from the system A to the system B, the bus 1111 changes to the bus 1113, and the passenger waits for 28 minutes.

  Next, the bus operation management device 103 determines whether or not the waiting time obtained by the calculation exceeds a certain value (step 1204). When there is a combination of buses whose waiting time exceeds a certain value, the bus operation management device 103 performs time adjustment calculation for each bus so as to shorten the waiting time for transfer (step 1205). For example, the waiting time of passengers is 28 minutes when changing from the above-mentioned system A bus 1111 to the system B bus (here bus 1113). A determination is made that this exceeds a certain value. In that case, the time adjustment calculation of the bus of the system A and the bus of the system B is performed. In this time adjustment calculation, for example, a bus that arrives first at a transferable bus stop and departs before the transfer source bus arrives waits at the bus stop until the transfer source bus arrives. Therefore, it is possible to realize the transfer from the bus of the original system to the bus that has arrived first. In the example of FIG. 15, as in the example of 1212, by making the bus 1112 of the system B stand by, the transfer from the bus 1111 of the system A to the bus 1112 of the system B can be performed without waiting time.

  In general, a certain amount of time is given to the time required for the bus to travel between bus stops. This is called margin time. Here, the bus operation management device 103 uses the time corresponding to the spare time to realize a more suitable transfer while preventing the arrival time at a predetermined bus stop (for example, the end point) from being delayed, It is determined whether or not it is possible to wait at the bus stop where the bus is to be transferred. For example, if there is a margin of 1 minute between a certain bus stop and a bus stop ahead of it, it is possible to wait at a transfer bus stop for a maximum of 2 minutes. If such time adjustment is possible, an optimal combination of a transfer source and a transfer destination is determined including time adjustment (step 1206). For example, using the following equation (4), the combination of the bus that minimizes the sum of the amount of time that the bus waits at the bus stop and the waiting time of passengers at the transfer is the optimal combination. That's fine.

  FIG. 16 is a diagram showing an operation screen displayed for the bus crew in the scene described with reference to FIG.

  A column 1301 indicates the order of the system and the bus stop. A column 1202 represents a bus system to which the transfer is made. In FIG. 15, the transfer from the system A to the system B is shown as an example, but the transfer to a different system at another bus stop may be performed at the same time. FIG. 16 shows that system A can be switched to system B and system C.

  A column 1303 indicates the departure time of the schedule diagram (arrival time only at the end point). In this example, only the departure time is displayed, but the arrival time of each bus stop may be displayed together. Reference numeral 1304 denotes the departure time (arrival time only at the end point) in the adjustment diagram. Since the diamond is adjusted at a point 1311, the part after the point 1311 is displayed. A column 1305 indicates a total margin time. Since the total margin time is the total value of the margin time to the end point, the total margin time becomes shorter as the bus stop is closer to the end point. If the time spent by adjusting the time is large, the time spent is reduced. By looking at this display, the crew can operate the bus on a timetable that has been adjusted in order to perform a suitable transfer. In addition, the crew can see how much time is spent and how much is left by looking at this display, and can adjust the operation speed to the next bus stop. .

  FIG. 17 is a diagram for explaining a scene in which a bus stop to be changed is determined when changing from a certain bus to a bus on a route parallel to the route. This scene can occur between a route bus and a route bus, and can also occur between a route bus and a BRT. The bus 1401 traveling on the system A stops in order of the bus stops 1411, 1412, 1413, and 1414. On the other hand, the buses 1402 and 1403 traveling on the system B in parallel with the system A stop in order with the bus stops 1421, 1422, 1423, and 1424. Between the system A and the system B, the bus can be changed by a combination of bus stops (1411, 1421), (1412, 1422), (1413, 1423), and (1414, 1424). At this time, the bus stop that is most suitable for the transfer is determined based on the location information of each bus, the schedule, and the operation status of the road.

  FIG. 18 is a flowchart showing a time adjustment method in the scene described with reference to FIG. This process is mainly performed by the meeting calculation unit 120 of the bus operation management apparatus 103 shown in FIG. The latter half is basically the same processing as the processing in FIG. Therefore, only the changes from FIG. 15 will be described.

  First, the bus operation management device 103 grasps the position of each bus of each system with parallel routes (step 1501). Next, the bus operation management apparatus 103 calculates an estimated arrival time for each bus and each bus stop (hereinafter referred to as each transfer bus stop) where the route can be changed in parallel (step 1502). An example of calculation at this time is shown in 1511. Here, what is different from FIG. 15 is that the transfer is carried out by a combination of bus stops on parallel routes.

  Hereinafter, the bus operation management apparatus 103 performs the same processing as in FIG. The bus operation management device 103 calculates the waiting time at the bus stop when changing buses in the currently used timetable (step 1203), and determines whether the waiting time exceeds a predetermined value (step 1204). If there is a combination of buses whose waiting time exceeds a predetermined value, the bus operation management device 103 calculates a plan for a schedule for adjusting the time of each bus (step 1205). Multiple plans may be obtained. Subsequently, the bus operation management device 103 employs a diagram plan that is an optimal combination of buses among these diagram plans (step 1206).

  Note that the present embodiment presents a basic example of processing, and processing that is further improved may be performed. If the optimization of transfer is calculated for all buses for each combination of bus stops that can actually be transferred, the amount of calculation may become too large. Therefore, a certain threshold value may be provided for the interval between buses, and buses that have been separated for a certain time or longer may be excluded from calculation. For example, in the example of 1502, buses whose arrival times are shifted by one hour or more may be excluded from calculation for the buses of the system A and the system B.

  As described above, according to the present embodiment, the bus operation management device 103 can be issued as a newly set bus in the allocation unit 121 based on the bus vehicle use plan and the crew plan information. It is determined whether a secure bus vehicle and its crew can be secured. Therefore, when a new bus is issued, a stool increase schedule can be set so that the bus vehicle and the crew can be surely secured.

  In addition, according to the present embodiment, information indicating which bus arrives first at the transfer point is presented to the crew along with the transfer point. Therefore, a crew member can know in advance which will arrive first, and can support a smooth transfer.

  Example 2 exemplifies a bus operation management system capable of requesting a bus operation increase from another company to a bus operating company (bus company).

  FIG. 19 is a diagram for explaining a scene where the increase in the number of buses described in FIG. 5 is made at the request of another company. The bus company 1601 has a bus route 1602 and runs a bus 1603 there. A passenger 1604 is on the bus 1603 and is heading toward the end point 1605. However, bus operations are significantly delayed, and arrival at the end point 1605 is expected to be significantly delayed.

  On the other hand, the other company 1621 has a railway business and performs reservation management and operation management of the express train 1622. There is an express train 1622 on which passengers who get off at the end point 1605 of the bus can get on. The express train 1622 already has seat reservations, and includes passengers 1604 on the bus 1603. It is assumed that another company 1621 perceives that the operation of the bus company 1601 is delayed and that it is expected that passengers 1604 of the delayed bus 1603 cannot get on the express train 1622.

  Under normal circumstances, the passenger 1604 rebooks the limited express train and gets on the following limited express train. In this case, the limited express train 1622 leaves without seat. In addition, as a result of re-booking to the following limited express train, another passenger cannot get on the limited express train, which may cause a loss of opportunity.

  Therefore, in this embodiment, the other company 1621 requests the bus company 1601 to increase the number of express buses on the condition that a part of the cost is borne (1631). Upon receiving the request, the bus company 1601 calculates whether or not a temporary express bus can be issued. If the express bus can be issued, the bus company 1601 calculates the apportionment of expenses between the bus company 1601 and the other company 1621 and notifies the other company 1621 of the approval (1632). After the approval is obtained, the bus company 1601 issues a newly set transfer bus 1608 to the meeting bus stop 1607. At the meeting bus stop 1607, the bus 1603 and the transfer bus 1608 merge, and a passenger 1609 using the express train 1622 is put on the transfer bus 1608 and transported to the end point 1605. At this time, the travel time to the end point 1605 is shortened without stopping at the bus stop 1606 or by taking a route different from the bus 1608.

  FIG. 20 is a block diagram for explaining the configuration of the bus operation management system and another company's system according to the second embodiment. A bus operation management device 1701 of the bus company 1601 and a management device 1702 of another company 1621 are connected by a communication network 1703. The bus operation management device 1701 has functions of a planning system 1711 for managing a schedule of a schedule and a management system 1712 for managing the operation. The functions of the planning system and the management system are the same as those of the first embodiment shown in FIG.

  The bus operation management device 1701 includes a flight increase request receiving unit 1713 that receives a flight increase request from another company 1621, an opportunity loss grasping unit 1714 that senses an opportunity loss calculated by the other company 1621, and a bus company 1601 at the time of the flight increase. A cost / benefit calculation unit 1715 for calculating an increase in costs and an increase in benefits, a distribution calculation unit 1716 for performing a proportional calculation of expenses for increasing the flights between the bus company 1601 and another company 1621, and presenting an apportioned burden of the costs and details of the increase in flights, The stool increase confirmation unit 1717 for obtaining the agreement of the management device 1702 of the other company 1621, the stool increase schedule, and the execution of the stool increase are recorded, and it is possible to charge the other company 1621 collectively at a predetermined timing. Between the recording unit 1718, the billing unit 1719 for charging the cost of additional flights to the other company 1621, and the other company 1621 The settlement section 1720 to perform pre-processing, and a communication unit 1721 for communicating with other companies 1621.

  The management device 1702 of the other company 1621 includes an operation grasping unit 1731 for grasping the bus operation status by the bus company 1601 and an opportunity loss calculating unit 1732 for calculating the opportunity loss incurred by the other company 1621 due to the delay of the bus operation. And a bus increase request unit 1733 that requests the bus operation management device 1701 of the bus company 1601 to increase the number of buses, and the contents and cost burden of the bus increase sent from the bus operation management device 1701 of the bus company 1601 are confirmed. , A flight increase approval unit 1734 that makes an acknowledgment response, a settlement unit 1735 that makes payment with the bus company 1601 for the flight increase cost, and a communication unit 1736 that communicates with the bus company 1601.

  FIG. 21 is a flowchart for realizing the processing of the scene shown in FIG. The flowchart of this figure is roughly divided into two columns on the left and right. The left side shows the processing of the management device 1702 of the other company 1621, and the right side shows the processing of the bus operation management device 1701 of the bus company 1601.

  A flowchart 1801 shows processing in which another company 1621 requests the bus company 1601 to increase the number of buses. First, the operation status of the bus company 1601 is grasped (step 1811). This may be based on contact from the bus company 1601 to another company 1621 or may be obtained from an operation status providing site operated by a third party organization.

  At that time, the management device 1702 of the other company 1621 acquires the scheduled arrival time of each bus and the estimated arrival time including a case where a delay is expected when grasping. Next, the management device 1702 grasps the opportunity loss amount caused by the delay in bus operation (step 1812). Specifically, the plan refers to a list of buses that are unlikely to arrive by the departure time of the express train 1622 due to a delay that should be in time for the departure time of the express train 1622 and seat reservation status of the express trains of other companies 1621 Thus, the number of passengers not in time for the departure time of the express train 1622 is estimated. The amount obtained by multiplying the number of passengers and the fare is the opportunity loss amount.

  As for the association between seat reservation information and bus passenger information, there are the association of the boarding IC card ID and the reservation ID by the portal site for searching and reservation, and the identification of the attributes of the IC card and the reservation person. Proposed. Here, as an example, these functions are used.

  Next, the management device 1702 of the other company 1621 transmits a notification to the bus company 1621 to request an increase in the number of buses (step 1813). Examples of the contents of this notification include the flight increase target route, the target bus stop section, the number of flights, the target time zone, the time limit until arrival at the end point, and the opportunity loss amount. Upon receiving the request, the bus company 1601 considers increasing the number of buses.

  A flowchart 1802 shows a process for planning and executing a bus increase by the bus operation management device 1701 of the bus company 1601.

  First, the bus operation management device 1701 drafts a flight increase schedule (step 1821). At this time, a newly set bus departs from the sales office and arrives at the meeting bus stop, and a schedule for the express bus to the end point, a vehicle to be assigned to the bus that executes the schedule, and a crew plan are also made. Next, the bus operation management device 1701 grasps the opportunity loss amount of the other company 1621 when the number of flights has not been increased (step 1822). In this flowchart, it is assumed that information on the opportunity loss amount is notified from the other company 1621, but as another method, the opportunity loss amount of the other company 1621 may be calculated on the bus company 1601 side.

  Next, the bus operation management apparatus 1701 calculates the total cost (expense) required for increasing the number of flights (step 1823). The cost includes variable costs and fixed costs when flights are increased.

  Variable costs include, for example, bus fuel costs and crew premiums. Fixed costs include, for example, the purchase amount of surplus buses for increasing flights, and maintenance costs such as regular maintenance. In many cases, the fixed cost is assumed to be an annual cost. In this case, in order to match the level with the variable cost, the annual cost may be divided by the number of days in the year.

  Next, the bus operation management device 1701 calculates the total benefit (profit) when the number of buses is increased (step 1824). Total benefit includes changes in fare revenue. If the bus to be increased has the same fare as the delayed bus, the benefit from the increased flight is zero. Also, if the fare of an increasing number of buses is made lower than the fare of a delayed bus, the benefit will be negative.

  When the total cost and the total benefit are calculated, the bus operation management device 1701 calculates a prorated amount for each company (step 1825). The apportioning ratio used here may be changed as appropriate. For example, depending on the circumstances of each company, it may be possible to distribute all of them to another company 1621 or all of them to the bus company 1601. Then, the bus operation management device 1701 confirms that the number of buses is increased (step 1826). At that time, the bus operation management device 1701 presents a flight schedule diagram and a prorated amount to another company 1621.

  The other company 1621 refers to the proposed flight increase schedule and the apportioned amount and determines whether or not to approve the execution of the flight increase, and if so, responds with an approval (step 1827).

  Here, the other company 1621 can cancel the execution of the flight increase. In that case, the flight schedule plan is not executed.

  After the response from the other company 1621 is returned, the bus operation management device 1701 executes an increase in the number of buses (step 1828). Here, the bus operation management device 1701 sends a flight increase command to the bus mounting device, but the processing is the same as the processing shown in the flowchart of FIG.

  When the number of flights is increased, the bus operation management device 1701 records the total cost of the increased flights, the total benefits, and the apportionment contents (step 1829). The recorded information is used in the settlement process described below.

  A flowchart 1803 shows a settlement process.

  First, the bus operation management apparatus 1701 reads out the total cost and total benefit in a specified period and the apportioned content for another company 1621 (step 1831).

  Next, the bus operation management device 1701 subtracts the total benefit from the total cost, and sets the charge of the other company 1621 apportioning the obtained amount as the charge amount for the other company 1621 (step 1832). Finally, the bus operation management device 1701 executes settlement with the other company 1621 and ends the processing (step 1833). At the same time, in the other company 1621, the management device 172 executes a settlement with the bus operation management device 1701 of the bus company 1601, and ends the processing (step 1834).

  As described above, the bus company 1601 can increase the number of buses allocated to the cost at the request of the other company 1621.

  As described above, in the bus operation management device 1701, the flight increase request receiving unit 1713 receives a flight increase request for requesting a bus increase from the management device 1702 of another company 1621. Then, the flight increase confirmation unit 1717 confirms that the flight increase is performed with the management apparatus 1702 that requested the flight increase request, and instructs the meeting calculation unit 120 belonging to the planning system 1711 to set a new bus. Therefore, it is possible to increase the number of buses according to requests from other companies 1621 that are affected by bus operations. Can be made.

  In addition, according to the present embodiment, the bus operation management device 1701 calculates the cost and profit generated in relation to the setting of a new bus for a flight increase request by the cost / benefit calculation unit 1715, and the apportionment calculation unit 1716. Thus, according to a predetermined rule, the cost and profit are apportioned between the bus company 1601 and the other company 1621 that is the request source of the increase in flights, and the increase in flight confirmation unit 1717 uses the result of the apportionment calculation, Confirm whether or not to increase flights with the requester. Therefore, when adjusting the bus operation at the request of the other company 1621, it is possible to apportion the expenses and the like with the other company, so that the profit balance of each company can be kept good.

  The above-described embodiments and examples of the present invention are examples for explaining the present invention, and are not intended to limit the scope of the present invention to these embodiments or examples. Those skilled in the art can implement the present invention in various other modes without departing from the gist of the present invention.

DESCRIPTION OF SYMBOLS 1002 ... Transfer information, 101 ... Bus mounting apparatus, 1011 ... Display, 1012 ... Bus stop, 1017 ... Bus stop, 102 ... Bus mounting apparatus, 103 ... Bus operation management apparatus, 11 ... Bus, 110 ... Position detection part, 1101 ... System, 1102 ... System, 111 ... Estimated arrival time calculation unit, 1111 ... Bus, 1112 ... Bus, 1113 ... Bus, 1115 ... Passenger, 112 ... Display part, 1122 ... Bus stop, 113 ... Setting part, 1133 ... Bus stop, 114 ... Guide part 115 ... Communication unit 116 ... Communication unit 12 ... Bus 12 ... Transfer bus 120 ... Meeting calculation unit 121 ... Allocation unit 122 ... Determining unit 123 ... Meeting presentation unit 124 ... Meeting determination unit 125 ... Display unit 126 ... Instruction unit 126 ... Communication unit 127 ... Communication unit 128 ... Communication network 13 ... Bus operation management device 13 ... Business office 14 DESCRIPTION OF SYMBOLS 1 ... Bus, 1402 ... Bus, 1411 ... Bus stop, 1421 ... Bus stop, 1601 ... Bus company, 1602 ... Bus route, 1603 ... Bus, 1604 ... Passenger, 1605 ... End point, 1606 ... Bus stop, 1607 ... Meeting bus stop, 1608 ... Bus 1608 ... Transit bus, 1609 ... Passenger, 1621 ... Bus company, 1621 ... Other companies, 1622 ... Express train, 1701 ... Bus operation management device, 1702 ... Management device, 1703 ... Communication network, 1711 ... Planning system, 1712 ... Management system , 1713 ... Flight increase request receiving unit, 1714 ... Loss of opportunity grasping unit, 1715 ... Benefit calculating unit, 1716 ... Prorated apportioning unit, 1717 ... Flight increasing confirmation unit, 1718 ... Recording unit, 1719 ... Billing unit, 172 ... Management device, 1720 ... Settlement unit, 1721 ... Communication unit, 1731 ... Operation grasping unit, 1732 ... Loss of opportunity Calculation unit, 1733 ... Flight increase request unit, 1734 ... Flight increase approval unit, 1735 ... Settlement unit, 1736 ... Communication unit, 201 ... Bus route, 202 ... Each bus stop, 203 ... Bus stop, 204 ... Bus stop, 205 ... Bus stop, 207 ... End point , 210 ... passenger, 211 ... passenger, 311 ... bus, 321 ... diamond, 322 ... diamond, 512 ... transfer bus, 522 ... diamond, 526 ... arrow, 901-913 ... display, 921 ... pop screen, 922 ... button, 923 …button

Claims (7)

A bus operation management system for managing the operation of a plurality of buses,
A position detector for detecting the position of each bus;
Based on the information on the position of each bus, an estimated arrival time calculation unit that calculates an estimated arrival time, which is a time at which each bus is scheduled to arrive at a predetermined stop location;
In a transfer from a certain bus to a bus of a different bus route, a meeting calculation unit that determines a transfer point that is a point where the transfer is performed based on the bus route of the transfer source and the bus route of the transfer destination ,
Have
The meeting calculation unit calculates a waiting time of a passenger for carrying out a transfer at the transfer point, and a combination of a transfer source bus and a transfer destination bus in which the waiting time of the passenger exceeds a predetermined time. If there is, the bus that runs in front of the transfer destination bus on the same route as the transfer destination bus is made to wait at the transfer point until the transfer source bus arrives at the transfer point, and is not allowed to wait With this as a selection candidate, the selection candidate that minimizes the total time of the waiting time of the passenger and the waiting time of the bus is determined.
Bus operation management system. A meeting presentation section for notifying the schedule when a change occurs to the bus where the schedule changes,
When a response is received from the bus that has notified the diagram of the change when the change is made, a meeting determination unit that determines the execution of the transfer with the change of the diagram,
The bus operation management system according to claim 1, further comprising: The bus operation management system includes a bus mounting device mounted on each bus and a bus operation management device disposed at a management base capable of communicating with the bus mounting device.
The bus mounting device has the position detection unit and the estimated arrival time calculation unit,
The bus operation management system according to claim 2, wherein the operation management device includes the meeting calculation unit, the meeting presentation unit, and the meeting determination unit.   2. The bus operation management system according to claim 1, wherein the meeting calculation unit calculates a waiting time of a bus for performing a transfer at the transfer point based on one or both of an estimated arrival time and a position.   The bus operation management system according to claim 1, further comprising an anti-crew presenting unit that presents information indicating which bus arrives first at the transfer point to the crew along with the transfer point. In the bus operation management device that manages the operation of multiple buses,
When transferring from a bus to a bus on a different bus route, the transfer point that is the transfer point is determined based on the transfer source bus route and the transfer destination bus route, and transfer at the transfer point. When there is a combination of a transfer-source bus and a transfer-destination bus in which the passenger's wait time exceeds a predetermined time, the same route as the transfer-destination bus The waiting time of the passenger and the bus are selected as candidates for waiting for the bus traveling in front of the transfer destination bus until the transfer source bus arrives at the transfer point and not to wait. Determine a selection candidate that minimizes the total waiting time for
Bus operation management device characterized by that. A bus operation management method for managing the operation of a plurality of buses,
The position detection means detects the position of each bus,
The estimated arrival time calculating means calculates an estimated arrival time, which is a time when each of the buses is scheduled to arrive at a predetermined stop, based on the information on the position of each of the buses.
When the meeting calculation means transfers from a certain bus to a bus of a different bus route, the transfer point that is the point where the transfer is performed is determined based on the bus route of the transfer source and the bus route of the transfer destination,
The meeting calculation means calculates a waiting time of passengers for carrying out a transfer at the transfer point, and a combination of a transfer source bus and a transfer destination bus in which the passenger waiting time exceeds a predetermined time is If there is, the bus that runs in front of the transfer destination bus on the same route as the transfer destination bus is made to wait at the transfer point until the transfer source bus arrives at the transfer point, and is not allowed to wait With this as a selection candidate, the selection candidate that minimizes the total time of the waiting time of the passenger and the waiting time of the bus is determined.
Bus operation management method.

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