Bus information guiding system, bus information guiding method, and bus information guiding program

Abstract

To enable increasing of a prediction accuracy of a delay time of a bus.SOLUTION: A bus information guiding system for calculating a destination arrival prediction time, which is an arrival prediction time at which a bus traveling on a route that passes through a plurality of bus stops including at least a boarding bus stop where a user boards and a destination bus stop of the user, arrives at the destination bus stop, comprises: a storage unit for storing traffic regulation state information in which a travel delay prediction time when traffic regulation occurs is associated with each type and level of traffic regulation; a regulation information acquisition unit that acquires regulation information occurring along the route of travel; a time prediction unit that calculates a destination arrival prediction time based on the traffic regulation state information and the regulation information acquired by the regulation information acquisition unit; and an output control unit that outputs the destination arrival prediction time.SELECTED DRAWING: Figure 3

Description

[Technical Field]

[0001] The present invention relates to a bus information guidance system, a bus information guidance method, and a bus information guidance program. [Background technology]

[0002] Conventionally, there is known a technology for notifying a user of the estimated arrival time of a bus at a bus stop, taking into consideration bus delays. Patent Document 1 discloses a system that determines a route bus delay by referring to the operation status and delivers the information to a user terminal, and displays the operation status of the route bus at the bus stop. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Publication No. 2022-174483 Summary of the Invention [Problem to be solved by the invention]

[0004] Depending on the bus operation situation, delays due to traffic restrictions, etc., could be resolved earlier than expected, causing the bus to arrive earlier than indicated. Also, there were cases where the delay was longer than expected, causing the bus to arrive later than indicated, resulting in a lack of accuracy.

[0005] The present invention has been made in view of the above circumstances, and has as its object to improve the accuracy of predicting bus delay times. [Means for solving the problem]

[0006] In order to solve the above problems, the bus information guidance system of the present invention is, for example, a bus information guidance system that calculates a predicted destination arrival time, which is the predicted arrival time at the destination stop of a bus traveling on a route that passes through a plurality of stops including at least the boarding stop where a user boards and the user's destination stop, and is characterized by comprising: a memory unit that stores traffic regulation status information in which predicted operation delay times in the event of traffic regulations being incurred are associated with the type and level of the traffic regulations; a regulation information acquisition unit that acquires regulation information occurring on the route; a time prediction unit that calculates the predicted destination arrival time based on the traffic regulation status information and the regulation information acquired by the regulation information acquisition unit; and an output control unit that outputs the predicted destination arrival time.

[0007] Another aspect of the bus information guidance method of the present invention is, for example, a bus information guidance method for calculating a predicted destination arrival time, which is the predicted arrival time at a destination stop of a bus traveling on a route that passes through a plurality of stops including at least the boarding stop where a user boards and the user's destination stop, and is characterized by including the steps of: acquiring restriction information occurring on the route; acquiring traffic restriction status information from a memory unit in which predicted operation delay times in the event of traffic restrictions occurring are associated with the types and levels of the traffic restrictions; calculating the predicted destination arrival time based on the traffic restriction status information and the restriction information; and outputting the predicted destination arrival time.

[0008] Another aspect of the bus information guidance program of the present invention is a bus information guidance program that calculates a predicted destination arrival time, which is the predicted arrival time at the destination stop of a bus traveling on a route that passes through a plurality of stops including at least the boarding stop where a user boards and the user's destination stop, and is characterized in that it causes a computer to function as: a memory unit that stores traffic regulation status information in which predicted operation delay times in the event of traffic regulation are associated with each type and level of the traffic regulation; a regulation information acquisition unit that acquires regulation information occurring on the route; a time prediction unit that calculates the predicted destination arrival time based on the traffic regulation status information and the regulation information acquired by the regulation information acquisition unit; and an output control unit that outputs the predicted destination arrival time.

[0009] The computer program can be provided by downloading it via a network such as the Internet, or by recording it on various computer-readable recording media such as a CD-ROM.

[0010] In any of the above aspects of the present invention, traffic restriction status information is stored that corresponds to the type and level of traffic restriction predicted delay times when traffic restrictions are imposed, and the predicted arrival time of the bus at the destination stop is calculated based on the restriction information occurring on the route and the stored traffic restriction status information. This makes it possible to improve the accuracy of bus delay predictions by taking traffic restrictions into account.

[0011] The storage unit may store route status information that stores the type of traffic regulation and identification information of target stops, and the time prediction unit may calculate the predicted destination arrival time based on the route status information. This makes it possible to take into account all traffic regulations.

[0012] The system may further include an image analysis unit that acquires information about the traffic regulations from image data, the image data being associated with the route status information, and the output control unit outputting the image data together with the predicted time of arrival at the destination. This allows the user to more specifically understand the status of traffic regulations by visually checking the image data. The traffic regulation status information and route status information may be updated based on the information acquired by the image analysis unit.

[0013] The system may further include a change determination unit that determines to change the route to an alternative detour route when a predetermined condition is met on the route where the traffic regulation is in effect, thereby making it possible to guide the user to an alternative route. [Effects of the Invention]

[0014] According to the present invention, it is possible to improve the accuracy of predicting bus delay times. [Brief explanation of the drawings]

[0015] [Figure 1] 1 is a block diagram showing an example of the overall configuration of a bus information guidance system 1 according to a first embodiment. [Figure 2] 1 is a block diagram illustrating an example of a hardware configuration of a bus information guidance device 30 included in the bus information guidance system 1. FIG. [Figure 3] 1 is a functional block diagram showing an example of a functional configuration of a bus information guidance system 1. FIG. [Figure 4] 1A and 1B are examples of tables stored in the bus information guidance system 1, including (a) a bus stop table T1 for each route showing information on bus stops for each route, and (b) a traffic regulation status table T2 showing the types of traffic regulations. [Figure 5] 10A and 10B are examples of tables stored in the bus information guidance system 1, including (a) a route status table T3 indicating the status of each route, and (b) a vehicle operation status table T4 indicating the operation status of each bus. [Figure 6] 10 is a flowchart showing an example of the flow of a process for storing traffic regulation information in the bus information guidance system 1. [Figure 7] 10 is a flowchart showing an example of the flow of a process for storing a predicted service start time and a predicted service end time in the bus information guidance system 1. [Figure 8] 10 is a flowchart showing an example of the flow of a process for calculating a predicted time by the bus information system 1. DETAILED DESCRIPTION OF THE INVENTION

[0016] Hereinafter, an embodiment of a bus information guidance system according to the present invention will be described in detail with reference to the drawings. The bus information guidance system 1 is a device that provides information on the operating status of a bus to users of a bus, which serves as a means of transportation that stops at multiple stops and travels to a destination stop.

[0017] 1 is a block diagram showing an example of the overall configuration of a bus information guidance system 1. The bus information guidance system 1 is configured, for example, with an in-vehicle device 10 and a bus information guidance device 30. The user terminal 100, the in-vehicle device 10, and the guidance device 60 are configured to be able to communicate with the bus information guidance device 30 via a communication network such as a mobile communication network or wireless communication network.

[0018] The user terminal 100 is a terminal used by a user using a bus, and is, for example, a mobile terminal such as a smartphone or tablet terminal carried by the user. The user terminal 100 may also be a personal computer. The user terminal 100 accepts input of information on the bus stop where the user boards (hereinafter referred to as the boarding stop) and information on the bus stop of the destination to which the user is heading (hereinafter referred to as the destination stop). The user terminal 100 may also function as a guidance device 60, which will be described later, and may receive information from the bus information guidance device 30 and display or output it as audio.

[0019] The in-vehicle device 10 is a device that is mounted on a transportation bus and is capable of communication (e.g., mobile communication). The in-vehicle device 10 includes, for example, a sensor group 11 that acquires information about the position or movement of the bus, and a communication device 16.

[0020] The sensor group 11 includes, for example, a speed sensor 12, an acceleration sensor 13, an accelerator opening sensor 14, and a position sensor 15. The speed sensor 12 is a sensor that measures the speed of the bus on which the in-vehicle device 10 is mounted. The acceleration sensor 13 is a sensor that measures the acceleration of the bus. The accelerator opening sensor 14 is a sensor that measures the accelerator opening of the bus.

[0021] The position sensor 15 is a sensor that acquires position information of the bus. The position sensor 15 acquires the position information by using, for example, a GNSS (Global Navigation Satellite System). The position sensor 15 may also acquire information input by the driver via an appropriate input unit (not shown) of the in-vehicle device 10.

[0022] When the GNSS accuracy is less than a predetermined value, the position sensor 15 can use the position estimation result via the communication device 16. Furthermore, the position sensor 15 may perform both acquisition of position information by the GNSS and estimation via the communication device 16.

[0023] The in-vehicle device 10 can also capture images and videos of the road on which the bus traveled or the oncoming lane. The in-vehicle device 10 may particularly capture images of traffic restrictions, congestion in the oncoming lane, or traffic restrictions. The images or videos may be recorded automatically, or may be manually recorded upon receiving commands from the bus driver or other administrator to start and stop recording. The in-vehicle device 10 may also use known image analysis technology to obtain traffic information, including congestion and traffic restrictions such as road closures, from the images or videos.

[0024] The in-vehicle device 10 may also record the captured image or video data in association with the location information at which the captured image or video data was captured. The location information may be obtained by the location sensor 15.

[0025] The communication device 16 is a functional unit that appropriately communicates with the bus information guidance device 30, and can communicate via a communication network such as a mobile communication network or a wireless communication network. The communication device 16 transmits information about bus movements and information about arrival, departure, or passing at each stop, along with bus identification information, to the bus information guidance device 30.

[0026] Furthermore, the communication device 16 may be capable of communicating with a bus (hereinafter referred to as a second bus) different from the bus on which the in-vehicle device 10 is installed. The second bus similarly has the in-vehicle device 10 described above, and is, for example, a bus traveling in the opposite lane of the in-vehicle device 10. The communication device 16 may receive from the second bus, for example, information regarding the delay status of the second bus, or records, such as images or videos, acquired on the road on which the second bus traveled or on the opposite lane of the road. The images or videos may include information about traffic regulations and location information.

[0027] The communication mode between the communication device 16 and the second bus is arbitrary, and for example, short-range wireless communication may be used.

[0028] Furthermore, the communication device 16 may be configured to refer to the location information via the bus information guidance device 30 and acquire location information and delay status of a second bus that is present within a predetermined range from the bus.

[0029] The bus information guidance device 30 is a device that predicts and calculates bus operation status and delay status. The bus information guidance device 30 predicts bus operation status based on information acquired from the in-vehicle device 10, information stored in the bus information guidance device 30, and the like, and outputs the predicted information to the guidance device 60. The bus information guidance device 30 is capable of linking with multiple in-vehicle devices 10 to acquire information.

[0030] The bus information guidance device 30 may also obtain information about the surrounding environment from an appropriate external server and use that information for predictions. The external server may be, for example, a traffic information server 40 or a weather information server 50. The traffic information server 40 stores at least traffic information about the bus route and its surrounding area. The traffic information includes, for example, information about road congestion and traffic regulations. The weather information server 50 stores at least weather information about the bus route and its surrounding area. The bus information guidance device 30 will be described in detail later.

[0031] The guidance device 60 is a device that provides information calculated by the bus information guidance device 30 to a user. The guidance device 60 may be installed, for example, inside a bus, or at a bus stop or other appropriate location visible to passengers intending to use the bus. The guidance device 60 may also be a device carried by a user, and may be realized by a portable device such as a smartphone, mobile phone, or tablet terminal. The user terminal 100 may also be equipped with the functions of the guidance device 60.

[0032] The guidance device 60 mainly includes an output unit 61 and a communication processing unit 62. The output unit 61 is a functional unit that outputs information transmitted from the bus information guidance device 30, for example. The output unit 61 may be a display device such as a monitor. Instead of or in addition to a display device, the output unit 61 may be a device that outputs information by voice, that is, a so-called speaker. The output unit 61 outputs various information by voice, text, or video.

[0033] The communication processing unit 62 communicates with, for example, the bus information guidance device 30. The communication mode between the communication processing unit 62 and the bus information guidance device 30 is arbitrary, and in addition to mobile communication, an appropriate short-range communication technology can be adopted. Communication between the bus information guidance device 30 and the guidance device 60 may be direct communication or communication via the in-vehicle device 10. For example, if the guidance device 60 is installed inside a bus, the communication processing unit 62 may communicate with the bus information guidance device 30 via the in-vehicle device 10.

[0034] 2 is a block diagram showing an example of the hardware configuration of the bus information guidance device 30. The bus information guidance device 30 includes a control device 70, a communication device 72, and a storage device 74. The control device 70 mainly includes, for example, a CPU (Central Processing Unit) 76 and a memory 78.

[0035] The control device 70 functions as various functional units, which will be described later, by the CPU 76 executing predetermined programs stored in the storage device 74, memory 78, or the like.

[0036] The communication device 72 is configured with a communication interface for communicating with an external device, etc. The communication device 72 transmits and receives various information to and from the user terminal 100, the in-vehicle device 10, etc.

[0037] The storage device 74 is configured by a hard disk, etc. This storage device 74 stores various programs and various information required for executing the processes in the control device 70, as well as information on the results of the processes.

[0038] The bus information guidance device 30 can be realized using an information processing device such as a dedicated or general-purpose server computer. This server is, for example, a cloud server owned by a bus management company. The bus information guidance device 30 may be configured with a single information processing device, or may be configured with multiple information processing devices distributed over a communication network. The bus information guidance device 30 may be installed in a location different from the bus on which the on-board device 10 is installed, or may be installed on the bus together with the on-board device 10. The on-board device 10 and the bus information guidance device 30 may be realized by a single hardware configuration.

[0039] The bus information guidance device 30 may be installed at a bus stop. The bus information guidance device 30 may also be realized by a single hardware configuration. Furthermore, some or all of the configuration of the bus information guidance device 30 may be realized by the user terminal 100.

[0040] 2 only shows a portion of the main hardware configuration of the bus information guidance device 30, and the bus information guidance device 30 may also have other configurations that are generally included in server devices. Similarly to the bus information guidance device 30, the in-vehicle device 10 may also have the hardware configuration shown in FIG.

[0041] 3 is a diagram showing an outline of the electrical functional blocks of a bus information guidance device 30 according to an embodiment. The bus information guidance device 30 mainly includes, as functional units, a communication processing unit 31, a memory unit 32, a regulation information storage unit 33, an image analysis unit 34, an operation status storage unit 35, a change determination unit 36, a time prediction unit 37, and an output control unit 38.

[0042] The communication processing unit 31 communicates with the user terminal 100, the in-vehicle device 10, the traffic information server 40, or the weather information server 50 to receive information.

[0043] The communication processing unit 31 receives, for example, information about the user's boarding stop and destination stop from the user terminal 100. The communication processing unit 31 receives, for example, information about the position or movement of the bus from the in-vehicle device 10, that is, position information, speed information, acceleration information, accelerator opening degree, and the like.

[0044] The communication processing unit 31 receives, for example, traffic regulation information, congestion information, or jam information from the traffic information server 40. The communication processing unit 31 receives, for example, information about weather from the weather information server 50.

[0045] The memory unit 32 is a functional unit that stores at least information necessary for predicting the operation status of buses. The memory unit 32 stores predetermined information in advance, as well as information received by the communication processing unit 31. The memory unit 32 also accepts registration and changes of information by the regulation information storage unit 33, the image analysis unit 34, the operation status storage unit 35, and the change determination unit 36. The data stored in the memory unit 32 will be described below with reference to FIGS. 4 and 5.

[0046] Fig. 4 shows examples of tables stored in the memory unit 32, where (a) is a bus stop table T1 by route showing information on bus stops by route, and (b) is a traffic regulation status table T2 showing the types of traffic regulations. Fig. 5 shows examples of tables stored in the memory unit 32, where (a) is a route status table T3 showing the status of each route, and (b) is a vehicle operation status table T4 showing the operation status of each bus.

[0047] The bus stop table T1 by route is a table that stores information about bus stops for each route. The bus stop table T1 by route stores information acquired via the communication processing unit 31. The bus stop table T1 by route may be stored in the storage unit 32 in advance.

[0048] The bus stop table T1 by route stores, for example, identification information of the route (route ID), the required time from the start of the route to the end of the route, identification information of the stops that each route passes through (stop ID), and the elapsed time from departing from the start stop to arriving at each stop. The identification information of the stops and the elapsed time are set, for example, by assigning serial numbers to the item names for the number of stops that exist on the route.

[0049] The scheduled arrival time and scheduled departure time for each vehicle at each stop can be calculated by adding the elapsed time at the corresponding stop in the bus stop table T1 by route to the scheduled start time in the vehicle operation status table T4. Note that the scheduled arrival time at each stop may also be calculated by adding an appropriate stop time to the scheduled departure time. The bus stop table T1 by route may also store the elapsed time at the time of arrival at each stop.

[0050] The traffic regulation status table T2 (corresponding to the traffic regulation status information of the present invention) is a table that stores types of traffic regulations. The traffic regulation status table T2 stores information acquired via the communication processing unit 31. The traffic regulation status table T2 may be stored in the storage unit 32 in advance.

[0051] The traffic regulation status table T2 stores, for example, regulation information indicating the scale and status of the obstacle that is the cause of traffic regulation, in association with information such as the predicted time for lifting the regulation, the predicted time for travel delay, and information regarding the regulation of oncoming traffic lanes.

[0052] Restriction information is a data set that indicates the types of restrictions that may occur, and more specifically, it is information that includes identification information for the type of traffic restriction, such as restriction item (type), status (scale), traffic restriction area, weather, time period type, and speed limit.

[0053] The traffic restriction range is an item that indicates the percentage of lanes along the route that are closed when there are multiple lanes along the route where restrictions are in place. For example, it is 0% if there is no restriction, 50% if only one lane is closed on a two-lane road, 33% if one lane out of three lanes is closed, and 100% if all lanes are closed.

[0054] The traffic restriction area may be expressed as the number of lanes that are not passable, instead of the percentage as described above. Also, instead of the information on the traffic restriction area, the number of passable lanes or the passable percentage indicating the passable area may be stored.

[0055] The predicted restriction release time and predicted operation delay time are set in advance according to the type, scale, and situation of the restriction. The predicted restriction release time is stored, for example, as a value calculated from statistics of past actual cases where a restriction of the same type as the restriction item (type) was imposed. Furthermore, when a restriction of that type is imposed, the predicted restriction release time may be updated using the actual value of the restriction release time at that time. The update may be performed every time a restriction is imposed, or may be configured to be performed at appropriate regular intervals.

[0056] For restriction types where traffic restrictions are imposed on oncoming lanes as well, the restriction ID that applies to the oncoming lane is stored as the oncoming vehicle restriction ID. Also, for restriction types where restrictions on oncoming lanes are not imposed, the oncoming vehicle restriction ID field stores "none" or blank information.

[0057] If a traffic regulation or the like that is not in the traffic regulation state table T2 is acquired via the communication processing unit 31, it is stored in the traffic regulation state table T2 as a new type of traffic regulation.

[0058] The route status table T3 (corresponding to the route status information of the present invention) is a table that stores information indicating the status of traffic restrictions and the like for each route. The route status table T3 stores, for example, identification information (route ID) of each route, identification information (oncoming route ID) of the route on the opposite side of the route, and identification information (detour line ID) of the detour line, in association with each other. Note that a detour line for a certain route (route A) is a route that has the same terminal stop as route A but takes a different route from route A.

[0059] The route status table T3 also stores, as restriction information, identification information for the type of traffic restriction (restriction ID), identification information for the target stop (target stop ID), restriction start time, predicted restriction end time, restriction end time, etc. The restriction type information is stored with a serial number assigned to the item name according to the number of times the restriction has occurred.

[0060] The restriction ID field stores the restriction ID that is closest to the restriction content among the restriction IDs stored in the traffic restriction state table T2 at the time of the restriction on each route.

[0061] The identification information for the target bus stop stores the stop IDs of the bus stops that are within the range to which the restriction applies when the restriction is applied on each route. If multiple bus stops apply, the range of stops or all applicable stop IDs are stored.

[0062] The restriction start time stores the time when the restriction started. The predicted restriction end time stores the predicted time when the restriction will end. The predicted restriction end time is calculated, for example, by adding the predicted restriction release time or the predicted operation delay time associated with the restriction ID in the traffic restriction status table T2 to the restriction start time. For example, if the traffic restriction area is 100%, the predicted restriction release time may be added to the restriction start time, and if the traffic restriction area is not 100%, the predicted operation delay time may be added to the restriction start time. The restriction end time stores the time when the restriction that occurred actually ended.

[0063] When multiple traffic restrictions occur on the same route, information having the same route ID but different restriction IDs is added to the route status table T3.

[0064] The vehicle operation status table T4 (corresponding to the operation status information of the present invention) is a table that stores the operation status of each route and each vehicle traveling on that route. For example, for each bus identification information (vehicle ID), the vehicle operation status table T4 stores the on-time operation start time, on-time operation end time, operation status, predicted operation start time, predicted operation end time, operation start time and operation end time for the scheduled route (route ID), as well as the identification information of the changed route (changed route ID), the on-time operation start time and on-time operation end time for the changed route, etc. The changed route ID is the route ID when the bus with that vehicle ID travels on a route different from the route it was originally scheduled to travel. The vehicle operation status table T4 is held for each bus (vehicle).

[0065] The on-time start time and on-time end time of the scheduled route, and the on-time start time and on-time end time of the changed route are so-called timetable information and are set in advance.

[0066] The operation status selectively stores the current operation status, such as "operation completed," "operation in progress," or "pre-departure." The operation status also includes whether the operation is normal or delayed. Furthermore, the operation status may store information such as "operation suspended."

[0067] When no delay is predicted, the predicted operation start time and predicted operation end time are stored as the same times as the on-time operation start time and on-time operation end time, respectively. When a delay is predicted, i.e., when a restriction is acquired by the communication processing unit 31, predicted times that reflect the calculation result of the delay time are stored as the predicted operation start time and predicted operation end time. The calculation of the predicted time will be described in detail later.

[0068] In addition, when separate information is obtained via the communication processing unit 31 about a delay due to factors not stored in the traffic regulation status table T2, such as a delay caused by a delay in the operating company's vehicle preparation, the predicted time reflecting that delay is reflected in the predicted start time and predicted end time of the operation.

[0069] The operation start time and operation end time are stored as the actual times when the vehicle actually started or ended operation. The operation start time and operation end time are stored as values ​​received from each in-vehicle device 10 by the communication processing unit 31, for example.

[0070] The time information stored in the vehicle operation status table T4 and each of the tables T1 to T4 may also include date information. In particular, if the date changes during operation, date information may be added.

[0071] Returning to the explanation of Figure 3, the regulation information storage unit 33 is a functional unit that stores information in the route state table T3 based on the traffic regulation state table T2 (see Figure 4(b)) etc. The processing performed by the regulation information storage unit 33 will be explained below.

[0072] The traffic regulation information storage unit 33 acquires traffic regulation information collected by the operating company and transmitted from organizations such as the police and road traffic information communication system. The traffic regulation information is acquired from the traffic information server 40 via the communication processing unit 31, for example.

[0073] The regulation information storage unit 33 extracts from the traffic regulation state table T2 the regulation ID of the type that is closest to the content of the traffic regulation acquired via the communication processing unit 31, and stores the extracted regulation ID in the route state table T3 (see FIG. 5(a)) in association with the route ID. The regulation information storage unit 33 also takes into consideration the weather information acquired from the weather information server 50 when extracting the regulation ID of the type that is closest to the content of the traffic regulation acquired via the communication processing unit 31.

[0074] When a restriction occurs on each route, the restriction information storage unit 33 extracts the stop IDs of stops that are within the range to which the restriction applies from the route-specific stop table T1, and stores them in the target stops in the route status table T3 in association with the route ID and the restriction ID. When multiple stops apply, the restriction information storage unit 33 stores the range of the stops or all applicable stop IDs in the route status table T3.

[0075] The time when the restriction started is acquired via the communication processing unit 31. The restriction information storage unit 33 stores the time when the restriction started in the restriction start time field in the route state table T3.

[0076] The restriction information storage unit 33 stores the predicted time when the restriction will end in the predicted restriction end time. For example, the restriction information storage unit 33 calculates the scheduled restriction end time by adding the predicted restriction release time associated with the restriction ID in the traffic restriction status table T2 to the restriction start time. In addition, the restriction information storage unit 33 stores the time when the restriction that occurred actually ended in the restriction end time.

[0077] If there is no corresponding traffic regulation even after referring to the traffic regulation state table T2, the regulation information storage unit 33 registers the regulation mode as a new type in the traffic regulation state table T2. If the obstacle-related information (information collected by the operating company, regulation information publicly announced by organizations such as the police and road traffic information communication system, etc.) is insufficient to store in the traffic regulation state table T2, the regulation information storage unit 33 selects similar information from other information stored in the route state table T3, and stores the selected information in the route state table T3 by referring to the data.

[0078] The restriction information storage unit 33 executes a termination process to transition the restriction ID to an end state. The termination process is, for example, a process of recording the restriction end time. Furthermore, the restriction information storage unit 33 erases the restriction ID for which the termination process has been performed from the route status table T3 when an appropriate condition is met. The erasure process is performed when all restrictions on the route in question have been terminated, a certain amount of time has passed since the end of the restriction, all vehicles operating on the route in question for that day or for a specified period have completed their operations, or the start of operations after a date change has arrived. Furthermore, the trigger for the erasure process may be set by an administrator of the system, etc.

[0079] When a change occurs in the restriction type stored in the route status table T3, the restriction information storage unit 33 may change the corresponding set restriction ID. Also, the restriction information storage unit 33 may terminate the corresponding restriction ID and then add and set new restriction information after the change. After changing the restriction ID, the restriction information storage unit 33 recalculates the predicted delay time.

[0080] The image analysis unit 34 is a functional unit that analyzes image data such as images or videos captured by the in-vehicle device 10. The image analysis unit 34 may acquire image data from an appropriate imaging device other than the in-vehicle device 10.

[0081] The image analysis unit 34 uses, for example, an appropriate image analysis technique to develop the photographed data acquired from the in-vehicle device 10 via the communication processing unit 31 into information required for searching the traffic regulation status table T2. For example, the image analysis unit 34 analyzes the photographed data to acquire information about the contents of the traffic regulations (traffic jams, traffic accidents, construction (e.g., road collapses), etc.) included in the photographed data.

[0082] For example, the photographic data is associated with location information about the location where the photographic data was taken in the in-vehicle device 10, etc. Therefore, the image analysis unit 34 can associate the photographic data with the details of the traffic regulations and the location information of the photographic location. The image analysis unit 34 stores the photographic data associated with the details of the traffic regulations, the location information, etc. in the storage unit 32.

[0083] The image analysis unit 34 outputs information obtained from the image analysis (here, the details of the traffic regulations (traffic congestion, traffic accidents, road depressions, etc.) and location information) to the regulation information storage unit 33. Based on the information obtained from the image analysis (the details of the traffic regulations), the regulation information storage unit 33 extracts information on regulation IDs that match the traffic regulations included in the image from the traffic regulation status table T2.

[0084] If there is data in the traffic regulation status table T2 that matches the traffic regulation contained in the image, the regulation information storage unit 33 may associate the photographed data with data in the route status table T3 for a route ID that includes the regulation ID and the location where the photographed data was taken.

[0085] The photographed data associated with the route condition table T3 may be output to the guidance device 60 or the like via the output control unit 38. This makes it possible to play back the photographed data on the guidance device 60 or the like, allowing passengers and the like to visually recognize the types of conditions that may be the cause of traffic restrictions.

[0086] The restriction information storage unit 33 may extract a restriction ID from the traffic restriction status table T2 by referring to related information acquired from the traffic information server 40 or the like, in addition to the information from the photographed data, such as information collected by the operating company, or restriction information publicly known from organizations such as the police or road traffic information and communication system. The restriction information storage unit 33 may refer to related information acquired from the traffic information server 40 or the like when a restriction ID cannot be identified from the information from the photographed data.

[0087] If the restriction information storage unit 33 cannot extract a restriction ID from the traffic restriction status table T2, it may add a new dataset of the restriction type extracted from the photographed data or related information to the traffic restriction status table T2. At this time, if the information of the dataset is insufficient, the restriction information storage unit 33 may select similar restriction information from the traffic restriction status table T2 and refer to the selected restriction information to determine the new dataset to add.

[0088] The regulation information storage unit 33 may also associate the vehicle ID and route ID of the in-vehicle device 10 that captured the image with the captured image data, and update the route status table T3 based on this vehicle ID. For example, even if the details of traffic regulations are obtained by analyzing the image data captured by the in-vehicle device 10, it is possible that the traffic regulations obtained by analysis are not linked to the route ID of the route on which the in-vehicle device 10 is traveling. In this case, the information obtained from the image analysis (regulation ID) can be associated with the route ID and newly stored in the route status table T3. Furthermore, based on the location information associated with the captured image data, the target bus stop can be associated with the newly added regulation ID. With this configuration, the type of traffic regulations that will be implemented can be estimated based on the captured image data and reflected in the operation status prediction.

[0089] The driving state storage unit 35 is a functional unit that stores the driving state and driving prediction of the vehicle in a vehicle driving state table T4.

[0090] When the operation status storage unit 35 acquires the time when the vehicle actually starts or ends operation from each in-vehicle device 10 via the communication processing unit 31, it stores these times as operation start time and operation end time in the vehicle operation status table T4 in association with the vehicle ID. This information is referenced, for example, when notifying passengers of detailed information about the operation status.

[0091] The operation status storage unit 35 calculates the predicted operation start time and predicted operation end time of each vehicle based on the route status table T3 and stores them in the vehicle operation status table T4. The operation status storage unit 35 determines whether the route status table T3 contains a traffic regulation linked to the route ID stored in the vehicle operation status table T4. If the route status table T3 does not contain a regulation ID linked to the route ID, the operation status storage unit 35 stores the same times as the on-time operation start time and on-time operation end time as the predicted operation start time and predicted operation end time, respectively.

[0092] If the route status table T3 contains a restriction ID linked to the route ID, the operation status storage unit 35 extracts the predicted restriction end time from the route status table T3, and stores the time obtained by adding the predicted restriction end time to the scheduled operation start time and the scheduled operation end time as the predicted operation start time and the predicted operation end time in the vehicle operation status table T4.

[0093] The operation status storage unit 35 determines the operation status of the vehicle based on the operation start time, operation end time, predicted operation start time, predicted operation end time, etc., and stores the determined status in the vehicle operation status table T4. For example, if the operation start time is not stored, the operation status is set to "before departure." If the operation start time is stored but the operation end time is not, the operation status is set to "in operation." If the operation end time is stored, the operation status is set to "end of operation." Furthermore, the operation status storage unit 35 stores different operation statuses for "in operation" and "end of operation" depending on whether a delay has occurred. That is, if the predicted operation delay time is 0, the operation status is stored as "normal operation" or "normal operation completed," which includes information indicating normal operation. If the predicted operation delay time is not 0, the operation status is stored as "delayed operation" or "delayed operation completed," which includes information indicating a delay.

[0094] The change determination unit 36 ​​is a functional unit that determines whether to change the bus route (corresponding to the route of the present invention) that the user is taking to an alternative detour route. For example, the change determination unit 36 ​​determines to change the bus route to an alternative detour route (route change) when a predetermined condition is met on a route where traffic restrictions occur. The conditions for route change include, for example, when the extent of traffic restrictions is equal to or greater than a predetermined value, when the predicted operation start time in the vehicle operation status table T4 is later than the scheduled operation start time by a predetermined time or more, i.e., when the predicted delay time is equal to or greater than a predetermined time, when the operation status in the vehicle operation status table T4 is suspended, etc. Therefore, when a significant delay or failure to arrive at the destination is predicted, an alternative plan can be presented to the user.

[0095] For example, when the conditions for a route change are met, the change determination unit 36 ​​extracts the identification information (detour line ID) of the detour line associated with the route ID in the route status table T3 and stores the detour line ID as the identification information of the changed route (changed route ID) in the vehicle operation status table T4. The detour line ID is registered as a route ID in the route-specific stop table T1, and the required travel time and the locations of the stops on the detour line can be determined by referring to the route-specific stop table T1. In addition, the change determination unit 36 ​​stores the on-time operation start time and on-time operation end time of the detour line ID as on-time operation start time 2 and on-time operation end time 2, respectively, in the vehicle operation status table T4.

[0096] If the route ID is not associated with a detour line ID in the route status table T3, the change determination unit 36 ​​will not change the route even if the route change conditions are met.

[0097] Furthermore, the change determination unit 36 ​​may determine whether to adopt a detour line based on the presence or absence of traffic restriction information on the extracted detour line. The change determination unit 36 ​​may, for example, determine whether a bus stop included in the extracted detour line is within a traffic restriction range. For example, if a bus stop on the detour line is within a traffic restriction range, the change determination unit 36 ​​may decide not to change the route. Furthermore, if some of the multiple bus stops included in the detour line are within a traffic restriction range, the change determination unit 36 ​​may determine whether to change the route based on the number or percentage of bus stops within the traffic restriction range, the predicted end time of the restriction, the predicted delay time, etc.

[0098] The type of traffic regulation on the detour line referred to by the change determination unit 36 ​​may be the same as the type occurring on the regulation-applied route that is the subject of route change determination, or may be a type different from the regulation type. When a traffic regulation on the detour line that is different from the traffic regulation occurring on the subject route is occurring, the change determination unit 36 ​​may suspend operation on the subject route.

[0099] The change determination unit 36 ​​may decide to suspend operation of the route when any condition is met. For example, the change determination unit 36 ​​may decide to suspend operation when the predicted delay time is equal to or longer than a predetermined time. For vehicles associated with the route for which operation has been suspended, "suspension of operation" is stored as the operation status in the vehicle operation status table T4.

[0100] The change determination unit 36 ​​may directly transmit the decision to change the route or stop operation to the in-vehicle device 10 or the guidance device 60 via the communication processing unit 31, or may transmit information recommending the change of route or stop operation to an appropriate administrator terminal. In this case, whether or not to actually change the route or stop operation may be decided appropriately by an administrator or the like who visually checks the administrator terminal, and the decision may be transmitted to the in-vehicle device 10 or the guidance device 60 in response to an operation on the administrator terminal.

[0101] The time prediction unit 37 is a functional unit that predicts the time at which a passenger will arrive at each stop on a route that the passenger is currently using or plans to use. The time prediction unit 37, for example, refers to the route-specific stop table T1 to extract the scheduled travel time from the start of operation to the arrival at each stop on the target route.

[0102] The time prediction unit 37 also extracts information on the vehicle ID associated with the route ID that the passenger is using or planning to use from the vehicle operation status table T4, and acquires the predicted operation start time and the predicted operation end time.The time prediction unit 37 then calculates the predicted arrival time at the destination stop based on the scheduled travel time from the start of operation to the destination stop and the predicted operation start time.

[0103] In addition, if there are multiple vehicle IDs associated with one route ID, the predicted arrival time at the boarding stop can be calculated based on the scheduled travel time from the start of operation to the boarding stop and the predicted start time of operation, and the vehicle ID whose predicted arrival time is after the scheduled boarding time and closest to the scheduled boarding time can be used as the vehicle the user will board (the specific vehicle ID that is the target of processing by the time prediction unit 37).

[0104] Furthermore, when there are multiple vehicle ID candidates, the time prediction unit 37 may identify a specific vehicle ID to be processed based on a predetermined priority order. For example, the time prediction unit 37 may identify a vehicle ID with the smallest delay time as a specific vehicle ID to be processed.

[0105] Furthermore, the time prediction unit 37 outputs the calculated predicted time of arrival at the destination bus stop and the like to the output control unit 38.

[0106] The time prediction unit 37 may change the predicted time of arrival at the destination bus stop in consideration of weather information acquired from the weather information server 50. In the case of so-called bad weather, road conditions deteriorate, and there is a high probability of delays occurring. Therefore, for example, when the weather is bad or bad weather is forecasted, the time prediction unit 37 delays the predicted time of arrival at the destination bus stop by a given amount of time.

[0107] The time prediction unit 37 may refer to the route status table T3, and if either the boarding stop or the destination stop is within the restricted range, or if any stop between the boarding stop and the destination stop is within the restricted range, may delay the predicted arrival time at the destination stop based on the predicted restriction end time in the route status table T3 relative to the predicted arrival time or predicted departure time of the stop that the bus passes through after the stop within the restricted range.

[0108] The time prediction unit 37 may predict the delay time, predicted arrival time, or predicted departure time based on the operating status of buses in the oncoming lane. For example, the time prediction unit 37 may refer to the route status table T3 to extract the oncoming route ID of the target route and detect whether a restriction ID is associated with the oncoming route ID. If a restriction ID is associated with the target route ID, the time prediction unit 37 may delay the predicted arrival time at the destination bus stop based on the predicted restriction end time in the route status table T3.

[0109] Furthermore, the time prediction unit 37 searches the vehicle operation status table T4 for the oncoming route ID and extracts the vehicle ID of a bus operating on the oncoming route (which is an example of a second bus different from the bus to be predicted), i.e., the oncoming vehicle. If this bus satisfies a predetermined first condition (for example, if it is delayed for a predetermined time or more due to traffic regulations), the predicted departure time or predicted arrival time of the bus to be predicted, or the predicted arrival time at the destination bus stop, may be delayed by any time.

[0110] The output control unit 38 is a functional unit that outputs the information predicted by the time prediction unit 37 to the guiding device 60. The output control unit 38 may output the information to a user terminal 100 that has the functions of the guiding device 60. The output control unit 38 may transmit the information to the guiding device 60 via the communication processing unit 31.

[0111] The output control unit 38 outputs to the guidance device 60, for example, the predicted bus departure time at the user's boarding stop, the predicted arrival time at the user's destination stop, and the like.

[0112] The output control unit 38 may vary the type of information to be output depending on the type of guidance device 60 or the type of location where the guidance device 60 is installed. For example, if the guidance device 60 is a user terminal 100, the output control unit 38 outputs the predicted departure time at the bus stop where the passenger plans to board. Also, for example, the output control unit 38 does not output the predicted departure time at the bus stop to a guidance device 60 installed on a bus. This configuration makes it possible to make operation predictions that reflect in detail delays that occur due to traffic regulations. As a result, it is possible to more accurately predict the bus operation status.

[0113] Here, the flow of the process in which the bus information guidance device 30 outputs information related to the bus operation status will be described with reference to Figures 6 to 8. Note that in the following description, the order of steps can be changed as appropriate.

[0114] FIG. 6 is a flowchart showing an example of the flow of a process for storing traffic regulation information in the bus information guidance system 1 (creating the route status table T3).

[0115] (Step SP11) When the communication processing unit 31 acquires the traffic regulation information, the process proceeds to step SP12. The traffic regulation information includes regulation information such as identification information (type) of traffic regulation type, status (scale), and speed regulation, as well as location information such as the location where the regulation type occurs and the traffic regulation area.

[0116] (Step SP12) The traffic regulation information storage unit 33 extracts the regulation ID corresponding to the traffic regulation information acquired in step SP11 from the traffic regulation status table T2, and then the process proceeds to step SP13.

[0117] (Step SP13) The traffic regulation information storage unit 33 associates the regulation ID extracted in step SP12 with the route ID in the route status table T3. At this time, the traffic regulation information storage unit 33 determines the route ID to associate with the regulation ID based on the location information included in the traffic regulation information. Then, the process proceeds to step SP14.

[0118] (Step SP14) Furthermore, the restriction information storage unit 33 stores target stops that are subject to the restriction type in the route status table T3 based on the location information included in the acquired traffic restriction information and the route-specific stop table T1. Then, the process proceeds to step SP15.

[0119] (Step SP15) The restriction information storage unit 33 stores the restriction start time and the predicted restriction end time in the route state table T3.

[0120] This completes the series of processes shown in Fig. 6. The processes shown in Fig. 6 are, for example, repeatedly and continuously performed at regular time intervals.

[0121] FIG. 7 is a flowchart showing an example of the process flow for storing the predicted service start time and predicted service end time in the bus information guidance system 1 (creating the vehicle service status table T4).

[0122] (Step SP21) The operation status storage unit 35 refers to the route status table T3 and determines whether there is a restriction type associated with the route ID associated with the vehicle in which the on-board device 10, whose operation start time has been acquired, is installed. If no restriction type is associated with the route ID (NO in step SP21), the process proceeds to step SP22. If a restriction type is associated with the route ID (YES in step SP21), the process proceeds to step SP23.

[0123] (Step SP22) The operation status storage unit 35 stores the on-time operation start time and on-time operation end time as the predicted operation start time and predicted operation end time in the vehicle operation status table T4, and then the process proceeds to step SP24.

[0124] (Step SP23) The operation status storage unit 35 obtains the restriction start time, predicted restriction end time, and restriction end time information associated with the route ID from the route status table T3, and calculates the predicted operation start time and predicted operation end time based on this information and the scheduled operation start time and scheduled operation end time, and stores these in the vehicle operation status table T4.

[0125] For example, if it is determined from the restriction start time, predicted restriction end time, and restriction end time information that a vehicle on a certain route ID is delayed due to a restriction, the predicted operation start time and predicted operation end time for vehicles on the same route ID that are not yet in operation are delayed based on the predicted restriction end time and restriction end time information. Referring to the route ID ROUTE-0004 shown in FIG. 5, the restriction is expected to continue until 12:05 due to REGU-011 with restriction ID 2. Therefore, the operation status storage unit 35 calculates the predicted operation start time and predicted operation end time for the vehicle ID associated with the return journey of ROUTE-0004, i.e., the oncoming route ID (ROUTE-1004) of ROUTE-0004, in the vehicle operation status table T4, by adding the difference between 12:05 and the current time to the on-time operation start time and the on-time operation end time. Instead of calculating the difference between 12:05 and the current time, the predicted delay time for the restriction ID (REGU-001 in this case) associated with ROUTE-1004 may be obtained from the traffic restriction status table T2, and the obtained time may be added to the on-time start time and on-time end time. Then, the process proceeds to step SP24.

[0126] (Step SP24) When the bus information display device 30 acquires the operation start time from the in-vehicle device 10 or the like, the process proceeds to step SP25.

[0127] (Step SP25) The operation status storage unit 35 stores the operation start time and operation status acquired in step SP21 in the vehicle operation status table T4. For example, if operation starts later than the scheduled operation start time, the operation status storage unit 35 stores "operating with delay" in the operation status of the vehicle operation status table T4. Then, the process proceeds to step SP26.

[0128] (Step SP26) The operation status storage unit 35 determines whether or not the restrictions for the route ID associated with the vehicle on which the on-board device 10 for which the operation start time was acquired is installed have changed. For example, the operation status storage unit 35 may invert whether or not the restrictions have changed by acquiring that the restriction information storage unit 33 has updated the route status table T3 and the contents of that update. If the restrictions have not changed (NO in step SP26), the process proceeds to step SP30. If the restrictions have changed (YES in step SP26), the process proceeds to step SP27.

[0129] (Step SP27) The change determination unit 36 ​​determines whether the restrictions on the route ID associated with the vehicle in which the on-board device 10, whose operation start time has been acquired, is installed satisfy the conditions for changing the route. If the conditions for changing the route are not satisfied (NO in step SP27), the process proceeds to step SP28. If the conditions for changing the route are satisfied (YES in step SP27), the process proceeds to step SP29.

[0130] (Step SP28) As in step SP23, the operation status storage unit 35 obtains the restriction start time, predicted restriction end time, and restriction end time information associated with the route ID from the route status table T3, calculates the predicted operation start time and predicted operation end time based on this information and the on-time operation start time and on-time operation end time, and stores these in the vehicle operation status table T4. The operation status storage unit 35 also corrects the operation status as necessary. Then, the process proceeds to step SP30.

[0131] (Step SP29) The change determination unit 36 ​​extracts identification information (detour line ID) of the detour line associated with the line ID from the line status table T3, and stores the detour line ID in the changed line ID field in the vehicle operation status table T4. The change determination unit 36 ​​also stores the on-time operation start time and on-time operation end time of the detour line ID in the on-time operation start time 2 and on-time operation end time 2 fields in the vehicle operation status table T4, respectively, in association with the detour line ID. Then, the processing proceeds to step SP30.

[0132] (Step SP30) The operation status storage unit 35 determines whether the bus information guidance device 30 has acquired the operation end time from the in-vehicle device 10 or the like. If the operation end time has not been acquired (NO in step SP30), the process returns to step SP21. That is, the processes from step SP21 to step SP30 are repeated until the vehicle ends operation. If the operation end time has been acquired (YES in step SP30), the process proceeds to step SP31.

[0133] (Step SP31) The operation status storage unit 35 stores the acquired operation end time in the vehicle operation status table T4. The operation status storage unit 35 also corrects the operation status to "normal operation end" or "delayed operation end."

[0134] This completes the series of processes shown in Fig. 7. The processes shown in Fig. 7 are, for example, repeatedly and continuously performed at regular time intervals.

[0135] FIG. 8 is a flowchart showing an example of the flow of processing by the bus information guidance system 1 to calculate a predicted arrival time at a destination bus stop.

[0136] (Step SP41) The user terminal 100 transmits information about the boarding stop and the destination stop to the bus information display device 30, which is received by the communication processing unit 31 of the bus information display device 30. The process then proceeds to step SP42.

[0137] (Step SP42) The time prediction unit 37 extracts the route ID including the boarding stop and the destination stop from the route-specific stop table T1. This determines the route (route ID) of the bus the user will board. Then, the process proceeds to step SP43.

[0138] (Step SP43) The time prediction unit 37 identifies the vehicle ID associated with the route ID extracted in step SP42 from the vehicle operation status table T4 as the specific vehicle ID. If multiple vehicle IDs are associated with one route ID, the time prediction unit 37 calculates the estimated arrival time at the boarding stop based on the scheduled travel time from the start of operation to the boarding stop and the estimated start time of operation, and identifies the vehicle ID whose estimated arrival time is after the scheduled boarding time and closest to the scheduled boarding time as the specific vehicle ID. Then, the process proceeds to step SP44.

[0139] (Step SP44) The time prediction unit 37 determines whether or not a detour line ID is associated with the specific vehicle ID. If a detour line ID is not associated (NO in step SP44), the process proceeds to step SP45. If a detour line ID is associated (YES in step SP44), the process proceeds to step SP46.

[0140] (Step SP45) If the detour line ID is not associated (NO in step SP44), the route will not be changed, so the time prediction unit 37 obtains the predicted operation start time from the vehicle operation status table T4, and the process then proceeds to step SP47.

[0141] (Step SP46) If a detour line ID is associated (YES in step SP44), the time prediction unit 37 obtains the operation start time (on-time operation start time 2) associated with the detour line ID from the vehicle operation status table T4 to change the route, and then the process proceeds to step SP47.

[0142] If a detour line ID is associated with the specific vehicle ID (YES in step SP44), the time prediction unit 37 may change the specific vehicle ID to another vehicle ID that is associated with the same route ID but is not associated with the detour line ID. In this case, the predicted operation start time of the changed specific vehicle ID may be obtained from the vehicle operation state table T4.

[0143] (Step SP47) The time prediction unit 37 calculates the predicted arrival time at which the bus will arrive at the destination stop based on the predicted operation start time acquired in step SP45 or the operation start time acquired in step SP46. For example, the time prediction unit 37 refers to the information on the route ID or detour line ID on which the specific vehicle ID operates in the route-specific stop table T1, extracts the scheduled travel time from the start of operation to the destination stop, and calculates the predicted arrival time by adding the scheduled travel time to the predicted operation start time or the operation start time.

[0144] (Step SP48) The time prediction unit 37 determines whether or not there are traffic restrictions on the route to the destination stop. For example, the time prediction unit 37 determines whether or not there is information associated with the route ID or detour line ID on which the specific vehicle ID operates, based on the route status table T3. If there is information associated with the route ID or detour line ID on which the specific vehicle ID operates, the time prediction unit 37 determines whether or not the boarding stop or the destination stop is included in the information. If the boarding stop or the destination stop is included, the time prediction unit 37 determines whether or not there are traffic restrictions on the route to the destination stop.

[0145] If there is a traffic regulation on the route to the destination bus stop (YES in step SP48), the process proceeds to step SP49. If there is no traffic regulation on the route to the destination bus stop (NO in step SP48), the process proceeds to step SP50.

[0146] (Step SP49) The time prediction unit 37 acquires the predicted delay time due to the restriction from the route status table T3 and corrects the predicted arrival time based on the predicted delay time. For example, if at least one of the following two conditions is not met: (1) the restriction occurs at the user's destination stop or at a stop before the destination stop, and (2) the time period during which the restriction occurs overlaps with the operating time of the bus the user is riding, the time prediction unit 37 sets the predicted delay time to 0. Also, for example, if both of the above conditions (1) and (2) are met, the time prediction unit 37 delays the predicted arrival time based on the predicted restriction end time.

[0147] Here, the processing of step SP49 will be explained using an example in which a user boards a vehicle traveling on ROUTE-1004, the boarding stop is STOP-0048, and the destination stop is STOP-0045. Referring to the route status table T3, a restriction of REGU-001 occurs between STOP-0047 and STOP-0046, which are stops between the boarding stop and the destination stop. If the scheduled arrival time of at least one of STOP-0047 and STOP-0046 falls within the restricted time period, the predicted operation delay time (10 minutes, see traffic restriction status table T2) due to the restriction of REGU-001 is reflected in the predicted arrival times of stops after STOP-0047. If a bus traveling on ROUTE-1004 has a scheduled arrival time of 11:55 at STOP-0046, the predicted arrival time of that bus at STOP-0046 is 12:05, which is 10 minutes later than the scheduled arrival time of 11:55. Therefore, the time prediction unit 37 sets the time at which the bus will arrive at STOP-0046 to 12:05.

[0148] Next, the time prediction unit 37 refers to the bus stop table T1 by route, and acquires the time from STOP-0046, which is the last stop in the restricted section, to the destination stop STOP-0045. For example, if the bus stop table T1 by route shows that the elapsed time to STOP-0046 is 15 minutes and the elapsed time to STOP-0045 is 19 minutes, the time prediction unit 37 calculates that the time required to travel from STOP-0046 to STOP-0045 is 4 minutes.

[0149] Next, the time prediction unit 37 adds the time it takes for the bus to travel from STOP-0046 to STOP-0045 (4 minutes) to the time the bus will arrive at STOP-0046, the last stop in the restricted section (12:05), and calculates the estimated arrival time at the destination stop, STOP-0045, as 12:09.

[0150] (Step SP50) If there are no traffic restrictions on the route to the destination bus stop, the time prediction unit 37 sets the predicted arrival time calculated in step SP47 as the predicted arrival time at the destination bus stop.

[0151] This completes the process of calculating the predicted arrival time shown in Fig. 8. In this way, the time prediction unit 37 can calculate the predicted arrival time taking traffic regulations into consideration. Note that the time prediction unit 37 may also modify the predicted arrival time at the destination bus stop calculated in steps SP49 and SP50 based on the weather, etc.

[0152] The output control unit 38 transmits the predicted arrival time calculated by the time prediction unit 37 to the in-vehicle device 10, the guidance device 60, etc. Furthermore, if the photographed data analyzed by the image analysis unit 34 in the route status table T3 is associated with a route ID, the output control unit 38 may transmit the photographed data associated with the route ID along with the predicted arrival time to the guidance device 60, etc. In this way, if a traffic regulation is in place on the route of the bus that the user plans to board and a regulation ID is linked to the route ID that is the target of prediction, the photographed data of the location where the cause of the traffic regulation is occurring can be displayed on the guidance device 60, etc.

[0153] According to this embodiment, it is possible to accurately predict the arrival time of a bus while taking into account traffic regulations.

[0154] The above describes an embodiment of the present invention in detail with reference to the drawings, but the specific configuration is not limited to this embodiment, and design changes and the like are also included within the scope that does not deviate from the gist of the present invention. [Explanation of symbols]

[0155] 1: Bus information system 10: In-vehicle device 11: Sensor group 12: Speed ​​sensor 13: Acceleration sensor 14: Accelerator opening sensor 15: Position sensor 16: Communication device 30: Bus information display device 31: Communication processing unit 32: Storage section 33: Regulatory information storage section 34: Image analysis unit 35: Operation status storage unit 36: Change determination section 37: Time prediction section 38: Output control section 40: Traffic information server 50: Weather information server 60: Guidance device 61: Output section 62: Communication processing unit 70: Control device 72: Communication equipment 74: Storage device 76:CPU 78: Memory 100: User terminal

Claims

1. A bus information guidance system that calculates a destination arrival predicted time, which is a predicted arrival time at a destination stop of a bus traveling along a route that passes through a plurality of stops including at least a boarding stop where a user boards and a destination stop of the user, a storage unit for storing traffic regulation status information in which predicted operation delay times in the event of traffic regulations being imposed are associated with the types and levels of the traffic regulations; a traffic control information acquisition unit that acquires traffic control information occurring along the travel route; a time prediction unit that calculates the predicted destination arrival time based on the traffic regulation state information and the regulation information acquired by the regulation information acquisition unit; an output control unit that outputs the predicted arrival time of the destination; A bus information guidance system comprising:

2. The storage unit stores route status information that stores the type of traffic regulation and identification information of target stops, The time prediction unit calculates the predicted arrival time of the destination based on the route condition information.

2. The bus information system according to claim 1, wherein:

3. An image analysis unit that acquires information about the traffic regulations from the photographed data is further provided, The photography data is associated with the route condition information, The output control unit outputs the photographed data together with the predicted time of arrival at the destination.

3. The bus information system according to claim 1 or 2.

4. a change determination unit that determines to change the travel route to an alternative detour route when a predetermined condition is met on the route where the traffic regulation is in effect; 4. The bus information guidance system according to claim 1, further comprising:

5. A bus information guidance method for calculating a destination arrival predicted time, which is a predicted arrival time at a destination stop of a bus traveling along a route that passes through a plurality of stops including at least a boarding stop where a user boards and a destination stop of the user, the method comprising: acquiring restriction information occurring on the travel route; a step of acquiring traffic regulation status information from a storage unit in which predicted operation delay times in the event of traffic regulation being imposed are associated with the type and level of the traffic regulation, and calculating the predicted arrival time at the destination based on the traffic regulation status information and the regulation information; outputting the predicted time of arrival at the destination; A bus information guidance method comprising:

6. A bus information guidance program that calculates a destination arrival predicted time, which is a predicted arrival time at a destination stop of a bus traveling along a route that passes through a plurality of stops including at least a boarding stop where a user boards and a destination stop of the user, Computer, at least a storage unit for storing traffic regulation status information in which predicted operation delay times in the event of traffic regulations being imposed are associated with the types and levels of the traffic regulations; a restriction information acquisition unit that acquires restriction information occurring on the travel route; a time prediction unit that calculates the predicted arrival time of the destination based on the traffic regulation state information and the regulation information acquired by the regulation information acquisition unit; an output control unit that outputs the predicted arrival time of the destination; A bus information guide program characterized by causing the program to function as a bus information guide program.

Images