JPH0652558B2 - Route bus operation management device - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION [Industrial field of application] The present invention collects passage information of a travel route based on a basic timetable of a route bus, predicts an arrival time at a terminal, and enables departure at regular intervals from the terminal. In addition, the present invention relates to a route bus operation management device which corrects a basic timetable and displays operation instruction information (operation timetable, etc.) on an operation instruction device in a vehicle.

[Conventional technology]

FIG. 9 shows a conventional specific vehicle operation management control system disclosed in, for example, Japanese Examined Patent Publication No. 54-11878.
(1) is the central operation control device, (92a) to (92c) are ground receivers, (9
3a) to (93c) are the antennas (92a) to (92c), and (94a) to (94c).
c) is the central operation control device (91) and ground receivers (92a) to (92a).
(95a) ~ (95c) is a specific car, (96c)
a) to (96c) are on-board wireless transmitters mounted on specific vehicles (95a) to (95c), (97a) to (97c) are on-board wireless transmitters (96a) to
(96c) On-board antenna, (98) is a traveling direction, and (99) is a traveling route of the specific vehicles (95a) to (95c). (101a) ~ (101
c) is an operation instruction device mounted on a specific vehicle.

FIG. 10 is an example of a display device by an operation instruction device that is currently implemented in various places. In the figure, (101) is an operation instruction device installed in the vehicle, and the operation instruction device incorporates (1011) departure indicator light, (1012) standby indicator light, etc., and these LED lamps blink. Gives operation instruction information to the driver.

Fig. 11 is an example of a schedule of operating hours that a driver conventionally brings before going on a line operation from a sales office when operating a specific bus schedule. Departed in 11 minutes (departed from garage) and timed to Tarumizu
Arriving at 12:19, taking a 2-minute break, leaving Tarumizu at 12:21, leaving Sannomiya at 12:38 on the way, arriving at Okamoto at 12:51 and taking a 5-minute break. Departure from Okamoto 12:56
Then, it means that you should run to the turning point again until 13:24 in the waterfall and 12:31 at the waterfall.

Next, the operation will be described. Conventionally, a specific vehicle arrival time is predicted as shown in FIG. Driving route (9
On-vehicle wireless communication devices (96a) to (96c) are installed in specific vehicles (95a) to (95c) that travel along the road (9), and antennas (9a
7a) to (97b) are provided. Further, ground receivers (92a) to (92c) are arranged along the route (99), and the ground receiver (9a)
2a) ~ (92c) antenna (93a) ~ (93c) car (95a)
~ (95c) to catch the transmitted radio waves. Radio waves transmitted from the automobiles (95a) to (95c) are received when the automobiles pass through the installation positions of the antennas (93a) to (93c), and the ground receiver (92a) is received.
~ (92c) to Central Operation Control Unit (91) Line (94a) ~ (94c)
Is transmitted through. For example, a car (95a) is an antenna
The central operation control unit displays information indicating that the car (95a) has passed from the ground receiver (92a) when it passes the installation position of (93a).
Send to (91). This central operation control device (91) is a ground receiver
(92a) to (92c) Predict the time required for a specific vehicle to pass through each section, and some specific vehicles (95a) to (95c) that have passed this section in the past (not shown) Based on past data such as taking the average of the required time. The operation instruction device (101) in FIG. 10 is an example of a conventional operation instruction device, and is connected to the on-board radios (96a) to (96c) as shown in FIG. Since the operation instruction device (101) outputs the operation instruction,
Departure indicator lights (1011), standby indicator lights (1012), etc. are arranged on the board surface of the device, for example, when a route bus (95a) passes a roadside machine (92a), operation instructions are given via the roadside machine (92a). Receive information,
Operation information is output to various indicators.

Although not shown in FIG. 9, in order to give instructions to the driver of the bus, a driver indicator is installed on the ground, and information such as bus interval adjustment is provided from the central operation control device (91). 94a)
(94c) to transmit to the driver's indicator for display.

FIG. 11 is a travel timetable of a service timetable brought by a driver, which is made of paper, and is usually given when leaving a business office.

[Problems to be solved by the invention]

Since the conventional specific vehicle operation control system is configured as described above, when the driver's indicator is on the ground, the information such as the driving interval adjustment is displayed by the indicator light, so check it while driving. This requires a fairly large driver's indicator to make it easier to see, which causes problems such as difficulty in distinguishing from other signs and missing.

In addition, the operation instruction device installed on the vehicle simply displays the event to be instructed (for example, the instruction to start in FIG. 10), and is intended for the bus driver who originally operates based on the basic timetable. In this case, it is necessary to display the information including time information, and there is a problem that it is difficult to ensure punctuality because there is no operation instruction based on this time information.

In addition, the operation timetable of the conventional operation timetable is given to the driver when leaving the business office, is made of paper, and is fixed time information. It is not possible to change it, and if it is late, the driver will not recover the diamond forever unless the driver personally travels on the route and reduces the customer handling time, speed adjustment, etc. When the departure time from the terminal is also disturbed, there is no adjustment between individual drivers (drivers do not arbitrarily adjust the time and try to secure the operation according to their fixed driving timetable) It is necessary to correct the timetable according to the traffic situation due to the tango operation from the train, and it is difficult to secure the convenience of users because the basic timetable cannot be operated. Ri, problems such as a one of the causes of the bus away, etc. has been filed.

The present invention has been made to solve the above-mentioned problems, and each time an arrival vehicle arrives at an estimated arrival point P in the vicinity of the terminal by the central processing unit, the arrival vehicle, the next arrival vehicle, and the next arrival vehicle are sequentially arrived. The estimated arrival time of the bus arriving at the terminal is calculated and tracked on the basis of the arrival time (prediction) of the terminal. Route bus that does the operation when the arriving vehicle passes, and when the arriving vehicle arrives at the terminal, the operation instruction information such as the operation timetable of "Basic timetable" or "Modified timetable" can be displayed on the operation instruction device on the vehicle. The purpose is to obtain an operation management device.

[Means for Solving the Invention]

The route bus operation management device according to the present invention detects the passage of the bus near the terminal and immediately before the terminal, and in order to maintain the prediction of the arrival time of the terminal and the basic timetable of the main route, In addition to the above, the prediction result is reflected in the operation instruction device according to the embodiment of the present invention. This operation instruction device is not simple operation instruction information such as conventional departure and waiting, When it is necessary to correct the basic timetable as a service timetable and it is judged whether it is possible to operate according to the basic timetable from the terminal, extension adjustment including before and after delayed vehicles so that departures at equal intervals can be made or conversion between routes The operation schedule information is created by correcting the timetable with the above, and the operation timetable is displayed on the operation instruction device in the bus.

[Action]

In the operation instruction device according to the present invention, operation instruction information for enabling evenly-spaced operation is created from the predicted value of the arrival time at the terminal by the route bus operation management device and is transmitted to the roadside device of the terminal. When the train arrives, the operation instruction information such as the operation timetable (return time and return time to the turning point via the stop in the middle of departure from the terminal) is displayed on the operation instruction device in the vehicle, so you can correct the timetable according to the traffic conditions. Will be carried out and it will be possible to depart at regular intervals from the terminal. In addition, the bus operation according to the timetable will prompt the arousal of passengers.

〔Example〕

An embodiment of the present invention will be described below with reference to the drawings. First
In the figure, (11) is a central processing unit, (12a) to (12c) are roadside machines installed on the roadsides of points A to C, respectively (15a)
~ (15c) is a fixed route bus, (16a) ~ (16c) is a roadside machine (12a) ~ (12
(17a) to (17c) is an operation instruction device, (93a) to (93c) are antennas for road vehicles (12a) to (12c), and (9)
4a) to (94c) are lines connecting the central processing unit (11) and the roadside devices (12a) to (12c), and (97a) to (97c) are onboard radios (16a) to
The antenna of (16c), the traveling direction of the route buses (15a) to (15c) is shown at (98), and the traveling route of the route buses (15a) to (15c) is shown at (99).

In FIG. 2, (12p) to (12r) are roadside devices, (16) is an on-vehicle radio device, (17) is an operation instruction device, (97) is an on-vehicle antenna, (98).
Is the traveling direction, and (99) is the traveling route.

FIG. 3 is a diagram showing diamonds', ″ and basic diamonds expected to arrive at the terminal.

FIG. 4 is a diagram for correcting the timetable departure from the terminal in which the arrival conditions of the actual timetable for the basic timetable and the actual timetable for the basic timetable arriving at the terminal are divided by case.

Fig. 5-a and Fig. 5-b show the case-specific treatment for diamond correction.

FIG. 6 is a conversion status diagram showing the basic timetables of the main line and the sub-lines, and the actual timetables ',', 'and', between the main line and the sub-line.

In FIG. 7, (17) is an operation instruction device, and (171) is an operation instruction unit.

FIG. 8 shows an operation instruction example of the operation instruction unit.

FIG. 9 is a block diagram showing a specific vehicle operation control system which is an embodiment of the conventional invention. (91) is a central operation control device,
(92a) to (92a) are ground receivers, (93a) to (93c) are antennas,
(94a) to (94a) are lines, (95a) to (95c) are specific cars, (96
a) to (96a) are on-board wireless transmitters, (97a) to (97c) are on-board antennas, (98) is the traveling direction, (99) is the traveling route, and (101a) to (101
c) is an operation instruction device.

FIG. 10 is a block diagram of an operation instruction device according to an embodiment of the conventional invention.

Reference numeral (101) is an operation instruction device, (1011) is a departure indicator light, and (1012) is a standby indicator light.

FIG. 11 is a travel time table for each paper diamond that is conventionally brought by a driver.

(110) is an operating timetable.

At present, the traffic environment in urban areas is deteriorating year by year due to the progress of motorization, etc., and the reality is that it is very difficult to "run the bus on time". As a result, passengers are being separated, so it is absolutely necessary for bus operators to ensure "timetable operation".

This device tracks and manages the bus operation status of each route, and if the basic timetable can be secured from the arrival conditions at the terminal based on the prediction, it will continue operation as it is, and if a delay from the basic timetable occurs, only delayed vehicles will be operated. Rather than modifying, make a timetable modification (extension adjustment only within your own route or conversion between routes) so that you can depart at regular intervals from the terminal, including the timetable before and after the delayed vehicle. The operation instruction information is created by the central processing unit, transmitted online to the on-board vehicle via the roadside equipment of the terminal, and the operation instruction apparatus displays the contents including the operation timetable information.

Next, the operation will be described. Tracking management for each point of each bus is similar to the conventional one, as shown in FIG.
Place road machines (12a) to (12c) along the travel route (99),
Passing information of the route buses (15a) to (15c) is transmitted to the central processing unit (11) via the lines (94a) to (94c).
Therefore, the roadside machine (1) on the travel route (99) of the buses (15a) to (15c)
It is possible to predict the transit time before 2a) to (12c). Next, the arrival time / minute predicting means of the central processing unit (11) will be described. When the central processing unit (11) predicts the time required to pass each unit section of the road machines (12a) to (12c) and others (not shown) on the travel route, the traffic flow changes momentarily. Therefore, since the latest passing data has the highest reliability frequency, weighting is applied to the actual required time of several buses that have passed each section in the past and the average value is given to give the average value Is calculated by adding a value based on the past data to the actual value of.

Figure 2 shows the roadside equipment near the terminal and at the terminal (1
2p) to (12r) are shown. The road machine at point P (12p)
The central processing unit (11) has a role of predicting the arrival time of the bus arriving at the terminal, and the central processing unit (11) collects the passage information of each bus on the traveling route shown in FIG.
(11) is the arrival vehicle at point P based on these passage information,
It is possible to predict the arrival of the next car and the next car. Further, the central processing unit (11) determines the timetable of only the arriving vehicle by using the predicted value when the arriving vehicle passing through the point P among the predicted arrival values passes through the point Q.

The confirmed timetable is transmitted to the roadside machine (12r) of the terminal at the point R through the line (94). Then, this confirmed timetable information, that is, the operation instruction information is temporarily the operation instruction information when the arrival vehicle arrives in front of the roadside machine (12r) of the terminal, by the communication between the onboard machine and the roadside machine. Displayed in (17).

Next, the diamond interval extension processing means of the central processing unit (11) will be described. FIG. 3 is a diagram of a route bus, in which the horizontal axis represents the time and the vertical axis represents the required time between the start point and the end point.

"Basic" and "basic" mean a basic timetable in a predetermined operation plan, and usually represents a timetable number.
A, B, M, and N are the waiting time at the starting point and the ending point of the diamond and the above. This waiting time is provided in order to absorb the driver's rest time d as well as the delay time due to traffic conditions on the way. In the current bus operation, if there is a delay due to traffic conditions, one driver will continue to operate several strokes (one stroke = 1 operating time = 1 round trip), so there is a margin in the total value for the waiting time. If so, it returns to the basic diamond (recovers) after a few strokes.
For example, the waiting time for one stroke of the diamond shown in FIG. 3 is A + B. Also, in the figure, "3
Although there is a display of "minute", this means the allowable rest time d of the driver. Further, the definition of the adjustment time in the figure is a value specific to each timetable, and shows the range of the waiting time obtained by removing 3 minutes from the time when the basic timetable starts.

Further, β in the figure is defined as follows.

It shows the range of delay or extension from the departure time of the basic diamond at the terminal, based on the arrival time of the terminal at the terminal, and from the waiting time at the start / end points d ^(min) ×
3 = 3 ^(min) × 3 = 9 ^(min) is subtracted.
(Β = A + B-9) Further, t in the figure is defined as follows.

When it is predicted that the basic diamond can be recovered after the next stroke or after the subsequent strokes, the stretch setting value is set beyond the range of β.

FIG. 4 shows the basic timetable and the actual timetable of the basic timetable ',' the terminal arrival (prediction) situation, that is, three cases (A, B, C).

In case A, the diamonds are ‘and the diamonds are‘ both and arrive at the terminal (predicted) within the above adjustment time, and therefore the schedule is not corrected (from the basic schedule) and the basic schedule is followed.

In case B, the diamond is' within the range of 3 + β ₁ ,
Since the diamond arrives in the range of t beyond the range of 3 + β _{2 at} ′, the diamond is stretched by α ₂ and the diamond is also adjusted by α ₁ to start at h ₁ and h ₂ which are close to equal intervals.

In the case of Case C, the diamond reaches the range of t beyond the range of 3 + β ₁ for ′ and the range of 3 + β _{2 for} ′ so that the diamond is extended by α ₁ and
The timetable is also adjusted by α ₂ , and the train starts at h ₁ and h ₂ that are close to each other.

By the way, Cases A, B, and C are the arrival conditions of two diamonds (diamonds and diamonds) at the terminal, and at the point P, it is necessary to track three diamonds including the arrival vehicle.

Considering three diamonds in the combination of the cases A, B, and C, there are seven cases shown in FIGS. 5-a and 5-b. (However, all arrival vehicles, next arrivals, and arrivals one after the other may arrive at the adjusted time and minutes according to the basic schedule. Here, only the case with a schedule modification is the target.) Figure 5-a And, summarizing each case of Fig. 5-b, it is predicted that the timetable correction method will be the latest departure from the arrival timetable, the next arrival time and the next arrival time, based on the departure time of the basic timetable. Based on the bus, the front and rear diamonds are stretched at intervals, and the stretching time is gradually reduced so as to gradually return to the basic diamond, and processing is performed so as to approach equidistant departure.

FIG. 6 is a diagram showing the conversion status of the bus X and the bus Y on the main route and the sub route shown in the claims of the present invention. In this figure, for simplicity, both the main line and the sub line are 1
Although the route is used, the actual timetable ′ corresponds to the bus X and the actual timetable corresponds to the bus Y.

If it is predicted that the bus X (delayed bus X) 'will now arrive at the terminal on the main route beyond the range of α + β + t due to traffic conditions, the optimal bus Y from the secondary route
Insert the (optimal bus) timetable and use the basic timetable to start as'on the main route side, and put the delayed arrival 'timetable on the subordinate route side to perform the conversion, and perform the original conversion of the main route side. We have a basic timetable. Then, the ‘Diamond’ completes one stroke on the main line and is then re-introduced to the secondary line to return to the original diamond.

In addition, in the sub route, the time schedule is changed until the time is changed. Therefore, the time schedule correction process is performed so that the trains are operated at equal intervals by the extension adjustment in the sub route. After the diamond is thrown into the sub line (after conversion), until the diamond returns to the main line, it will continue to operate at equal intervals with other diamonds on the sub line side. That is, in FIG. 6, the following four operation patterns can be considered for the actual timetables.

(1) 2-stroke (2) 1-stroke + midway turn-back (3) 1-stroke + terminal standby adjustment (4) Terminal standby adjustment Perform the above diamond correction processing, and then bus X and bus to the final arrival prediction point Q. When Y arrives, based on the actual passing time, the one-stroke timetable from the terminals of bus X and bus Y is confirmed by the central processing unit, operation instruction information is created, and the train arrives at the terminal. The operation instruction information is displayed on the operation instruction devices of the buses X and Y.

On the other hand, the conventional route bus operation is operated according to the operation timetable (110) corresponding to the pre-planned timetable shown in Fig. 11, so even if the timetable is disturbed due to traffic conditions, Since there is no way for the driver to contact the sales office, the timetable correction information that reflects the traffic situation is not delivered at the terminal, which is the starting and ending point. There was also an example of starting the car by driving. Of course, an example in which the operation manager travels from the sales office to the terminal and empirically operates (departures adjustment) while observing the bus operation status of 1 to 2 systems in a short time zone in order to avoid such "dango operation" However, since this is also carried out based on a partial situational judgment, it is not always possible to expect a timely correction of timetables, and at the bus terminals where many routes are concentrated, a considerable number of driver operators were required.

Therefore, in the conventional method, it is completely unthinkable to modify the timetable due to conversion with other routes according to the present invention. From such a situation, the result of modifying the basic timetable according to the traffic situation at the terminal by this device is displayed on the operation instruction device. What can be done is to enable "operation according to the timetable" or "equal interval operation".

Next, the operation instruction information creating means of the central processing unit (11) will be described. FIG. 7 is a block diagram of the operation instruction device (17), which displays operation instruction information on the operation instruction unit (171).

FIG. 8 is an example of the operation instruction information, and one operation time from the terminal (one stroke) in the operation timetable
Is displayed.

For example, you can leave the Rokko stop at 7:05, arrive at the turning point Okamoto stop at 7:48, take a break for a while, leave the Okamoto stop at 7:54, and leave at the final stop at Rokko stop at 12:15. : It means to come back to 15.

In the above example, the main route is one line and the sub route is one line. However, for one main line, there are a plurality of sub lines (two or more lines), and the timetable is corrected by conversion at the terminal. Even if the treatment is performed to secure the basic diamond from the terminal or adjust the stretching at equal intervals, the same effect as that of the above-described embodiment can be obtained.

Further, in the above-mentioned embodiment, it was explained by converting the basic timetable with one-stroke operation on the main route side and several-stroke operation on the sub-route side at the time of conversion, but the main route side also has a multi-stroke operation instead of the one-stroke operation. Even with the idea of returning to the basic timetable, the same effect as that of the above-described embodiment can be obtained.

Further, in the above embodiment, the operation instruction unit (171) is not limited to the display element, but may be any element such as an EL display element, a CRT display device, a plasma display, a liquid crystal, etc., as long as it can display the time to the waypoint on the way.

〔The invention's effect〕

As described above, according to the present invention, in order to predict the arrival at a terminal, a roadside machine is arranged along the travel route of a bus, passing information is collected, and a central processing unit is used to perform a basic operation according to the current traffic situation. Correct timetables (convert timetables between main routes and sub-routes, extend adjustments for equidistant departure, etc.), create operation instruction information, transmit operation instruction information to roadside terminals, and send it to the terminal. It is configured to display the operation instruction information on the operation instruction device on the vehicle by communicating with the on-board bus buses, so even if the timetable is disturbed due to traffic conditions, it is possible to adjust the departure distance from the terminal at regular intervals. ,
It can be very useful for eliminating "dango driving". In addition, almost all bus operations will be secured according to the timetable, which will stimulate customer demand.

[Brief description of drawings]

FIG. 1 is a block diagram of a route bus operation management device according to an embodiment of the present invention, and FIG. 2 is a terminal of a route bus operation management device according to an embodiment of the present invention and the arrangement of roadside equipment and on-board equipment near the terminal. FIG. 3 is a situation diagram, FIG. 3 is a diagram showing a timetable and a basic timetable predicted to arrive at the terminal, and FIG. 4 is a basic timetable and actual timetable of arrival vehicles and next arrival vehicles arriving at the terminal according to one embodiment of the present invention. Figure 5a, 5b and 5b are diagrams for arriving, arriving and arriving according to one embodiment of the present invention. The arrival condition of each terminal is divided according to the case, and the terminal departure condition, that is, the treatment diagram according to the case of the diamond correction, is shown in FIG. 7 is a block diagram of the operation instruction device according to the embodiment of the present invention, and FIG. 8 is a operation instruction device according to the embodiment of the present invention. Figure showing an example of the operation instruction of
FIG. 9 is a block diagram showing a conventional route bus operation management device, and FIG. 10 is a block diagram of a conventional operation instruction device.
FIG. 11 is a timetable of operation brought by a conventional route bus driver. (11) is a central processing unit, (12a) to (12c) are ground receivers, (1
2p) to (12r) are road vehicles, (15a) to (15c) are route buses, and (1
6a) to (16c) are on-board radios, (17a) to (17c) are operation instruction devices, (171) are operation instruction units (91) are central operation control devices, and (9
3a)-(93c) are antennas, (94a)-(95c) are lines, (95a)-
(95c) is a specific vehicle, (96a) ~ (96c) is an on-board wireless transmitter,
(97a) to (97c) are on-board antennas, (98) is a traveling direction, (99) is a traveling route, (101), (101a) to (101c) are operation instruction devices, and (10
11) is a departure indicator light, (1012) is a standby indicator light, and (110) is an operation time table. In the drawings, the same reference numerals indicate the same or corresponding parts.

 ─────────────────────────────────────────────────── ─── Continuation of the front page (72) Kiyoshi Shinkawa 1-2, Wadazaki-cho, Hyogo-ku, Kobe-shi, Hyogo Prefecture Mitsubishi Electric Corporation Control Works (72) Inventor Kenji Kawahara, Kazu, Hyogo-ku, Kobe-shi, Hyogo 1-2-1 Tasakicho Mitsubishi Electric Corporation Control Works (72) Inventor Toshiyuki Manita 2-3-2 Marunouchi, Chiyoda-ku, Tokyo Sanryo Electric Co., Ltd.

Claims (1)

[Claims] 1. An on-board machine having on-board radios (16a-16c), on-board antennas (97a-97c), and operation instruction devices (17a-17c) provided on a route bus (15a-15c). , Route bus (15a ~
15c) a ground path (99) provided on the traveling path (99) for transmitting and receiving information to and from the onboard machine, and the ground receivers (12a to 12c) via lines (94a to 94c). From the above-mentioned route bus (15a-15
In the route bus operation management device equipped with the central processing unit (11) that collects the passage information of c) and predicts the time to arrive at the bus terminal, which is the starting and ending point of the route bus (15a to 15c), on the main route And a roadside machine (12p, 12q) is arranged at an estimated arrival point P near the bus terminal and a final arrival confirmation point Q immediately before the bus terminal, which are sub-routes, and the central processing unit (11) uses the main route. And every time a route bus (15a to 15c) arrives at the predicted arrival point P of the sub route, based on the communication information with the on-board machine, the arrival vehicles of the main route and the sub route, and following the arrival vehicle Arrival time / time predicting means for predicting arrival times of three terminals, the next arrival and the next arrival on the same route as the arrival vehicle, and the estimated arrival times on the main route for the terminal are the three arrival routes. At least one of the buses (15a-15c) is planned in advance It exceeds the adjustment time from the departure time of the basic diamond terminal, and exceeds the range of the allowable extension range β, the driver's rest time d, and the extension set value t from the departure time of the basic diamond terminal. In the case of the delay bus X, an optimal optimum bus Y is selected from the sub route according to the departure time of the basic timetable of the delay bus X, and the delay bus X and the optimum bus Y are exchanged between the main and sub routes. In addition to operating the bus, an interval extension process is performed on the sub route based on the delayed bus X so that the front and rear timetables gradually return to the basic timetable, and the operation status of the optimum bus Y on the main route is restored to the basic timetable on the main route. At this point, the delayed bus X and the optimum bus Y are again exchange-operated between the main and slave routes, and when the delayed bus X and the optimum bus Y arrive at the final arrival confirmation point Q, the delayed bus X and the optimum bus Y Bus Y A schedule interval extension processing means for determining a schedule for one operation and a travel instruction information creating means for creating operation instruction information from the determined schedule and displaying it on the operation instruction devices (17a to 17c) are provided. The featured route bus operation management device.