JP6768954B2 - Passenger information device - Google Patents

Description

The present invention relates to a passenger guidance device that broadcasts guidance and displays guidance at a station.

When operating a train, an operation schedule (hereinafter referred to as "diamond") is created in advance, and the train operates according to the schedule. In addition, train passengers can know the departure and arrival times of each train by referring to the timetable (timetable). However, if an obstacle occurs on the route, the train operation will be delayed and the train will not be able to operate according to the schedule.

Conventionally, a technique for predicting the departure and arrival times of future trains or creating a modified prediction timetable when a train delay occurs has been considered. For example, Patent Document 1 describes the time when the target train departs from the station in front of the target station and the target train in order to predict the arrival time at the station (target station) where the target train (target train) is located. A method of predicting the arrival time of a train subject to time prediction based on the difference (departure time difference) from the time when the preceding train departs from the target station is disclosed. Specifically, a timetable that records the correspondence between the time required for the train to travel from the previous station to the target station and the departure time difference is prepared in advance, and the target time is targeted based on the timetable. A method of predicting the arrival time at a station is disclosed.

International Publication No. 2015/162670

As described above, the conventional prediction method calculates (estimates) the required traveling time of a train based on information prepared in advance. Therefore, the arrival time obtained by the conventional method does not always accurately reflect the state of the train or line currently running.

The passenger guidance device according to an embodiment of the present invention has a guidance control unit for outputting guidance broadcasting and guidance display at a station, and a logical operation unit for calculating an estimated arrival time of a train to be guided. The logical operation unit, on the basis of the running track record of a plurality of preceding train traveling on the interval from the guide station to the destination station, the expected travel time when the guide target train running between the guide station to the destination station Calculate and use the calculated required time to calculate the estimated arrival time at the destination station of the train to be guided. Here, the traveling record includes the actual arrival / departure time, which is the time when the preceding train actually arrived at each station and the time when the preceding train departed from each station. In addition, among the preceding trains, the preceding train R _n , which travels at the nth position (n is an integer of 2 or more) close to the guidance target train, has arrived or passed the destination station, and is the guidance target train (n). -1) If the preceding train R _n-1 , which runs at the closest position, has not yet arrived at the destination station, the logical operation unit determines the preceding trains R ₁ , R ₂ , ... .. .. It is configured to calculate the expected running time using the running record of R _n . Then, the expected running time, the preceding train track record running time TR ₁ at the time of traveling to arrived station of R ₁ is preceding from assistance Train station train R _1, preceding train _{R k (2 ≦ k ≦ n} ) is, preceding train Actual running time when traveling from the arrival station of R _{k-1 to} the arrival station of the preceding train R _k Total total running time TR _k TR ₁ + TR ₂ +. .. .. + TR _n .

The present invention allows for a more accurate expected arrival time.

An example of the configuration of the passenger guidance system is shown. This is an example of a diagram. This is an example of a diagram when the preceding train is on the train to be guided. This is an example of a diagram showing a state in which a train is delayed due to a course obstruction. This is an example of a diagram showing a state in which the departure of the preceding train is suppressed and a delay occurs in the following train to be guided. It is a figure explaining the concept of the calculation method of the estimated traveling time of a train to be guided. This is an example of a correction time correspondence table for each factor. It is a flowchart of the calculation process of the destination station estimated arrival time.

Hereinafter, the passenger guidance system according to the embodiment of the present invention will be described with reference to the drawings.

FIG. 1 shows a configuration example of a passenger guidance system according to an embodiment of the present invention. Reference numeral 101 denotes an operation information management device that manages train operation information (operation timetable). Reference numeral 102 denotes a travel record collecting device that collects the travel record of the train at the station, that is, the time when the train actually arrived at the station (actual arrival time) and the departure time (actual departure time). Reference numeral 200 denotes a passenger guidance control device (also referred to as a passenger guidance device) that outputs guidance broadcasts and guidance displays at stations based on operation information and travel records. The passenger guidance system is configured by connecting an operation information management device 101, a travel record collection device 102, and a passenger guidance control device 200 so as to be able to communicate with each other via a communication line 103.

The operation information management device 101 has a function of transmitting at least the departure and arrival times of each train defined by the operation schedule to the passenger guidance control device 200. Specifically, the operation information management device 101 sets the arrival time of each station where each train stops / passes (this is called "planned arrival time") and the departure time of each station ("planned departure time"), which are defined by the operation schedule. ") Is sent. On the other hand, the travel record collecting device 102 has at least a function of transmitting the travel record of the train to the passenger guidance control device 200. Specifically, the travel record collection device 102 uses the time when each train arrives at each station from the first station to the last station (this is called the "actual arrival time") and the time when each train departs (this is the "actual departure time"). ") Is sent. However, information other than those listed here may be transmitted to the passenger guidance control device 200.

The components of the passenger guidance control device 200 will be described. The 210 is a train's planned arrival time and planned departure time (hereinafter referred to as “planned arrival / departure time”) from the operation information management device 101 and the travel record collection device 102 via the communication line 103, and the actual arrival time of the train. It is an operation record receiving unit that receives the actual departure time (hereinafter referred to as "actual arrival / departure time"). Reference numeral 211 is a planned arrival / departure time database for the operation record receiving unit 210 to register the planned arrival / departure time of the train. Reference numeral 212 denotes a record arrival / departure time database for the operation record receiving unit 210 to register the actual arrival / departure time of the train.

221 is a factor-specific correction time correspondence table in which the correction time corresponding to each delay factor is stored. The information recorded in the factor-based correction time correspondence table will be described later.

The 220 is stored in the planned arrival / departure time of the train registered in the planned arrival / departure time database 211, the actual arrival / departure time of the train registered in the actual arrival / departure time database 212, and the correction time correspondence table 221 for each factor. It is a logical operation unit that calculates the estimated running time and estimated arrival time of the train from the correction time for each factor. The logical operation unit 220 also has a function of processing train broadcast information and display information from various operation information possessed by the operation information management device 101.

The 230 is a guidance control unit for converting guidance information including an estimated arrival time obtained by the logical operation unit 220 into a data format (format such as voice data or image data) used by a broadcast output unit or a display output unit, which will be described later. Is. Reference numeral 231 is a broadcast output unit for outputting broadcast information (voice data, etc.) received from the guidance control unit 230 by voice. Reference numeral 232 is a display output unit for outputting display information (image data, etc.) received from the guidance control unit 230 as an image.

An opportunity for the operation record receiving unit 210 to register the planned arrival / departure time of the train in the planned arrival / departure time database 211, or an opportunity for the operation record receiving unit 210 to register the actual arrival / departure time of the train in the actual arrival / departure time database 212. Can be optional. For example, it may be configured to periodically register information in the planned arrival / departure time database 211 or the actual arrival / departure time database 212. Alternatively, when the logical operation unit 220 calculates the expected arrival time of the train, the operation record receiving unit 210 receives the operation information (planned arrival / departure time of the train) and the travel record (actual result) from the operation information management device 101 and the travel record collection device 102. It may be configured to acquire the arrival / departure time).

In the following description, a station on which the passenger guidance control device 200 (broadcast output unit 231 and display output unit 232) carries out guidance broadcasting and guidance display is referred to as a "guidance station". Further, in the following description, the train to which the passenger guidance control device 200 carries out guidance broadcasting and guidance display is referred to as a "guidance target train".

As an example, the passenger guidance control device 200 is installed at a guide station and before the train to be guided arrives at the guide station (preferably, the train to be guided departs (or passes) from the station immediately before the guide station). Then, when the train reaches a position within a predetermined distance from the guide station), the estimated arrival time of the destination (end point) station of the train to be guided (hereinafter referred to as "destination station") is calculated, and the estimated arrival time is calculated. Broadcast / display guidance information including time. However, as another embodiment, only the broadcast output unit 231 and / or the display output unit 232 of the passenger guidance control device 200 is installed at the guide station, and other elements of the passenger guidance control device 200 (logical operation unit 220, etc.). May be installed in a place different from the information station (for example, an operation management center that centrally manages the operation of railway lines, etc.).

Next, the outline (principle) of the estimated arrival time calculation process of the train by the passenger guidance control device 200 according to this embodiment is shown in the so-called diagram (required travel time from the train starting station to the destination station) in FIGS. And a graph of the mileage) will be explained.

First, with reference to FIG. 2, the description contents of the diagram used in this embodiment and the terms used in the following description will be described. There may be a plurality of trains (trains subject to guidance) for which the passenger guidance control device 200 calculates (predicts) the arrival time, but in this embodiment, in order to avoid complicated explanations, unless otherwise specified. , The case where the train to be guided is only one train will be described.

Further, in the following description, an example will be described in which the starting station of the train to be guided is U station and M station is the destination station of the train to be guided. Further, in the following description, an example in which the information station is A station will be described.

In the diagram of the figure, the horizontal axis shows the time (running time), the vertical axis shows the running point of the train (including stops and passing stations), and the solid line drawn diagonally in Fig. 2 is the train to be guided. (In this embodiment, this is referred to as a "planned timetable" to distinguish it from the actual timetable described later). The symbol placed on the current time indicates the location of the train to be guided. The location of the train to be guided at the current time is between W station and X station.

FIG. 3 shows a diagram of a plurality of trains in one figure. In FIG. 3, # 1 is a train to be guided, and # 2 and # 3 are trains traveling ahead in the traveling direction of the train to be guided (this is referred to as a “preceding train”). In addition, # 1, # 2, and # 3 run according to the planned schedule, # 1 is between W and X stations, # 2 is between A and B stations, and # 3 is the home truck at D station. Indicates that you are on the line.

FIG. 4 shows a state in which the departure of a train is restrained due to a course obstruction (hereinafter referred to as a departure restraint) and a train delay occurs. The solid line part in the figure is the planned timetable, and the dotted line is the running record of the train (hereinafter referred to as the "actual timetable"). In FIG. 4, a course obstruction occurred in the premises of X station, the departure of the train was suppressed while the train was on the platform truck of W station in front, and the train was stopped at W station from time a to time b. As a result, a case where a train delay occurred is shown. Further, FIG. 4 shows a state in which the departure restraint of the train is released at time b, and after the train departs from W station, the train travels from J station to the middle of K station by the delay recovery control. In the running by the delay recovery control, as shown in FIG. 4, the train runs at a speed higher than the speed specified in the planned timetable, if possible, and recovers the difference (delay) from the planned timetable. To do.

FIG. 4 shows an example in which only one train is present, but there may be a plurality of trains running between the information station and the destination station, and an example in that case is shown in FIG. .. FIG. 5 is a diagram showing a state in which the departure of the preceding train is suppressed and the following train to be guided is also delayed accordingly. A course obstruction occurred in the premises of X station, and the departure of # 3 was suppressed while the preceding train # 3 was on the home track of W station. Along with this, the preceding train # 2 was also deterred while on the home track of V station, and the train # 1 to be guided was also deterred while on the home track of the starting station U station. As a result, each train was deterred. Indicates a state in which a delay has occurred. In this way, when a trouble occurs on the track, the train that is in the immediate vicinity of the trouble is the first train as shown in this figure, and the operation of the following trains is affected, causing a delay.

FIG. 6 is a diagram illustrating a method of calculating an estimated traveling time and an estimated arrival time of a train to be guided by the passenger guidance control device 200 according to the present embodiment. In FIG. 6, the train to be guided (# 7) is in front of the guide station (between Z station and A station) at the current time, and a plurality of (6 trains) of preceding trains (trains to be guided) are ahead of A station. It shows that the preceding train) is on the line. Here, the names of the preceding trains are referred to as # 6, # 5, # 4, # 3, # 2, and # 1 in the order of proximity to the train to be guided. As can be seen from FIG. 6, # 1 has already passed the destination station, M station, and has arrived at N station, which is the next station after M station.

In the diagram of Figure 6 is also a time t _1, shows that ♯1 is path trouble occurs in the front line path W station in W station home track Zaisen, departure ♯1 is inhibited. Also at time t _2, # 4 is path trouble occurs in the front line path E station in the home track Zaisen of E station, and more time t _3, # 2 and ♯3 is I stops from H Station While the line was in the middle of the station, there was a problem with the track in front of it, and as a result, it was shown that the train from # 1 to # 7, which is the train to be guided, was operated with an overall delay. There is.

Here, a calculation method for the logical operation unit 220 of the passenger guidance control device 200 to calculate the expected travel time from the guidance station A station of the guidance target train # 7 to the destination station M station will be described below.

The estimated arrival time of the destination station (M station) of the train to be guided (# 7) is calculated based on the following (Equation 1). In the following, the estimated arrival time of the destination station of the train to be guided is described as "Ty", and the estimated travel time when the train to be guided travels in the section from the guide station (A station) to the destination station (M station) is "Ty". referred to as T _R ".

Ty = guidance target train of assistance Train station expected departure time + _T R ··· (Formula 1)

There may be several methods for calculating the estimated departure time of the guide station A station of the train to be guided in Equation 1, but in this embodiment, the logical operation unit 220 is based on the following (Equation 2). , Information station A station of the train to be guided The estimated departure time shall be obtained.

Estimated departure time at the information station of the train to be guided =
Guidance target train guidance station planned departure time + current delay time of guidance target train ・ ・ ・ (Equation 2)
In addition, in order to obtain the current delay time of the train to be guided, the logical operation unit 220 sets the time when the train to be guided actually departs from the station immediately before the guide station (Z station in this example) (actual departure time). The difference between the planned departure times is used. Specifically, it is calculated based on the following (Equation 3) (Note that, including (Equation 3), the explanation of the following equation is described on the assumption that the station immediately before the information station is Z station. ing).
Current delay time of the train to be guided =
Actual departure time at Z station of the train to be guided-Planned departure time at Z station of the train to be guided ... (Equation 3)

Therefore, (Equation 1) can be rewritten as follows.

Ty =
Guidance target train guidance station planned departure time + (guidance target train Z station actual departure time-guidance target train Z station planned departure time)
+ _T R ··· (Formula 1 ')

Subsequently explaining a method of calculating the T _R. As described above, the passenger guidance control device 200 according to the present embodiment calculates the expected running time of the train to be guided by using the running record of the train. In the example of FIG. 6, the train that has already traveled from the information station (A station) to the destination station (M station) is # 1. Therefore, T _R = preceding train ♯1 destination station (M station) Actual wear time as a way - to calculate the guide station (A station) Actual wear time, may determine the T _R (hereinafter, this calculation The method is called the "first method").

However, ♯1 is being affected by the course difficulty occurred at time t _1, the influence of problem that occurred later (time t _2, t ₃₎ is not received. Therefore, if the estimated travel time of the train to be guided (# 7) is obtained only from the travel record of # 1, it may not always be possible to calculate an accurate estimated travel time. On the contrary, when calculating the estimated running time of the train to be guided (# 7), it is more accurate to use the running record of the preceding train running at a position as close as possible to the train to be guided among a plurality of preceding trains. It is considered that the running time can be calculated.

Therefore, the passenger guidance control device 200 according to the present embodiment calculates the expected traveling time of the train # 7 to be guided by the method described below (this method is referred to as a "second method"). The outline of the second method is as follows.
In M stops from traveling section A station (A) the guide target train, among the guidance target train (s) preceding train, preceding train traveling the nearest guide target train (to as R ₁ notation The running record (actual running time) and the running section of (corresponding to # 6 in FIG. 6) are acquired.
(B) When the traveling section of R ₁ is before the destination station (that is, when R ₁ has not reached the destination station yet), the train preceding train immediately before traveling in front of R ₁ (this is R _2). (In FIG. 6, it corresponds to # 5), the running record and the running section are acquired.
(C) By repeating the procedure of (a) until the actual travel time to the destination station is acquired, all the actual travel time from the guide station to the destination station is acquired.

A specific example will be described with reference to FIG.

(1) Looking at the running record of the nearest preceding train # 6 of the train to be guided at the current time, the preceding train # 6 has already departed from station C (that is, the preceding train # 6 is from station A to C). Has a track record of running on the section of the station). Therefore, the section from A station to C station is set as one section, and the running record (required time) from A station to C station of # 6 is adopted as the estimated running time of the A station to C station section of the train # 7 to be guided. To do.
(2) Since the preceding train # 5 following # 6 has already departed from E station, the section C to E is set as one section, and the time from station C to station E of # 5 is the target train. Let it be the estimated travel time of the section between C station and E station of # 7.
(3) Since the next preceding train # 4 is on the home track of H station, the section from E station to H station is set as one section, and the time from E station to arrival at H station of # 4 is the target train # 7. Estimated running time between E station and H station.
(4) Since the next preceding train # 3 has already departed from I station, the section from H station to I station is set as one section, and the time from arrival at H station to departure from I station of # 3 is the target train # 7. The estimated travel time between H station and I station.
(5) Since the next preceding train # 2 is on the home track of K station, the section from I station to K station is set as one section, and the time from I station to arrival at K station of # 2 is the target train # 7. The estimated travel time between I station and K station.
(6) Since the next preceding train # 1 has already departed from the destination station M station, the section from K station to M station is set as one section, and the time from arrival at K station to arrival at M station of # 1 is the target train. The estimated travel time for the section between K station and M station of # 7.
By the travel experience obtained in the above procedure, the expected travel time from the guidance station A station of the guidance target train ♯7 until the destination station M Station (T _R) is calculated.

Further, when the logical operation unit 220 of the passenger guidance control device 200 according to the present embodiment calculates the expected travel time, the correction is performed in consideration of the cause of the delay. Next, I will explain it.

FIG. 7 shows an example of the correction time correspondence table 221 for each factor. The correction time correspondence table 221 by factor is a table in which the correction time to be added or subtracted according to the factor of the delay is recorded with respect to the expected running time of the train. Generally, when a transportation failure occurs, a modification to the so-called operation control schedule is performed. This table corrects the expected running time of trains by matching the correction time according to the factors of transportation obstacles.

For example, time is added for deterrence and speed limit that are expected to increase the delay, and time is subtracted for deterrence release and speed limit release that are expected to recover the delay. In particular, the actual running time of the preceding train includes the delay time when the course obstacle has already been resolved, so the time is corrected. These may be changed by a man-machine interface by connecting an input terminal for inputting a correction time for each factor to the passenger guidance control device 200. The processing content of the correction of the estimated running time of the train using the factor-based correction time correspondence table 221 by the logical operation unit 220 will be described below with reference to FIG.

FIG. 8 shows a flowchart for the logical operation unit 220 to calculate the estimated arrival time at the destination station of the train to be guided based on the actual arrival / departure time of the preceding train of the train to be guided and the correction time for each factor. .. In the figure, the letter "S" in front of the reference number means "step". Further, in the following description, it is assumed that at the time when the logical operation unit 220 executes the process of FIG. 8, the actual arrival / departure time database 212 stores the current (latest) running record of each train. For example, the passenger guidance control device 200 may acquire the travel record from the travel record collection device 102 immediately before executing the process of FIG. Further, the passenger guidance control device 200 shall acquire the running results of all the trains traveling on the same route as the train to be guided. However, as another embodiment, the passenger guidance control device 200 may be configured to acquire only the running record of the train (preceding train) necessary for calculating the estimated arrival time of the destination station of the train to be guided.

In addition, among the preceding trains traveling ahead in the direction of travel of the guided train, the preceding train traveling at the position closest to the guided train is called "R ₁ ", and the position closest to the nth (n is an integer of 1 or more). The preceding train that runs on the train is called "R _n ". Further, as described above, when the logical operation unit 220 adopts the travel record of each preceding train R _n as the estimated travel time, the logical operation unit 220 calculates the travel record of a part of the section from the guide station (of the train to be guided) to the destination station. It is adopted as the estimated travel time, but this part of the section is referred to as " _Sn ". The traveling performance of preceding train _{R n} interval _{S n} of the (travel time) is denoted by TR _n.

Step 301: the logical operation unit 220, results from the percussion time database 212, preceding train _{R n} running time determines the interval _{S n} to obtain the TR _n, preceding train _{R n} travel time of the section _{S n} (TR _n ) is acquired. The initial value of n is 1.

The method for determining the interval _Sn (and TR _n ) will be described in detail. In the following description, among the stations of current (processing logic operation unit 220 in FIG. 8, in particular the time of performing step 301) preceding train R _n is arrived at (or already passed), the nearest to the station destination The station is called "R _n 's arrived station".

In step 301, the logical operation unit 220 determines the section between the arrival station of the preceding train R _{n-1 and} the arriving station of the preceding train R _n as the section _Sn, and the preceding train R _n travels in this section. Acquire the actual running time (that is, TR _n ) at the time of the operation. TR _n is
Preceding train R time _n is arrived at the end point (already arrived station of the preceding train R _n) of section S _n -
Preceding train R _n is determined by calculating the time of arrival to the starting point of the interval S _n (preceding train R _n-1 of the arrived Station) (However, the case of n ≧ 2).

Further, when n = 1, that is, the section S ₁ and the running record TR ₁ are obtained as follows. The logical operation unit 220 determines the section between the guide station and the arriving station of the preceding train R ₁ as the section S ₁ . And the running record TR ₁ is
Time at which the preceding train R ₁ has arrived at the section S ₁ of the end point (preceding train R ₁ of arrived station) -
It is obtained by calculating the time when the preceding train R ₁ departs from the starting point (guidance station) of the section S ₁ .

Step 302: The logical operation unit 220 determines whether or not the travel record of the entire section from the guide station to the destination station has been acquired as a result of executing step 301. Specifically, the logical operation unit 220 has arrived at the destination station for the target train R _n for which the running record was acquired in step 301 (currently R _n is on the platform of the destination station or has departed from the destination station). Determine if there is. When R _n has not arrived at the destination station (step 302: No), since the travel record of all sections has not been acquired yet, the logical operation unit 220 adds 1 to n, and then executes step 301 again. If R _n has already arrived at the destination station (step 302: Yes), then step 303 is executed.

Step 303: the logical operation section 220, by obtaining the sum of the actual driving results TR _n of each section S _n obtained, to calculate the predicted travel time T _R from the guidance station guide target train R to the destination station (estimated) .. For example, when k running records (that is, TR ₁ , TR ₂ , ..., TR _k ) are acquired as a result of executing steps 301 and 302, the logical operation unit 220 performs "TR ₁ + TR" in step 303. ₂ + ... + TR _k "is calculated.

Step 304 and 305: the logical operation section 220 corrects the predicted travel time _{T R} with the factors specific correction time correspondence table 221 (step 304). Specifically when the logical operation unit 220 specifies the fault that caused to generate a delay of preceding train (running performance of) used in calculating the estimated travel time T _R to (failure were multiple occurrences (Identify all obstacles), correction time for each factor By referring to Table 221, the correction time corresponding to each obstacle is obtained (hereinafter, the obtained correction time is referred to as "correction time for each factor", and P _m. Notated as). The logical operation unit 220 by adding the factors specific correction time to the expected travel time T _R P _m, corrects the predicted travel time T _R. It should be noted that steps 304 and 305 are performed when an obstacle that causes a train delay occurs while the preceding train is running, and the factors recorded in the factor-specific correction time correspondence table 221 are If no failure has occurred, steps 304 and 305 need not be executed. When the addition of all the correction times is completed (step 305: Yes), then step 306 is performed.

An example of the processing performed in steps 304 and 305 will be described with reference to FIGS. 6 and 7. In FIG. 6, when calculating the expected traveling time of the train to be guided (# 7), the traveling results of the preceding trains # 1 to # 6 are used. During running of the # 1 - # 6, 3 times of failure (path trouble) occurs (6, path trouble occurs at time _{t 1, t 2, t 3} ), and this course hindrance Both have been resolved and operation has resumed. In this case, the logical operation unit 220 identifies the cause of each of the three failures, and also identifies and specifies the correction time corresponding to the specified factor by referring to the factor-specific correction time correspondence table 221 of FIG. has been a correction time is added to T _R.

All of the obstacles that occurred in FIG. 6 are career obstacles, and a case in which any of these obstacles has been resolved will be described. With reference to FIG. 7, the correction time corresponding to the course obstruction is +30 minutes, and the correction time corresponding to the restart of operation after the course obstruction is -10 minutes. In this case the logic operation unit 220 adds 3 × 30 minutes + 3 × a (-10 min) = 60 min _{T R.}

Step 306: The logical operation unit 220 calculates the delay time T _D of the train R to be guided. As mentioned earlier, the delay time is based on the assumption that the station immediately before the information station is Z station.
Z station actual departure time of the train to be guided T _z- Z station planned departure time Tp ₁
Is required by.

Step 307: The logical operation unit 220 calculates the destination station estimated arrival time Ty of the train R to be guided by using the above-described (Equation 1'), and ends the estimated arrival time calculation process.

As described above, the passenger guidance system according to the embodiment of the present invention predicts the arrival time of the train to be guided by using the traveling record of the preceding train of the train to be guided. Therefore, a conventional method of predicting the arrival time Compared to, it enables more accurate prediction.

In the above, as a method of calculating the estimated travel time from the guide station of the train to be guided to the destination station, only the travel record of one preceding train (# 1 in FIG. 6) is used (first method). The method) and the method (second method) using the running results of all the preceding trains (# 1 to # 6 in FIG. 6) have been described, but either of these two methods must be used. Do not mean. Any method may be used as long as it uses the travel record of one or more preceding trains from the guide station to the destination station. For example, in FIG. 6, a method using only the travel records of # 1 and # 2 is adopted. You may. However, as mentioned above, it is expected that a more accurate estimated running time can be calculated by using more running results of the preceding train running at a position as close as possible to the train to be guided.

In the method of calculating estimated travel time as described above, preceding train and time R _n and reaches the terminal point (preceding train R _n arrived station) interval S _n, preceding train R _n is the interval S _n starting the difference (preceding train R _n-1 of the arrived train station) in arriving time, an example was described of obtaining a travel time TR _n of the interval S _n. That is, an example of finding the difference between the arrival times of the preceding train R _n has been described, but as another method, for example, when the departure time of the preceding train R _n can be used, the traveling time TR _n is obtained using the departure time. May be good. Specifically, the prior case of the train R _n is the interval S _n endpoint starting already (preceding train R _n arrived station) (or already passed), the arrival of the preceding train R _n is the actual percussion time database 212 since the actual departure time of the corner station has been registered, the preceding train and time at which the R _n departed the end point (preceding train R _n arrived station) of section S _n, preceding train R _n is the interval S _n starting point ( preceding train R _n-1 of obtaining a difference of arrived station) time was starting, and this may be used as the running time TR _n of the interval S _n.

However, at this time, if the preceding train in case of R _n-1 has not yet been starting in Zaisen to the home track of the preceding train R _n-1 of arrived Station, preceding train R _n is the interval S _n the end point ( and the preceding train R _n time that arrived the station) was the starting of the preceding train R _n is the difference between the time you arrive at the starting point (preceding train R _n-1 of the already arrived station) of section S _n, the running of the section S _n It may be calculated as the time TR _n . That is, whether to use the departure time or the arrival time for calculating the traveling time TR _n may be appropriately selected depending on whether or not the preceding train has departed (or passed) the arrival station.

Further, the configurations of the passenger guidance system and the passenger guidance control device described above are examples, and are not necessarily limited to the configurations described above. Further, the method of realizing each component of the passenger guidance control device 200 or the passenger guidance control device 200 is not limited to a specific one. For example, one general-purpose computer (so-called personal computer (PC), server computer, etc.) may be used for the passenger guidance control device 200.

In that case, the general-purpose computer is made by causing the processor of the general-purpose computer to execute a program for realizing the functions such as the operation record receiving unit 210, the logical operation unit 220, and the guidance control unit 230 described above. It is preferable to operate as the passenger guidance control device 200. Further, the function of the passenger guidance control device 200 may be realized by using a plurality of general-purpose computers.

Alternatively, as another embodiment, a configuration may be adopted in which the operation record receiving unit 210, the logical operation unit 220, the guidance control unit 230, and the like described above are implemented as physically independent hardware.

101: Operation information management device, 102: Travel record collection device, 103: Communication line, 200: Passenger guidance control device, 210: Operation record receiver, 211: Planned arrival / departure time database, 212: Actual arrival / departure time database, 220 : Logical operation unit, 221: Correction time correspondence table by factor, 230: Guidance control unit, 231: Broadcast output unit, 232: Display output unit

Claims (6)

A guidance control unit that creates and outputs train guidance information to be presented to passengers,
It has a logical operation unit that calculates the estimated arrival time of the destination station of the train to be guided, which is the target of creating the guidance information.
When the logical operation unit calculates the expected arrival time of the train to be guided to the destination station,
The guide target train traveling forward Ru train der traveling several of the preceding train, obtains the actual driving results from the guidance station to the destination station, using the acquired traveling performance, guidance of the guide target train Calculate the estimated travel time from the station to the destination station,
By adding the delay time of the guide target train and the estimated travel time at the present time to the guide station planned departure time of the guide target train, the destination station estimated arrival time of the guide target train is calculated .
The travel record includes the actual arrival / departure time, which is the time when the preceding train actually arrived at each station and the time when the preceding train departed from each station.
Among the preceding trains, the preceding train R _n traveling at the nth position (n is an integer of 2 or more) close to the guidance target train has arrived at or has passed the destination station, and is the guidance target train ( If preceding train R _n-1 that travels position close to the n-1) th, we have not yet arrived at the destination station, the logical operation unit, the preceding train R _1, R _2,. .. .. Using the above-mentioned running record of R _n
It is configured to calculate the expected travel time.
The expected running time is
Between the actual running time TR ₁ when the preceding train R ₁ has traveled from the guide station to arrived station of the preceding train R _1, the preceding train _{R k (2 ≦ k ≦ n} ) is, the preceding train R _k- The total running time TR _k when traveling from the arrived station of _{1 to} the arrived station of the preceding train R _k . TR ₁ + TR ₂ +. .. .. + TR _n
A passenger guidance device characterized by being . The passenger guidance device has a correction time correspondence table for each factor in which the correction time for each train delay factor is recorded.
The logical operation unit acquires the correction time corresponding to the delay factor generated during the running of the preceding train used for calculating the expected running time from the factor-based correction time correspondence table, and sets the expected running time as the expected running time. The passenger guidance device according to claim 1 , wherein the expected traveling time is corrected by adding the numbers . The logical operation unit
The difference between the time when the train to be guided actually departs from the station immediately before the guide station and the planned departure time from the station immediately before the guide station is defined as the delay time of the train to be guided.
The passenger guidance device according to claim 1 . A guidance control unit that creates and outputs train guidance information to be presented to passengers,
A logical operation unit that calculates the estimated arrival time of the destination station of the train to be guided, which is the target of creating the guidance information,
In the passenger guidance device that has
The logical operation unit
The first step of acquiring the running record from the guide station to the destination station of a plurality of preceding trains that run ahead in the direction of travel of the train to be guided,
Using the acquired travel record, the second step of calculating the expected travel time from the guide station to the destination station of the train to be guided, and
The third step of calculating the estimated arrival time of the destination station of the guided train by adding the delay time of the guided train and the estimated travel time to the planned departure time of the guided train of the guided train. ,
And
The travel record includes the actual arrival / departure time, which is the time when the preceding train actually arrived at each station and the time when the preceding train departed from each station.
In the second step, the logical operation unit
Among the preceding trains, the preceding train R _n , which travels at the nth position (n is an integer of 2 or more) close to the guidance target train, has arrived at or has passed the destination station, and is the guidance target train ( n-1) If the preceding train R _n-1 traveling in the closest position has not yet arrived at the destination station
Between the actual running time TR ₁ when the preceding train R ₁ has traveled from the guide station to arrived station of the preceding train R _1, the preceding train _{R k (2 ≦ k ≦ n} ) is, the preceding train R _k- The total running time TR _k when traveling from the arrived station of _{1 to} the arrived station of the preceding train R _k . TR ₁ + TR ₂ +. .. .. + TR _n
Is a method for predicting the arrival time of a train . The passenger guidance device has a correction time correspondence table for each factor in which the correction time for each train delay factor is recorded.
In the second step, the logical operation unit further
By acquiring the correction time corresponding to the delay factor generated during the running of the preceding train used for calculating the expected running time from the factor-based correction time correspondence table and adding it to the predicted running time, the said Correct the expected travel time,
The train arrival time prediction method according to claim 4. In the third step, the logical operation unit
The difference between the time when the train to be guided actually departs from the station immediately before the guide station and the planned departure time from the station immediately before the guide station is defined as the delay time of the train to be guided.
The train arrival time prediction method according to claim 4 .

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