Transportation equipment management support device, transportation equipment management support method, and transportation equipment management support program

Abstract

This invention provides a transportation equipment management support device, a transportation equipment management support method, and a transportation equipment management support program that make it easy to simultaneously grasp the delay status of multiple transportation devices. [Solution] The system includes a first acquisition means (communication unit 13) for acquiring map information, a second acquisition means (communication unit 13) for acquiring information regarding the location of a train, which is a specific type of transport device located within the area related to the map information, a third acquisition means (communication unit 13) for acquiring delay time information, which is information regarding the delay time of the train, if the train is delayed, an eighth acquisition means (communication unit 13) for acquiring total delay time information by summing up the delay times for the entire route on which the train operates, a first display control means (control unit 11) for displaying a map on a display means based on the map information acquired by the first acquisition means, and a sixth display control means (control unit 11) for displaying the total delay time information together with the map.

Description

Technical Field

[0001] The present invention relates to a transportation equipment management support device, a transportation equipment management support method, and a transportation equipment management support program.

Background Art

[0002] For example, when employees of passenger transportation companies (hereinafter referred to as "passenger transportation companies") who handle transportation equipment that transports passengers according to a predetermined operation plan, such as station staff, railway company employees such as train crew, bus company employees such as drivers, and airline employees such as passengers and ground staff, conduct their work, it is important to accurately grasp information such as the location of each transportation equipment (train, bus, airplane, etc.) during operation and the delay time. Therefore, a system aimed at providing railway company employees with the position information and delay information of each train during operation is known (for example, see Patent Document 1).

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] When a delay occurs in the operation of transportation equipment that transports passengers according to a predetermined operation plan, since delays often occur simultaneously in a plurality of transportation equipment, employees of passenger transportation companies need to grasp the delay situation of the plurality of transportation equipment in which delays have occurred. However, in the system described in Patent Document 1, in order to display information regarding delays of transportation equipment such as trains, it is necessary to hover the cursor over the icon representing the transportation equipment to display a pop-up screen. Since the delay status can only be grasped for transportation equipment for which such a pop-up screen is displayed, in order to grasp the delay status of multiple transportation equipment experiencing delays, it is necessary to display the pop-up screen for each transportation equipment individually, which is extremely time-consuming.

[0005] The object of the present invention is to provide a transportation equipment management support device, a transportation equipment management support method, and a transportation equipment management support program that make it easy to simultaneously grasp the delay status of multiple transportation devices. [Means for solving the problem]

[0006] To solve the above problems, the invention described in claim 1 relates to a transportation equipment management support device, A first acquisition method for acquiring map information, A second acquisition means for acquiring information regarding the location of a train, which is a specific type of transportation device located within the area related to the aforementioned map information, A third acquisition means for acquiring delay time information, which is information regarding the delay time of the train, when the aforementioned train is delayed. An eighth acquisition means for obtaining total delay time information by summing up the aforementioned delay times for the entire line on which the aforementioned train operates, A first display control means causes a display means to display a map based on the map information acquired by the first acquisition means, A sixth display control means that displays the total delay time information along with the map, It is characterized by having the following features.

[0007] The invention described in claim 2 is a transportation equipment management support device described in claim 1, A second display control means that displays a first icon at the location of the train on the map if the delay time of the train does not exceed a predetermined first time, A third display control means that, when the delay time of the aforementioned train exceeds a predetermined first time, causes a second icon to be displayed in place of the first icon at the location of the aforementioned train on the map, It is characterized by having the following features.

[0008] The invention described in claim 3 is a transportation equipment management support device according to claim 1 or 2, A sixth acquisition means for obtaining information regarding the number of passengers or occupancy rate of each train running on a railway line, A fifth display control means causes the display means to display the total number of passengers based on the information regarding the number of passengers or the occupancy rate acquired by the sixth acquisition means, It is characterized by having the following features.

[0009] The invention described in claim 4 is a transportation equipment management support method performed by a transportation equipment management support device, The first acquisition step involves obtaining map information, A second acquisition step involves acquiring information regarding the location of a train, which is a specific type of transportation device located within the area related to the aforementioned map information. If the aforementioned train is experiencing a delay, a third acquisition step is to acquire delay time information, which is information regarding the delay time of the aforementioned train. An eighth acquisition step involves summing up the aforementioned delay times for the entire line on which the aforementioned train operates to obtain total delay time information, Based on the map information acquired in the first acquisition step, a first display control step causes the display means to display a map, A sixth display control step in which the total delay time information is displayed together with the map, It is characterized by including.

[0010] The invention described in claim 5 is a transportation equipment management support method described in claim 4, A second display control step in which, if the delay time of the aforementioned train does not exceed a predetermined first time, a first icon is displayed at the location of the aforementioned train on the map, When the delay time of the train exceeds a predetermined first time, a third display control step of displaying a second icon instead of the first icon at the location of the train on the map; It is characterized by including the following.

[0011] The invention according to claim 6 is the method for supporting the management of transportation equipment according to claim 4 or 5, A sixth acquisition step of acquiring information regarding the number of passengers or the passenger occupancy rate of each train running on the railway line; A fifth display control step of causing a display means to display the total number of passengers based on the information regarding the number of passengers or the passenger occupancy rate acquired in the sixth acquisition step; It is characterized by including the following.

[0012] The invention according to claim 7 is in a transportation equipment management support program, A computer, A first acquisition means for acquiring map information, A second acquisition means for acquiring information regarding the location of a train, which is a specific type of transportation equipment located within the area related to the map information, A third acquisition means for acquiring delay time information, which is information regarding the delay time of the train when the train is delayed, An eighth acquisition means for acquiring total delay time information by totaling the delay times of the entire route on which the train runs, A first display control means for causing a display means to display a map based on the map information acquired by the first acquisition means, A sixth display control means for displaying the total delay time information together with the map, It is characterized by causing it to function as follows.

[0013] The invention according to claim 8 is the transportation equipment management support program according to claim 7, The computer, A second display control means for displaying a first icon at the location of the train on the map when the delay time of the train does not exceed a predetermined first time, When the delay time of the train exceeds a predetermined first time, third display control means for causing a second icon to be displayed in place of the first icon at the location of the train on the map. characterized by causing it to function as.

[0014] The invention according to claim 9 is the transport equipment management support program according to claim 7 or 8, causing the computer to sixth acquisition means for acquiring information regarding the number of passengers or the passenger occupancy rate of each train running on a railway line; fifth display control means for causing the total number of passengers to be displayed on the display means based on the information regarding the number of passengers or the passenger occupancy rate acquired by the sixth acquisition means; characterized by causing it to function as.

Effect of the Invention

[0015] According to the present invention, it is possible to provide a transport equipment management support device, a transport equipment management support method, and a transport equipment management support program that make it easy to grasp the delay status of a plurality of transport equipment simultaneously.

Brief Description of the Drawings

[0016] [Figure 1] It is a block diagram showing the configuration of a train management support system according to an embodiment. [Figure 2] It is a flowchart showing the flow of operations when checking the on-line status etc. of a train management support system according to an embodiment. [Figure 3] It is a flowchart showing the flow of operations when transitioning from a diagram to a map in a train management support system according to an embodiment. [Figure 4] It is a flowchart showing the flow of operations when transitioning from a map to a diagram in a train management support system according to an embodiment. [Figure 5] It is a flowchart showing the flow of operations when transitioning from the display of trains located between stations to a map in a train management support system according to an embodiment. [Figure 6]This flowchart shows the flow of operations when determining the number of personnel to be dispatched and the dispatch route for trains stopping between stations according to the embodiment of the train management support system. [Figure 7] This is a flowchart illustrating the flow of operations when determining an evacuation route from a train stopped between stations in the train management support system according to the embodiment. [Figure 8] This flowchart shows the workflow of the train management support system according to the embodiment when determining the section of track where train operations will be suspended based on information issued by a local government. [Figure 9] This flowchart shows the flow of operations when a train management support system according to the embodiment issues a vehicle evacuation order based on information issued by a local government. [Figure 10] This flowchart shows the flow of operations when determining whether or not it is necessary to move a train stopped between stations during a disaster, according to the embodiment of the train management support system. [Figure 11] This flowchart shows the operation flow of the train management support system according to the embodiment when an alert is issued in the event of a landslide hazard. [Figure 12] This figure shows the first train occupancy status viewing screen of the train management support system according to the embodiment. [Figure 13] This figure shows the second train occupancy status viewing screen of the train management support system according to the embodiment. [Figure 14] This figure shows the third train occupancy status viewing screen of the train management support system according to the embodiment. [Figure 15] This figure shows the fifth train occupancy status viewing screen of the train management support system according to the embodiment. [Figure 16] This diagram shows the transition of icons in the train management support system during train delays according to the embodiment, where (a) is the state where only the train icon is displayed, (b) is the state where the first delay indicator is displayed in addition to the train icon, and (c) is the state where the second delay indicator is displayed in addition to the train icon. [Figure 17] This figure shows the facility-specific disaster information display screen of the train management support system according to the embodiment. [Modes for carrying out the invention]

[0017] The following describes a train management support system 100, which is an embodiment of the present invention, based on Figures 1 to 17. However, the technical scope of the present invention is not limited to the illustrated examples.

[0018] [Explanation of the Structure] As shown in Figure 1, the train management support system 100 is comprised of various servers owned by the railway operator that manages and operates the train management support system 100, namely, a management server 1, a map information server 2, a train information server 3, a personnel information server 4, a disaster information server 5, and a route information server 6, as well as employee terminals 7, which are terminal devices used by each employee of the railway operator. These devices are connected via a communication network N.

[0019] Furthermore, each of the above-mentioned servers does not necessarily need to be provided separately; a single device may perform the functions of all of these servers. Conversely, each of the above servers does not necessarily have to be implemented by a single device; multiple devices connected via a communication network N may be used to realize the functions of each server.

[0020] [1 Management Server] Management Server 1 is, for example, a computer owned by a railway operator that manages and operates the train management support system 100, and it uses information obtained from other servers to perform the processing described in the operation description below. As shown in Figure 1, the management server 1 is configured to include, for example, a control unit 11, a storage unit 12, and a communication unit 13.

[0021] [(1) Control Unit] The control unit 11 is the part that controls the operation of the management server 1, and is configured with, for example, a CPU (Central Processing Unit), ROM (Read Only Memory), RAM (Random Access Memory), etc., and comprehensively controls each part of the management server 1 through cooperation between the program data stored in the storage unit 12 and the CPU.

[0022] [(2) Storage section] The storage unit 12 is the part that stores various information necessary for the operation of the management server 1. For example, it is composed of an HDD (Hard Disk Drive), semiconductor memory, etc., and stores data necessary for the operation of the management server 1, as described in the operation description below, and data generated by the management server 1, in a read-write manner from the control unit 11. Furthermore, the memory unit 12 stores a program that includes various commands to the control unit 11 for operating the management server 1. The operation of the management server 1, as described in the operation explanation below, will be performed according to the program stored in the memory unit 12.

[0023] [(3) Communications Department] The communication unit 13 is used for communication between the management server 1 and other devices that constitute the train management support system 100. For example, it is a communication interface that includes a communication IC (Integrated Circuit) and a communication connector. Under the control of the control unit 11, it performs data communication via the communication network N using a predetermined communication protocol.

[0024] [2 Map Information Server] Map information server 2 is, for example, a computer owned by a railway operator that manages and operates the train management support system 100, and as described later, stores map information D1 and transmits it to management server 1.

[0025] As shown in Figure 1, the map information server 2 is configured similarly to the management server 1, for example, by including a control unit 21, a storage unit 22, and a communication unit 23.

[0026] The configurations of the control unit 21 and the communication unit 23 are identical to those of the control unit 11 and the communication unit 13 in the management server 1. The storage unit 22, like the storage unit 12 in the management server 1, is composed of, for example, an HDD, semiconductor memory, etc., and stores the map information D1.

[0027] [3 Train Information Server] The train information server 3 is, for example, a computer owned by a railway operator that manages and operates the train management support system 100. As described later, it stores the train's current location information D2, occupancy rate information D3, operation plan information D4, and elapsed time information D5, and transmits them to the management server 1.

[0028] As shown in Figure 1, the train information server 3 is configured similarly to the management server 1, for example, by comprising a control unit 31, a storage unit 32, and a communication unit 33.

[0029] The configurations of the control unit 31 and the communication unit 33 are identical to those of the control unit 11 and the communication unit 13 in the management server 1. The storage unit 32, like the storage unit 12 in the management server 1, is composed of, for example, an HDD, semiconductor memory, etc., and stores the location information D2, occupancy rate information D3, operation plan information D4, and elapsed time information D5.

[0030] [4 Personnel Information Server] Personnel information server 4 is, for example, a computer owned by a railway operator that manages and operates the train management support system 100, and as described later, stores personnel list information D17 and personnel location information D18 and transmits them to management server 1.

[0031] As shown in Figure 1, the personnel information server 4 is configured similarly to the management server 1, for example, by comprising a control unit 41, a storage unit 42, and a communication unit 43.

[0032] The configurations of the control unit 41 and the communication unit 43 are identical to those of the control unit 11 and the communication unit 13 in the management server 1. The storage unit 42, like the storage unit 12 in the management server 1, is composed of, for example, an HDD, semiconductor memory, etc., and stores personnel list information D17 and personnel location information D18.

[0033] [5. Disaster Information Server] Disaster information server 5 is, for example, a computer owned by a railway operator that manages and operates the train management support system 100. As described below, it stores evacuation order information D19, precipitation information D25, river water level information D26, heavy rain warning risk distribution information D33, and landslide impact area information D34, and transmits them to management server 1.

[0034] As shown in Figure 1, the disaster information server 5 is configured similarly to the management server 1, for example, by including a control unit 51, a storage unit 52, and a communication unit 53.

[0035] The configurations of the control unit 51 and the communication unit 53 are identical to those of the control unit 11 and the communication unit 13 in the management server 1. The storage unit 52, like the storage unit 12 in the management server 1, is composed of, for example, an HDD, semiconductor memory, etc., and stores evacuation order information D19, precipitation information D25, river water level information D26, heavy rain warning risk distribution information D33, and landslide disaster impact area information D34.

[0036] [6 Route Information Server] Route information server 6 is, for example, a computer owned by a railway operator that manages and operates the train management support system 100. As described later, it stores route information D20, no-stopping area information D30, and disaster situation information D31, and transmits them to management server 1.

[0037] As shown in Figure 1, the route information server 6 is configured similarly to the management server 1, for example, by comprising a control unit 61, a storage unit 62, and a communication unit 63.

[0038] The configurations of the control unit 61 and the communication unit 63 are identical to those of the control unit 11 and the communication unit 13 in the management server 1, respectively. The storage unit 62, like the storage unit 12 in the management server 1, is composed of, for example, an HDD, semiconductor memory, etc., and stores route information D20, no-stopping area information D30, and disaster situation information D31.

[0039] [7 Staff Terminals] The employee terminal 7 is an information device, such as a smartphone or tablet, owned by each employee of the railway company, and is used to display information received from the management server 1, as described later. Although only one employee terminal 7 is shown in Figure 1, in reality, numerous employee terminals 7, each owned by an employee of the railway company, are connected to the management server 1 via the communication network N.

[0040] As shown in Figure 1, the employee terminal 7, like the management server 1, for example, is equipped with a control unit 71, a storage unit 72, and a communication unit 73, and is further equipped with a display unit 74, an operation unit 75, and a location information acquisition unit 76.

[0041] The configurations of the control unit 71 and the communication unit 73 are identical to those of the control unit 11 and the communication unit 13 in the management server 1. The storage unit 72, like the storage unit 12 in the management server 1, is composed of, for example, an HDD, semiconductor memory, etc., and stores a program that includes various commands to the control unit 71 for operating the employee terminal 7, as will be described in the operation description below.

[0042] The display unit 74 includes a display such as an LCD (Liquid Crystal Display), and displays an image on the display based on a display control signal output from the control unit 71.

[0043] The operation unit 75 includes, for example, a keyboard having character input keys, numeric input keys, and other keys associated with various functions, and receives operation input from the user of the employee terminal 7 and outputs an operation signal corresponding to the operation input to the control unit 71. The operation unit 75 may also be, for example, a touch panel formed integrally with the display unit 74.

[0044] The location information acquisition unit 76 is the part that acquires information regarding the location of the employee terminal 7, and for example, a GPS (Global Positioning System) receiver is used. The GPS receiver receives GPS signals, which are positioning radio waves provided from multiple GPS satellites that make up the GPS, and uses these to acquire location information of the employee terminal 7, and by extension, the railway operator's employee who possesses the employee terminal 7. Furthermore, the location information acquisition unit 76 does not need to be a GPS receiver, as it can be any device capable of acquiring location information from the employee terminal 7. For example, a receiver for signals related to other satellite positioning systems may be used.

[0045] [8 Communication Networks] The communication network N is, for example, the internet, a telephone network, a mobile phone network, a wireless LAN network, etc., and connects the various devices that make up the train management support system 100, as shown in Figure 1. The communication network N is not particularly limited as long as it is capable of connecting the various devices that make up the train management support system 100 as described above, and enabling the transmission and reception of data between them.

[0046] [2. Explanation of Operation] Next, the operation of the train management support system 100 according to this embodiment will be described. The operation of the train management support system 100 is broadly divided into normal operation (steps S11 to S14) and disaster operation (steps S21 to S26).

[0047] [1 Normal operation] First, the normal operation of the train management support system 100 will be explained according to the flowcharts in Figures 2 to 5. In this context, "normal conditions" refers to a state in which no disaster has occurred, and delays caused solely by problems with individual trains are also included in the definition of normal conditions.

[0048] [(1) Step S11: Confirmation of train occupancy status, etc.] First, the operation of checking the train's location and other information using the train management support system 100 will be explained according to the flowchart in Figure 2.

[0049] [A. Flow of Operations] When using this system to check the location status of each train, railway company staff perform the prescribed operations using the operation unit 75 of the staff terminal 7 to establish a connection between the staff terminal 7 and the management server 1. Once a connection is established with employee terminal 7, management server 1 obtains map information D1 from map information server 2 (step S11-1).

[0050] Map information D1 is information relating to maps of all areas where trains managed by this system may potentially travel. The format of the map is not particularly limited. Furthermore, the map information D1 includes information relating to the locations of railway lines, stations, and train depots located within the area, information relating to the geographical extent of local governments located within the area (map boundaries of local governments), information relating to the locations of rivers flowing through the area, information relating to the elevation of each point within the area, and information relating to the congestion status of roads running through the area.

[0051] As for the specific acquisition method, for example, the control unit 11 of the management server 1 sends a predetermined command from the communication unit 13 to the map information server 2 via the communication network N to send map information D1. Upon receiving this command, the control unit 21 of the map information server 2 sends the map information D1 stored in the storage unit 22 to the management server 1 via the communication network N from the communication unit 23. The management server 1 then acquires the map information D1 by receiving the data sent from the map information server 2 via the communication unit 13.

[0052] Next, the control unit 11 of the management server 1 obtains from the train information server 3 the following: location information D2, which is information relating to the location of each train (the position of the train on the tracks) located within the area related to map information D1; occupancy rate information D3, which is information relating to the occupancy rate (number of passengers / capacity) of each train located within the area related to map information D1; operation plan information D4, which is information relating to the operation plan of each train located within the area related to map information D1; and elapsed time information D5, which is information relating to the elapsed time since each train departed the previous station located within the area related to map information D1 (step S11-2). Train operation plan information D4 contains information about the stations where each train stops, as well as the arrival and departure times at each station, showing the schedule in which each train will operate. Furthermore, the trains from which location information D2, occupancy rate information D3, operation plan information D4, and elapsed time information D5 are acquired may include all trains located within the area covered by map information D1, including freight trains and trains being moved to a different location, or they may be limited to trains currently carrying passengers.

[0053] Specifically, the control unit 11 of the management server 1 sends a predetermined command from the communication unit 13 to the train information server 3 via the communication network N to transmit the on-track location information D2, occupancy rate information D3, operation plan information D4, and elapsed time information D5. Upon receiving this command, the control unit 31 of the train information server 3 transmits the on-track location information D2, occupancy rate information D3, operation plan information D4, and elapsed time information D5 stored in the storage unit 32 from the communication unit 33 to the management server 1 via the communication network N. The management server 1 then receives the data transmitted from the train information server 3 via the communication unit 13, thereby acquiring the on-track location information D2, occupancy rate information D3, operation plan information D4, and elapsed time information D5.

[0054] Next, the control unit 11 of the management server 1 generates the first occupancy status viewing screen G1 as shown in Figure 12 (step S11-3). The first train location status viewing screen G1, as shown in Figure 12, is a screen that displays a map G11, a timetable G12, and route information G13.

[0055] Map display G11 shows a map of the entire region related to the map information D1 acquired in step S11-1.

[0056] The diagram display G12 shows a diagram related to a train currently running on a specific route, based on the operation plan information D4 obtained in step S11-2. The diagram display G12 includes the route selection field G121, the direction selection field G122, and the diagram display field G123.

[0057] The route selection field G121 is an input field for selecting the route to be displayed in the diagram display field G123, and is configured so that railway company employees using the employee terminal 7 can select the route by operating the control unit 75. The initially selected route is arbitrary; it can be set to automatically select the route displayed in the diagram display area G123 during the previous use, or a specific route can be set to automatically select.

[0058] The direction selection field G122 is an input field for selecting the direction of the train to be displayed in the diagram display field G123. It is configured so that railway company employees using the employee terminal 7 can select the direction by operating the control unit 75. Possible train directions include all directions, up, down, bound for XX, etc. The initial direction selected is arbitrary; it can be set to automatically select the direction displayed in diagram display area G123 during the previous use, or a specific direction can be set to automatically select.

[0059] The diagram display area G123 is a display area that shows diagrams for trains on the route selected in the route selection area G121 and in the direction selected in the direction selection area G122. Specifically, the diagram display area G123 includes a station name display area G1231 that displays station names, a graph display area G1232 that displays a graph showing the operation plan of each train, and a train number display area G1233 that displays the train number of each train.

[0060] The route information display G13 shows the total number of passengers (total passengers) based on the occupancy rate information D3 obtained in step S11-2 and the capacity of each train, as well as the total delay time (total delay time) based on the elapsed time information D5 obtained in step S11-2. Route information display G13 includes a route selection field G131, a destination selection field G132, a total passenger count display field G133, and a total delay time display field G134.

[0061] The route selection field G131 is an input field for selecting the route to be displayed in the total passenger count display field G133 and the total delay time display field G134. It is configured so that railway company employees using the employee terminal 7 can select the route by operating the control unit 75. The initially selected route is arbitrary; it may be set to automatically select the route displayed in the total passenger count display field G133 and the total delay time display field G134 during the previous use, or a specific route may be set to automatically select.

[0062] The destination selection field G132 is an input field for selecting the destination of the train to be displayed in the total passenger count display field G133 and the total delay time display field G134. It is configured so that railway company employees using the employee terminal 7 can select the destination by operating the control unit 75. Possible destinations for trains include all directions, up, down, and bound for XX. The initially selected direction is arbitrary; it may be set to automatically select the direction displayed in the total passenger count display field G133 and the total delay time display field G134 during the previous use, or a specific direction may be set to automatically select.

[0063] The total passenger count display field G133 shows the total number of passengers for all trains on the route selected in the route selection field G131 and in the direction selected in the direction selection field G132, displayed as a bar graph for each time period. The total delay time display field G134 is a display field that shows the total delay time for all trains on the route selected in the route selection field G131 and in the direction selected in the direction selection field G132, as a bar graph for each time period.

[0064] When the first occupancy status viewing screen G1 is generated, the control unit 11 of the management server 1 transmits the data related to the screen (first occupancy status viewing screen data D6) to the employee terminal 7 via the communication network N from the communication unit 13, along with a command to display the screen on the display unit 74 (step S11-4).

[0065] In the employee terminal 7, which has received the first location status viewing screen data D6 by the communication unit 73, the control unit 71 displays the first location status viewing screen G1 on the display unit 74 based on the received first location status viewing screen data D6, in accordance with the command from the management server 1 (step S11-5).

[0066] Furthermore, after the first occupancy status viewing screen G1 is displayed on the display unit 74, steps S11-2 to S11-5 are repeated at predetermined time intervals. As a result, the first occupancy status viewing screen G1 displayed on the display unit 74 of the employee terminal 7 is updated at predetermined time intervals, and the display unit 74 of the employee terminal 7 always displays the first occupancy status viewing screen G1 based on the latest information. The same principle applies to the second, third, fourth, fifth, and sixth train location status viewing screens, G1A, G1B, G1C, and G1C, which will be described later.

[0067] When the first train location status viewing screen G1 is displayed on the display unit 74, the railway operator using the employee terminal 7 performs a predetermined operation using the operation unit 75 to set the range of the area to be displayed on the map display G11 (step S11-6). The setting method is not particularly limited as long as it allows the railway operator using the employee terminal 7 to set any display range.

[0068] When a display range is set on the employee terminal 7, display range information D7, which is information related to the set display range, is transmitted from the communication unit 73 to the management server 1 via the communication network N (step S11-7). Upon receiving this information, the control unit 11 of the management server 1 generates a second occupancy status viewing screen G1A as shown in Figure 13 (step S11-8).

[0069] The second train location status viewing screen G1A is the same as the first train location status viewing screen G1, but with the map display G11 replaced by a map display G11A whose display range is limited according to the display range information D7. The first train location status viewing screen G1 and the second train location status viewing screen G1A may be seamlessly switched between by adjusting the display range using icons displayed on the screen (enlarge icon G117 and reduce icon G118).

[0070] Furthermore, if the displayed area is smaller than the predetermined area, the map display G11A includes, as shown in Figure 13, a track display G111 which shows the railway tracks within that area, a station icon G112 which is an icon indicating a station located on the track related to the track display G111, and a train icon G113 which is an icon indicating a train located on the track related to the track display G111. Above the train icon G113, a train number display G116 which shows the train number of the train is displayed.

[0071] As shown in Figure 13, the train icon G113 is displayed as a rectangular prism rising upwards from the train's position on the track display G111 of the map display G11A. Its height corresponds to the train's occupancy rate, as determined by the occupancy rate information D3 obtained in step S11-2. In other words, the higher the occupancy rate according to the occupancy rate information D3, the taller the train icon G113 becomes. The icon height may change gradually in proportion to the occupancy rate, or it may change in stages, such as setting it to the first height when the occupancy rate is below a predetermined first height, the second height when the occupancy rate is above the predetermined first height but below the predetermined second height, the third height when the occupancy rate is above the predetermined second height but below the predetermined third height, and the fourth height when the occupancy rate is above the predetermined third height. Both the gradual and staged cases are included in the case where the height of the train icon G113 changes according to the occupancy rate related to the occupancy rate information D3.

[0072] Furthermore, it is preferable to use different train icons (G113) for trains stopped at a station and trains located between stations, so that trains stopped at a station and trains located between stations can be distinguished. Figure 13 illustrates the case where three triangles facing the direction of travel are displayed for trains located between stations, while the middle triangle for trains stopped at a station is a square.

[0073] Furthermore, if in step S11-2 the location information D2, occupancy rate information D3, operation plan information D4, and elapsed time information D5 for all trains located within the area related to map information D1 are obtained, then all trains located within the display range of map display G11A should be selected. Furthermore, in step S11-2, if the location information D2, occupancy rate information D3, operation plan information D4, and elapsed time information D5 are obtained only for trains that are transporting passengers located within the area related to map information D1, then the train icon G113 should be displayed only for trains that are transporting passengers located within the display range of map display G11A. In addition, in step S11-2, information on all trains located within the area related to map information D1 is obtained, and in step S11-8, information on trains currently transporting passengers located within the display range of map display G11A is extracted, and train icons G113 are displayed only for the extracted trains to generate the second train location viewing screen G1A.

[0074] When the second occupancy status viewing screen G1A is generated, the control unit 11 of the management server 1 transmits the data related to the screen (second occupancy status viewing screen data D8) to the employee terminal 7 via the communication network N from the communication unit 13, along with a command to display the screen on the display unit 74 (step S11-9).

[0075] In the employee terminal 7, which has received the second location status viewing screen data D8 by the communication unit 73, the control unit 71 displays the second location status viewing screen G1A on the display unit 74 based on the received second location status viewing screen data D8, in accordance with the command from the management server 1 (step S11-10).

[0076] [Explanation of the effect] According to the train management support system 100 of this embodiment, the following effects can be obtained by confirming the train's location and other information as described above.

[0077] In other words, according to this embodiment, the management server 1 acquires map information D1 from the map information server 2, acquires train location information D2 and occupancy rate information D3 from the train information server 3, generates a second train location status viewing screen G1A based on these, and transmits the second train location status viewing screen data D8, which is the data related to the screen, to the staff terminal 7, thereby causing the staff terminal 7 to display the second train location status viewing screen G1A on the display unit 74. As a result, the control unit 11 of the management server 1 displays the map display G11A based on the map information D1 on the display unit 74 of the employee terminal 7, and also displays train icons G113, which are icons indicating the train's position, on the map display G11A, with their height changing according to the train's occupancy rate.

[0078] Therefore, railway company employees using the employee terminal 7 can grasp the train occupancy rate simply by looking at the height of the train icon G113 displayed on the second train occupancy status viewing screen G1A. This makes it possible to provide railway company employees using the employee terminal 7 with information on train congestion in a visually easy-to-understand format.

[0079] [(2) Step S12: Transition from diagram to map] Next, we will explain the operation of displaying the location status of selected trains on the map, following the flowchart in Figure 3.

[0080] [A. Flow of Operations] In step S11-10, with the second train location status viewing screen G1A displayed on the display unit 74, if a railway operator using the employee terminal 7 wants to check the location status of a specific train among the trains whose schedule is displayed on the schedule display G12, specifically its location and congestion status, they select that train from the schedule display G12 (step S12-1).

[0081] Specifically, you select the desired route from the route selection field G121, then select the desired direction from the direction selection field G122, and then, from the list of train numbers displayed in the train number display field G1233 within the displayed diagram display field G123, you select the train number of the train whose status you want to check by clicking, tapping, or performing other operations using the operation unit 75.

[0082] When a specific train is selected from the diagram display G12 on the employee terminal 7, the control unit 71 of the employee terminal 7 transmits the diagram selection train information D9, which is information relating to the train selected from the diagram, from the communication unit 73 to the management server 1 via the communication network N (step S12-2). Upon receiving this information, the control unit 11 of the management server 1 generates the third train occupancy status viewing screen G1B as shown in Figure 14 (step S12-3).

[0083] The third train location status viewing screen G1B is a variation of the second train location status viewing screen G1A, in which the map display G11A is changed to map display G11B, which displays the area of ​​the map to be around the location of the train selected in step S12-1, and displays the train icon G113 related to the train selected in step S12-1, as well as the train details display G114 which displays details about the train.

[0084] Train details display G114, as shown in Figure 14, is a display field that shows detailed information about the train selected in step S12-1, specifically the previous station, next station, train number, affiliated depot, train set number, number of passengers / carriers, occupancy rate, and delay time.

[0085] When the third occupancy status viewing screen G1B is generated, the control unit 11 of the management server 1 transmits the data related to the screen (third occupancy status viewing screen data D10) to the employee terminal 7 via the communication network N from the communication unit 13, along with a command to display the screen on the display unit 74 (step S12-4).

[0086] In the employee terminal 7, which has received the third location status viewing screen data D10 by the communication unit 73, the control unit 71 displays the third location status viewing screen G1B on the display unit 74 based on the received third location status viewing screen data D10, in accordance with the command from the management server 1 (step S12-5).

[0087] [Explanation of the effect] According to the train management support system 100 of this embodiment, the following effects can be obtained by transitioning the display from a diagram to a map as described above.

[0088] In other words, according to this embodiment, the management server 1 acquires operation plan information D4 from the train information server 3, generates a second train location status viewing screen G1A based on this information, and transmits the second train location status viewing screen data D8, which is the data related to the screen, to the staff terminal 7, thereby causing the staff terminal 7 to display the diagram display G12 included in the second train location status viewing screen G1A on the display unit 74.

[0089] Then, when one of the trains whose diagrams are displayed in the diagram display field G123 of the diagram display G12 is selected by an employee of the railway operator using the employee terminal 7, a third train location viewing screen G1B is generated, which displays a train icon G113 indicating the running position of the selected train on the map display G11B, which is a map display including the running position of the selected train. The third train location viewing screen data D10, which is the data related to this screen, is transmitted to the employee terminal 7, so that the third train location viewing screen G1B is displayed on the display unit 74 of the employee terminal 7. This allows the display unit 74 to display a map display G11B, which includes the train's location on a map selected by a railway operator employee using the employee terminal 7, from among the trains whose diagrams are displayed in the diagram display area G123. Additionally, a train icon G113 indicating the location of the train selected by the railway operator employee using the employee terminal 7 can be displayed on the map display G11B.

[0090] Therefore, railway company employees using the employee terminal 7 can view information related to trains selected from the timetable on a map, making it easy to link and understand information related to train operation plans with information related to train locations on the map.

[0091] [(3) Step S13: Transition from map to diagram] Next, we will explain the process of displaying the timetable for the selected train on the map, following the flowchart in Figure 4.

[0092] [A. Flow of Operations] In step S11-10, with the second train location status viewing screen G1A displayed on the display unit 74, if a railway operator using the employee terminal 7 wants to check the timetable of a specific train among the trains whose train icon G113 is displayed on the map display G11A, they select that train from the map display G11A (step S13-1).

[0093] Specifically, from the train icons G113 displayed on the map display G11A, the train icon G113 corresponding to the train for which you want to check the timetable can be selected by clicking, tapping, or performing other operations using the operation unit 75.

[0094] When an icon for a specific train is selected from the train icons G113 displayed on the map display G11A in the employee terminal 7, the control unit 71 of the employee terminal 7 transmits map selection train information D11, which is information related to the train selected from the map display G11A, from the communication unit 73 to the management server 1 via the communication network N (step S13-2). Upon receiving this information, the control unit 11 in the management server 1 generates the fourth train occupancy status viewing screen (step S13-3).

[0095] The fourth train location viewing screen is a modified version of the second train location viewing screen G1A. The diagram display G12 is set so that the route on which the train related to the map-selected train information D11 travels is selected in the route selection field G121, and the direction to which the train related to the map-selected train information D11 is heading is selected in the direction selection field G122, so that the diagram of the train related to the map-selected train information D11 is displayed in the diagram display field G123.

[0096] When the fourth occupancy status viewing screen is generated, the control unit 11 of the management server 1 transmits the data related to the screen (fourth occupancy status viewing screen data D12) to the employee terminal 7 via the communication network N from the communication unit 13, along with a command to display the screen on the display unit 74 (step S13-4).

[0097] In the employee terminal 7, which has received the fourth location status viewing screen data D12 by the communication unit 73, the control unit 71 displays the fourth location status viewing screen on the display unit 74 based on the received fourth location status viewing screen data D12, in accordance with the command from the management server 1 (step S13-5).

[0098] [Explanation of the effect] According to the train management support system 100 of this embodiment, the following effects can be obtained by transitioning the display from a map to a diagram as described above.

[0099] In other words, according to this embodiment, the management server 1 acquires operation plan information D4 from the train information server 3, generates a second train location status viewing screen G1A based on this information, and transmits the second train location status viewing screen data D8, which is the data related to the screen, to the staff terminal 7, thereby causing the staff terminal 7 to display the diagram display G12 included in the second train location status viewing screen G1A on the display unit 74.

[0100] Then, when one of the trains whose train icon G113 is displayed on the map display G11A is selected by an employee of the railway operator using the employee terminal 7, a fourth train location viewing screen is generated, which includes a diagram display G12 that shows the operation plan of the selected train. The fourth train location viewing screen data D12, which is the data related to this screen, is transmitted to the employee terminal 7, causing the fourth train location viewing screen to be displayed on the display unit 74 of the employee terminal 7. This allows the display unit 74 to display a diagram display G12, which includes a diagram showing the train operation plan of trains selected by a railway operator employee using the employee terminal 7 from among the trains whose train icons G113 are displayed on the map display G11A.

[0101] Therefore, railway company employees using employee terminal 7 will be able to check the operation plan of a train they have selected from the map, and it will be easy to link information related to the train's location on the map with information related to the operation plan.

[0102] [(4) Step S14: Transition from displaying trains located between stations to the map] Next, we will explain the operation of displaying a list of trains located between railway stations, and then displaying the location status of selected trains on a map, following the flowchart in Figure 5.

[0103] [A. Flow of Operations] In step S11-10, with the second track location viewing screen G1A displayed on the display unit 74, if a railway operator using the employee terminal 7 wants to check a list of trains located between railway stations (points between stations on the tracks) (hereinafter referred to as "trains located between stations"), they perform a predetermined operation using the operation unit 75. When this operation is performed, the control unit 71 transmits information indicating that the above operation has been performed, namely the trains located between stations display instruction information D13, from the communication unit 73 to the management server 1 via the communication network N (step S14-1).

[0104] In the management server 1, which has received the inter-station train location display instruction information D13 via the communication unit 13, the control unit 11 generates a fifth train location status viewing screen G1C as shown in Figure 15 (step S14-2).

[0105] The fifth train location status viewing screen G1C is a modified version of the second train location status viewing screen G1A, where the inter-station train location display G14, which shows a list of trains located between stations, is overlaid on the map display G11A.

[0106] As shown in Figure 15, the G14 display for trains located between stations shows the line name, direction, train number, current section, number of cars, passengers / capacity (occupancy rate), and elapsed time since departure from the previous station for each train located between stations. Furthermore, trains located between stations are displayed in descending order of elapsed time since departure from the previous station. The method for extracting trains located between stations is not particularly limited, but for example, it can be done by comparing the location information D2 of each train obtained in step S11-2 with the location of each station included in the map information D1 obtained in step S11-1, and determining whether the location of each train is at a station or somewhere other than a station.

[0107] Furthermore, as shown in Figure 15, the inter-station train display G14 is provided with a condition setting field G141 for setting the conditions for the inter-station trains that are displayed. This configuration allows railway company employees using the employee terminal 7 to set the conditions for the inter-station trains that are displayed by operating the operation unit 75. It is preferable to be able to set conditions for the displayed trains located between stations, such as a minimum elapsed time of a certain number of minutes since departure from the previous station, as shown in Figure 15.

[0108] When the fifth occupancy status viewing screen G1C is generated, the control unit 11 of the management server 1 transmits the data related to the screen (fifth occupancy status viewing screen data D14) to the employee terminal 7 via the communication network N from the communication unit 13, along with a command to display the screen on the display unit 74 (step S14-3).

[0109] In the employee terminal 7, which has received the fifth location status viewing screen data D14 by the communication unit 73, the control unit 71 displays the fifth location status viewing screen G1C on the display unit 74 based on the received fifth location status viewing screen data D14, in accordance with the command from the management server 1 (step S14-4).

[0110] In step S14-4, with the fifth train location status viewing screen G1C displayed on the display unit 74, if a railway operator using the employee terminal 7 wants to check the location status of a specific train among the trains located between stations displayed on the inter-station train display G14, specifically its location and congestion status, they select the train from the inter-station train display G14 (step S14-5).

[0111] Specifically, from the list of trains located between stations displayed on the inter-station train display G14, the user can select the display (each row on the inter-station train display G14) related to the train whose location they want to check by clicking, tapping, or performing other operations using the operation unit 75.

[0112] When a specific train is selected from the inter-station train display G14 on the employee terminal 7, the control unit 71 of the employee terminal 7 transmits the inter-station train selection information D15, which is information relating to the train selected from the inter-station train display G14, from the communication unit 73 to the management server 1 via the communication network N (step S14-6). Upon receiving this information, the control unit 11 of the management server 1 generates the sixth train occupancy status viewing screen (step S14-7).

[0113] The sixth train location viewing screen is a modified version of the third train location viewing screen G1B, where the map display G11B is set to show a map area around the location of the train selected in step S14-5, and a train icon G113 related to the train selected in step S14-5 is displayed. Around the train icon G113, a train details display G114 related to the details of the train selected in step S14-5 is displayed.

[0114] When the sixth occupancy status viewing screen is generated, the control unit 11 of the management server 1 transmits the data related to the screen (sixth occupancy status viewing screen data D16) to the employee terminal 7 via the communication network N from the communication unit 13, along with a command to display the screen on the display unit 74 (step S14-8).

[0115] In the employee terminal 7, which has received the sixth location status viewing screen data D16 by the communication unit 73, the control unit 71 displays the sixth location status viewing screen on the display unit 74 based on the received sixth location status viewing screen data D16, in accordance with the command from the management server 1 (step S14-9).

[0116] [Explanation of the effect] According to the train management support system 100 of this embodiment, the following effects can be obtained by transitioning the display from the display of trains located between stations to a map as described above.

[0117] In other words, according to this embodiment, the management server 1 generates a fifth train location status viewing screen G1C that includes a train location display G14 between stations, and transmits the fifth train location status viewing screen data D14, which is data related to the screen, to the staff terminal 7, thereby causing the staff terminal 7 to display the train location display G14, which is a display of a list of trains located between stations and is included in the fifth train location status viewing screen G1C, on the display unit 74.

[0118] Then, when one of the trains displayed on the inter-station train location display G14 is selected by a railway operator using the employee terminal 7, a sixth train location viewing screen is generated, which displays a train icon G113 indicating the selected train's location on the map display G11B including the selected train's location. The sixth train location viewing screen data D16, which is the data related to this screen, is transmitted to the employee terminal 7, causing the employee terminal 7 to display the sixth train location viewing screen on the display unit 74. This allows the display unit 74 to display a map display G11B that includes the running position of the train selected on the inter-station train display G14, and also to display a train icon G113 on the map display G11B that indicates the running position of the train selected on the inter-station train display G14.

[0119] Therefore, railway company employees using the employee terminal 7 can check a list of trains located between railway stations, and if the list contains a train whose location they wish to check, they can also check the location of that train on a map.

[0120] [(5) Regarding the transition of delayed display] Next, the transitions in the display of train delay status in this system will be explained according to Figure 16.

[0121] [A. Transition of displayed icons] In the second, third, fourth, fifth, and sixth train location status viewing screens, if the delay time of the train is less than a predetermined first time (e.g., 3 minutes), nothing is displayed around the train icon G113, as shown in Figure 16(a), and only the train icon G113 is displayed.

[0122] In contrast, if the delay time of the train is greater than or equal to a predetermined first time (e.g., 3 minutes) but less than a predetermined second time (e.g., 10 minutes), a first delay indicator G115A is displayed, as shown in Figure 16(b), indicating that the train is delayed by more than or equal to a predetermined first time but less than a predetermined second time. The first delay indicator G115A only needs to be distinguishable from the state where only the train icon G113 is displayed and the state where the second delay indicator G115B (described later) is displayed around the train icon G113. For example, as shown in Figure 16(b), a circular area of ​​a predetermined color (e.g., yellow) can be displayed around the train icon G113. When the first delay indicator G115A is displayed around the train icon G113 in this way, it can be seen as an icon indicating a train whose delay exceeds a predetermined first time but does not exceed a predetermined second time.

[0123] Furthermore, if the delay time of the train in question exceeds a predetermined second time (for example, 10 minutes), a second delay indicator G115B will be displayed, as shown in Figure 16(c), indicating that the train is delayed by a predetermined second time or more. The second delay indicator G115B only needs to be distinguishable from the state where only the train icon G113 is displayed and the state where the first delay indicator G115A is displayed around the train icon G113. For example, as shown in Figure 16(c), a circular area can be displayed around the train icon G113 in a predetermined color (e.g., red) that is different from the first delay indicator G115A. When the second delay indicator G115B is displayed around the train icon G113 in this way, it can be seen as an icon indicating a train whose delay exceeds a predetermined second time.

[0124] As described above, the second train location status viewing screen G1A, the third train location status viewing screen G1B, the fourth train location status viewing screen, the fifth train location status viewing screen G1C, and the sixth train location status viewing screen displayed on the display unit 74 of the staff terminal 7 are updated at predetermined time intervals. When the train delay time increases to a predetermined first time or more, for trains where only the train icon G113 was previously displayed, an icon with the first delay display G115A displayed around the train icon G113 will be displayed. When the delay time exceeds a predetermined second time or more, for trains where an icon with the first delay display G115A displayed around the train icon G113 was previously displayed, an icon with the second delay display G115B displayed around the train icon G113 will be displayed.

[0125] In the above explanation, we described the case where only the train icon G113 is displayed when the train delay is less than the first hour, where the first delay indicator G115A is displayed in addition to the train icon G113 when the train delay is between the first hour and the second hour, and where the second delay indicator G115B is displayed in addition to the train icon G113 when the delay is between the second hour and the second hour. However, the terms "less than ~ hours" and "~ hours or more" do not limit whether or not the value is included. It is also possible to display only the train icon G113 when the train delay is less than or equal to the first hour, where the first delay indicator G115A is displayed in addition to the train icon G113 when the train delay is greater than the first hour and less than or equal to the second hour, and where the second delay indicator G115B is displayed in addition to the train icon G113 when the train delay is greater than the second hour. In any case, if only the train icon G113 is displayed, it corresponds to the icon displayed when the train delay time does not exceed the first time; if the train icon G113 and the first delay indicator G115A are displayed, the combined display of these corresponds to the icon displayed when the train delay time exceeds the predetermined first time but does not exceed the second time; and if the train icon G113 and the second delay indicator G115B are displayed, the combined display of these corresponds to the icon displayed when the train delay time exceeds the predetermined second time.

[0126] Furthermore, the display is not limited to the three stages described above. For example, the display of the second delay indicator G115B may be limited to cases where the train delay time does not exceed a predetermined third time. If the train delay time exceeds the predetermined third time, a third delay indicator different from the first delay indicator G115A and the second delay indicator G115B may be displayed. The same applies to the fourth delay indicator and beyond.

[0127] [I. Regarding the method of obtaining information related to delay time] In order to transition the icons as described above, it is necessary for the management server 1 to obtain information regarding the delay time of each train. The information regarding the delay time of each train may be obtained directly from a system that manages information regarding train delay times externally, and can be received by the communication unit 13, or it may be calculated on the management server 1 as follows.

[0128] In other words, train delays can occur in two ways: when a train is stopped between stations it is not supposed to stop at due to an accident involving a person or equipment failure, or when a train is stopped at a station but the stopping time is longer than it should be.

[0129] In the case of stops between stations, the delay time can be calculated using information about trains located between stations.

[0130] In other words, the elapsed time information D5 that the management server 1 obtains from the train information server 3 in step S11-2 is information relating to the elapsed time since each train departed the previous station. If this elapsed time since departure from the previous station exceeds the normal time required for the train to arrive at the next station after departing the previous station, the train will be delayed by the amount of this excess time. Therefore, the delay time for a train located between stations can be calculated by subtracting the predetermined time that is scheduled to be required for a train located between stations to arrive at the next station after departing the previous station from the elapsed time since the train located between stations departed the previous station.

[0131] For example, if the normal time it takes for a train to travel from the previous station A to the next station B is 5 minutes, and 10 minutes have passed since the train departed from station A, the delay time would be calculated as 10 - 5 = 5 minutes. Furthermore, if a train experiences delays during travel across multiple sections (between stations), the delay times calculated in this manner for each section should be added together, and the total delay time for each section should be used as the train's overall delay.

[0132] In contrast, when a train stops at a station, the delay time can be calculated using information about trains that are currently stopped at that station (trains located at a station).

[0133] In other words, if the stopping time of a train at a station exceeds the normal time scheduled for the train to stop at that station, the train will be delayed by the amount of this excess time. Therefore, the management server 1 can obtain information regarding the stopping time of each train at a station, for example by receiving it from an external system via the communication unit 13, and then calculate the delay time of trains located at a station by subtracting the predetermined time scheduled for the train to stop at that station from that time.

[0134] For example, if a train normally stops at station A for 5 minutes, and that train stops at station A for 10 minutes, the delay time would be calculated as 10 - 5 = 5 minutes. If a train experiences delays at multiple stations, the delay times calculated in this manner at each station should be added together, and the total delay time at each station should be used as the train's total delay time.

[0135] Furthermore, if both delays occur between stations and at individual stations, the total train delay can be calculated by adding up the delay times calculated as described above for each section between stations and the delay times at each station.

[0136] [Explanation of the effect] According to the train management support system 100 of this embodiment, the following effects can be obtained by transitioning the display regarding the train delay status as described above.

[0137] In other words, according to this embodiment, the management server 1 acquires map information D1 from the map information server 2, and further acquires information regarding train delay times by receiving it from an external system or by calculating it itself. Based on this, it generates screens such as the second train location status viewing screen G1A, and transmits the data related to the generated screen to the staff terminal 7, so that the staff terminal 7 displays the second train location status viewing screen G1A or other screens on the display unit 74. The second train location status viewing screen G1A and other screens are generated such that if the train delay time does not exceed a predetermined first time, only the train icon G113 is displayed; if the train delay time exceeds a predetermined first time but does not exceed a predetermined second time, the first delay display G115A is displayed around the train icon G113; and if the train delay time exceeds a predetermined second time, the second delay display G115B is displayed around the train icon G113.

[0138] In other words, as shown in Figures 16(b) and 16(c), the display of the first delay indicator G115A or the second delay indicator G115B around the train icon G113 can be considered as a single icon. Also, since screens such as the second train location viewing screen G1A are updated at predetermined time intervals, the control unit 11 of the management server 1 will display an icon consisting only of the train icon G113 on the display unit 74 of the employee terminal 7 if the train delay time does not exceed a predetermined first time. If the train delay increases and the delay time exceeds the predetermined first time, it will replace the icon consisting only of the train icon G113 with an icon displaying the first delay indicator G115A around the train icon G113. If the train delay further increases and the delay time exceeds a predetermined second time, it will replace the icon displaying the first delay indicator G115A around the train icon G113 with an icon displaying the second delay indicator G115B around the train icon G113.

[0139] Therefore, railway company employees using the employee terminal 7 can grasp the delay status of multiple trains at once, even when multiple trains are displayed on the screen, simply by identifying the type of icon displayed on the second train location viewing screen G1A, etc. This makes it easy to simultaneously grasp the delay status of multiple trains displayed on the screen.

[0140] Furthermore, the display transitions through three stages: when only the train icon G113 is displayed, when the first delay indicator G115A is displayed around the train icon G113, and when the second delay indicator G115B is displayed around the train icon G113. This allows railway company employees using the employee terminal 7 to understand not only whether a delay has occurred, but also the approximate delay time, simply by identifying the type of icon.

[0141] Furthermore, if the displayed icons are configured to transition in more detail, railway company employees using employee terminal 7 can gain a more detailed understanding of the delay time simply by identifying the type of icon. For example, if there are five stages of delay, the second delay indicator G115B will be displayed only if the train delay exceeds the predetermined second time but does not exceed the predetermined third time. A third delay indicator, different from the first and second delay indicators, will be displayed if the train delay exceeds the predetermined third time but does not exceed the predetermined fourth time. A fourth delay indicator, different from the first, second, and third delay indicators, will be displayed if the train delay exceeds the predetermined fourth time. In this case, railway company employees using the employee terminal 7 can determine which of the five stages the delay falls into simply by identifying the type of icon.

[0142] Furthermore, the management server 1 acquires elapsed time information D5 for trains located between stations, and uses this information to calculate the stopping time between stations and, consequently, the delay time. This makes it possible to obtain information about the delay time even for trains located between stations from which direct delay time information cannot be obtained from external sources.

[0143] Furthermore, the management server 1 acquires information regarding the stopping time at stations for trains located at stations, and uses this information to calculate the time exceeding the predetermined stopping time at stations, and consequently the delay time. This makes it possible to obtain information regarding the delay time even for trains located at stations from which direct delay time information cannot be obtained from external sources.

[0144] [(6) Regarding adjustments to operating intervals, etc.] Next, we will explain how this system is used to adjust train intervals (determine the stopping time of trains at stations) in the event of train delays.

[0145] [A. Method for adjusting the operating interval] If a train is delayed, the management server 1 obtains information regarding the delay time of the train, for example, as described in (5), and then the control unit 11 adjusts the operating interval for the railway line on which the delayed train is running, as follows. Two specific adjustment methods are possible:

[0146] [(a) Equalizing passenger load] The first adjustment method involves adjusting the train intervals to equalize the passenger load on each train running on the line experiencing delays.

[0147] Specifically, the control unit 11 of the management server 1 determines the stopping time at stations for each train running on the railway line experiencing delays, based on the passenger load information D3 acquired in step S11-2, by shortening the stopping time at stations for trains with higher passenger loads and lengthening the stopping time at stations for trains with lower passenger loads. As a result, trains with low occupancy rates will have longer stopping times at stations, leading to an increase in passengers boarding, while trains with high occupancy rates will have shorter stopping times at stations, leading to a decrease in passengers boarding. Therefore, it is possible to adjust the operating intervals of trains running on railway lines experiencing delays in order to equalize the occupancy rate.

[0148] [(i) Equalizing the congestion rate at stations] The second adjustment method involves adjusting the train intervals to equalize the congestion rate at each station on the railway line experiencing delays.

[0149] First, the control unit 11 acquires information related to congestion rates for each station on the railway line experiencing delays.

[0150] Specifically, the control unit 11 first acquires information regarding the number of users present in the station premises for each station. The method of acquisition is not particularly limited; for example, it may be calculated from images taken by cameras installed in the station premises, or it may be estimated based on information regarding the number of people entering the station within a predetermined time period, which has been recorded at the ticket gates of each station. Then, the congestion rate for each station can be calculated by dividing the number of users inside each station by the predetermined number of people that can enter each station. Furthermore, information regarding the congestion rate at each station may be obtained not by being calculated on the management server 1, but by being received from an external system via the communication unit 13.

[0151] Furthermore, if the railway line experiencing delays includes stations where passengers do not board or alight, such as signal stations or unused temporary stations, it is preferable that the management server 1 acquires congestion rate information only for the stations on the railway line experiencing delays where passengers do board or alight, excluding such stations.

[0152] Upon acquiring information regarding the congestion rate at each station, the control unit 11 of the management server 1 equalizes the congestion rate at each station on the railway line experiencing delays, based on the acquired congestion rate for each station, thereby preventing congestion from concentrating at specific stations, and determines the stopping time at each station for each train running on that line.

[0153] For example, if a station is experiencing high congestion due to a large number of passengers disembarking, the arrival time of the train at that station will be delayed (the stop time at the previous station will be extended), and the stopping time at stations for each train traveling on the affected line will be determined accordingly. This makes it easier to delay the arrival of trains at stations with high congestion rates, thereby reducing the number of people who remain at the station until the next train arrives. In other words, it reduces congestion rates at stations with high congestion rates and allows for adjustment of train intervals to equalize the congestion rates at stations for each train running on railway lines experiencing delays. The above adjustment method is merely an example; the control unit 11 of the management server 1 may, in addition to the congestion rate of each station, use information such as the number of people entering each station at different times of the day and the number of people disembarking from trains at each station, as needed, to appropriately determine the stopping time of trains that equalize the congestion rate at each station.

[0154] Furthermore, as mentioned above, if information regarding congestion rates is obtained only for stations on a railway line experiencing delays where passengers board and alight, the stopping time at stations for each train running on the delayed line will be determined in such a way that the congestion rates at these passenger stations are made uniform.

[0155] Furthermore, when the congestion rate for each station is calculated on management server 1, the calculated congestion rate can be used for purposes other than adjusting the train operating intervals.

[0156] First, when using this system to instruct the implementation of entry restrictions at stations, a numerical value for the congestion rate requiring entry restrictions is set in advance for each station, and this value is stored in the memory unit 12. The control unit 11 then compares the calculated congestion rate for each station with the value for the congestion rate requiring entry restrictions stored in the memory unit 12 to determine whether the calculated congestion rate exceeds the congestion rate requiring entry restrictions. Furthermore, if the calculated congestion rate exceeds the congestion rate requiring entry restrictions, the control unit 11 should send a predetermined command to the employee terminal 7 used by the employee located at that station, via the communication network N from the communication unit 13, indicating that entry restrictions will be implemented. This allows the station to instruct its staff to implement entry restrictions at stations where the congestion rate exceeds a predetermined value.

[0157] Furthermore, when used to provide information to station users, the control unit 11 can transmit the calculated congestion rate information from the communication unit 13 to terminal devices such as smartphones and tablet terminals used by users of the railway line via the communication network N. This allows us to provide railway users with information on the congestion rate at each station, and encourage them to take station congestion into consideration when making travel decisions.

[0158] [Explanation of the effect] According to the train management support system 100 of this embodiment, the following effects can be obtained by adjusting the train operating interval as described above.

[0159] In other words, while train intervals have traditionally been adjusted simply to make them uniform, such adjustments do not take into account the actual congestion levels of trains and stations. Therefore, it cannot be denied that this could lead to situations such as making crowded trains even more crowded by increasing their stopping time, or making crowded stations even more crowded by having many people disembark.

[0160] In this regard, the train management support system 100 according to this embodiment first acquires information on the occupancy rate of each train running on the line experiencing delays in the management server 1, and determines the stopping time of each train at stations by equalizing the occupancy rate of each train. By equalizing the occupancy rate of each train running on the line experiencing delays, it becomes easier to suppress the concentration of passengers on specific trains and prevent the occurrence of crowded trains.

[0161] Furthermore, when the management server 1 acquires information on the congestion rate of each station on the line experiencing delays and determines the stopping time of each train at each station by equalizing the congestion rate of each station, equalizing the congestion rate of each station on the line experiencing delays makes it easier to prevent passengers from concentrating at specific stations during specific time periods and thus prevent the occurrence of overcrowded stations.

[0162] [(7) Regarding the display of information about train malfunctions] Next, we will explain how this system displays information regarding train abnormalities.

[0163] [A. Icons that are displayed] When a train malfunction occurs, icons indicating the occurrence of the malfunction and the type of malfunction may be displayed around the train icon G113 shown on the second train location status viewing screen G1A, the third train location status viewing screen G1B, the fourth train location status viewing screen, the fifth train location status viewing screen G1C, and the sixth train location status viewing screen.

[0164] In this case, the management server 1 acquires information transmitted from an external system that manages information related to abnormalities that have occurred in trains, for example, by receiving it via the communication unit 13, and then displays a predetermined type of icon according to the type of abnormality at the location of the train (around the corresponding train icon 113 if a train icon 113 is displayed) when generating the second train location viewing screen G1A, the third train location viewing screen G1B, the fourth train location viewing screen, the fifth train location viewing screen G1C, or the sixth train location viewing screen.

[0165] Furthermore, the types of malfunctions could include, for example, vehicle breakdowns or disputes between passengers, and different types of icons should be displayed for each type of malfunction.

[0166] Furthermore, the management server 1 may determine the priority of response for trains experiencing abnormalities, and this information may be displayed on the second train location viewing screen G1A, the third train location viewing screen G1B, the fourth train location viewing screen, the fifth train location viewing screen G1C, or the sixth train location viewing screen.

[0167] Specifically, for example, a priority order for responding to each type of anomaly is set in advance, and when an anomaly occurs in a train, information related to that type of anomaly is acquired. If an anomaly occurs in multiple trains, the type of anomaly that occurs is given priority, and the priority order for responding to the trains that have experienced anomalies is determined. An icon indicating this priority is then displayed around the train icon 113 related to the train that experienced the anomaly when the second train location viewing screen G1A, the third train location viewing screen G1B, the fourth train location viewing screen, the fifth train location viewing screen G1C, or the sixth train location viewing screen is generated.

[0168] Alternatively, for example, the priority for responding to trains experiencing abnormalities may be determined by using the passenger occupancy information D3 obtained in step S11-2, such that trains with higher passenger occupancy rates are given priority.

[0169] Alternatively, for example, by using both the information relating to the type of anomaly and the passenger occupancy rate information D3, the priority of responding to the trains experiencing the anomaly may be determined by first prioritizing those with higher priority anomalies, and then, for trains experiencing the same type of anomaly, prioritizing those with higher passenger occupancy rates using the passenger occupancy rate information D3.

[0170] [Explanation of the effect] According to the train management support system 100 of this embodiment, by displaying information related to abnormalities that have occurred in trains and the priority order for responding to trains in which abnormalities have occurred, the following effects can be obtained.

[0171] In other words, according to this embodiment, when a predetermined abnormality occurs in a train, the management server 1 acquires information related to the abnormality, and generates a screen such as the second train location viewing screen G1A so that the acquired information is displayed around the location of the train where the abnormality occurred (around the train icon G113), transmits the data related to the screen to the staff terminal 7, and displays the screen on the display unit 74 of the staff terminal 7, thereby displaying information about the abnormality that occurred in the train at the location of the train where the abnormality occurred on the map.

[0172] This allows railway company employees using employee terminal 7 to obtain information about any abnormalities that occur on a train, along with the train's location information.

[0173] Furthermore, according to this embodiment, when a predetermined abnormality occurs in a train, the management server 1 acquires information related to the abnormality, determines the priority of response to the abnormal train using the acquired information and / or the occupancy rate information D3, generates a screen such as the second train location viewing screen G1A so that the information related to the determined priority is displayed around the location of the abnormal train (around the train icon G113), transmits the data related to the screen to the staff terminal 7, and displays the screen on the display unit 74 at the staff terminal 7, thereby displaying information regarding the priority of response to abnormalities in trains at the location of the abnormal train on the map.

[0174] This allows railway company employees using employee terminal 7 to obtain information not only about abnormalities that have occurred on trains, but also information regarding the priority of responses to those abnormalities, along with the location information of the trains.

[0175] [2. Disaster response procedures] Next, the operation of the train management support system 100 during a disaster will be explained according to the flowcharts in Figures 6 to 11.

[0176] [(1) Step S21: Determination of personnel to be dispatched to trains stopping between stations, and the dispatch route] First, we will explain the operation of this system in determining the personnel to be dispatched to trains stopped between stations during a disaster, and the routes to be used for dispatch, following the flowchart in Figure 6.

[0177] [A. Flow of Operations] In the event of a disaster such as an earthquake, if a train is forced to stop between stations (hereinafter referred to as "train stopping between stations"), the management server 1 acquires information related to that train (step S21-1). Here, trains that stop during a disaster include not only trains that stop after the disaster has actually occurred, but also trains that stop when a disaster is foreseeable, for example, when an evacuation order is issued by a local government or a special warning is issued by the Japan Meteorological Agency.

[0178] Specifically, the control unit 11 of the management server 1 can acquire the location information D2, which is information relating to the train's location on the track, and the occupancy rate information D3, which is information relating to the train's occupancy rate, for trains stopping between stations by receiving them from the train information server 3 via the communication network N using the communication unit 13. The location related to the location information D2 corresponds to the stopping position of the train.

[0179] Next, the control unit 11 of the management server 1 obtains from the personnel information server 4 personnel list information D17, which is information relating to a list of personnel (railway operator employees) that can be dispatched to trains stopping between stations, and personnel location information D18, which is the latest location information of each personnel included in the personnel list information D17 (step S21-2).

[0180] Personnel list information D17 includes, for example, information about each person, such as their name, department, position, and the types of tasks they can handle. Furthermore, the personnel location information D18 can be configured such that, for each person, location information acquired at predetermined intervals by the location information acquisition unit 76 of the employee terminal 7 is linked to the identification information of each person and transmitted to the personnel information server 4. The personnel information server 4 updates the location information of each person stored in the storage unit 42 each time it acquires information from the employee terminal 7, so that the latest location information of each person is always stored in the storage unit 42 of the personnel information server 4.

[0181] Specifically, the control unit 11 of the management server 1 transmits a predetermined command from the communication unit 13 to the personnel information server 4 via the communication network N. Upon receiving this command, the control unit 41 of the personnel information server 4 transmits the personnel list information D17 and personnel location information D18 stored in the storage unit 42 to the management server 1 from the communication unit 43 via the communication network N. The management server 1 then receives the data transmitted from the personnel information server 4 via the communication unit 13, thereby acquiring the personnel list information D17 and personnel location information D18.

[0182] Next, the control unit 11 of the management server 1 obtains from the disaster information server 5 information relating to evacuation orders issued to local governments around the stopping position of the train stopping between stations (the position related to the track location information D2 obtained in step S21-1) from the evacuation order information D19 stored in the storage unit 52 (step S21-3). As for the evacuation order information D19, whenever an evacuation order is issued in each local government due to some kind of disaster, the disaster information server 5 should obtain the information relating to the evacuation order, link it with the identification information of the local government that issued the evacuation order, and store it in the storage unit 52. In this context, "local government" broadly includes prefectures, cities, towns, villages, etc., regardless of their specific size. Furthermore, "evacuation order" broadly includes any order that calls upon people within the local government to evacuate, regardless of the name it is actually issued under.

[0183] Specifically, the control unit 11 of the management server 1 transmits the location information D2 acquired in step S21-1 to the disaster information server 5 via the communication network N from the communication unit 13. Upon receiving this, the control unit 51 of the disaster information server 5 extracts the evacuation order information D19 issued to local governments located within a predetermined distance from the location related to the acquired location information D2 from the evacuation order information D19 stored in the storage unit 52, and transmits this to the management server 1 via the communication network N from the communication unit 53. The management server 1 then acquires the evacuation order information D19 by receiving the data transmitted from the disaster information server 5 via the communication unit 13.

[0184] Next, the control unit 11 of the management server 1 uses the information received in steps S21-1 to S21-3 to determine the personnel to be dispatched to the inter-station trains for which information was obtained in step S21-1 (step S21-4).

[0185] Specifically, first, the control unit 11 extracts personnel from the personnel list information D17 acquired in step S21-2 who can reach the stopping position of the inter-station train (the position related to the track location information D2 acquired in step S21-1) without passing through the area where an evacuation order has been issued, as related to the evacuation order information D19 acquired in step S21-3 (step S21-4-1).

[0186] Furthermore, the control unit 11 compares the stopping position of the inter-station train with the position of the personnel location information D18 extracted in step S21-4-1, and extracts the personnel whose position related to personnel location information D18 is closest to the stopping position of the inter-station train from among the personnel extracted in step S21-4-1, and determines that the extracted personnel will be dispatched to the inter-station train (step S21-4-2).

[0187] In step S21-4-2, while it is possible to simply extract the person with the shortest straight-line distance as described above, it is preferable to calculate the distance of the travel route (shortest travel distance along the road) for each person to reach the stopping position of the train that stops between stations, and then extract the person with the shortest such distance. Furthermore, it is even preferable to use information regarding road congestion (such as traffic jams) to calculate the time required for each person to travel to the stopping point of a train between stations, and then select the person with the shortest travel time.

[0188] Next, the control unit 11 determines whether the personnel determined in step S21-4 have been assigned to be dispatched to other inter-station trains during overlapping time periods (step S21-5).

[0189] In step S21-5, if it is determined that the personnel determined in step S21-4 have not been assigned to be dispatched to other inter-station trains during overlapping time periods, then those personnel are assigned to be dispatched to the inter-station train for which information was received in step S21-1, and the process proceeds to step S21-7.

[0190] In response to this, in step S21-5, if it is determined that the personnel determined in step S21-4 are to be dispatched to other inter-station trains during overlapping time periods, it is determined whether the priority for dispatching personnel to the inter-station train for which information was obtained in step S21-1 is higher than that of the other inter-station train (step S26-6).

[0191] Specifically, for example, by referring to the occupancy rate information D3 obtained in step S21-1, trains with higher occupancy rates should be given higher priority for personnel deployment.

[0192] In step S21-6, if it is determined that the inter-station train for which information was obtained in step S21-1 has a higher priority for personnel dispatch than other inter-station trains, the personnel decided in step S21-4 are decided as the personnel to be dispatched, and the process proceeds to step S21-7. Conversely, in step S21-6, if it is determined that the inter-station train for which information was obtained in step S21-1 has a lower priority for personnel dispatch than other inter-station trains, the process returns to step S21-4, and the personnel decided in the first step S21-4 are excluded, and the personnel to be dispatched are decided again.

[0193] After determining the personnel to be dispatched to the inter-station train for which information was obtained in step S21-1, the control unit 11 of the management server 1 then obtains information from the route information server 6 regarding the railway line on which the inter-station train, for which information was obtained in step S21-1, travels, from the route information D20, which is information about railway lines stored in the storage unit 62 (step S21-7).

[0194] Route information D20 is information that includes information about the location, facilities, and surrounding topography of each railway line's tracks, and for each line's tracks, it includes information about points where it is possible to enter and exit the tracks, specifically, points where facilities are installed that allow entry into and exit from the tracks, and points where the surrounding topography allows entry into and exit from the tracks.

[0195] Specifically, the control unit 11 of the management server 1 transmits information that can identify the railway line on which the inter-station train, whose information was acquired in step S21-1, travels, from the communication unit 13 to the route information server 6 via the communication network N. Upon receiving this, the route information server 6's control unit 61 extracts information about the railway line from the route information D20 stored in the storage unit 62 and transmits it from the communication unit 63 to the management server 1 via the communication network N. The management server 1 then receives the data transmitted from the route information server 6 via the communication unit 13, thereby acquiring the route information D20 related to the railway line on which the inter-station train, whose information was acquired in step S21-1, travels.

[0196] Next, the control unit 11 of the management server 1 determines the dispatch route for the personnel determined in step S21-4 to the inter-station trains for which information was acquired in step S21-1 (step S21-8).

[0197] Specifically, the route information D20 acquired in step S21-7 includes, as described above, points where it is possible to enter the railway line, specifically, points where equipment that allows entry into the railway line is installed and points where the terrain around the railway line is such that it is possible to enter the railway line, as well as their location information. Therefore, the control unit 11 extracts a route to enter the railway line from among such points (accessible points) that is closest to the location related to the railway line location information D2 acquired in step S21-1 (step S21-8-1).

[0198] In this case, a location where facilities are provided to allow access to the tracks is, for example, a level crossing or a staff entrance. A location where the terrain around the tracks allows access to the tracks is, for example, a location where the tracks are laid on the ground, rather than being elevated or in a tunnel.

[0199] Alternatively, instead of the above, information relating to the stopping positions of trains stopping between stations and information relating to the positions of personnel determined in step S21-4 may be used to extract a route that allows entry into the tracks from the optimal accessible point located between them. In this case, for example, the person should enter the tracks from an accessible point that allows for the shortest possible travel between the stopping position of the inter-station train and the position of the person determined in step S21-4, and such a shortest route should be extracted in step S21-8-1. To determine such a shortest route, for example, the distance of the travel route between the stopping position of the inter-station train and the position of the person determined in step S21-4 (the shortest travel distance along the road) should be calculated, and the route with the shortest distance should be extracted. Furthermore, it is even preferable to use information related to road congestion (such as the occurrence of traffic jams) to calculate the time required for travel from the position of the person determined in step S21-4 to the stopping position of the inter-station train for each route, and then extract the route with the shortest travel time.

[0200] Next, the control unit 11 determines whether the route extracted in step S21-8-1 is a route that passes through a local government that has issued an evacuation order related to the evacuation order information D19 acquired in step S21-3 (step S21-8-2).

[0201] If the determination results in a decision that the route extracted in step S21-8-1 does not pass through a local government that has issued an evacuation order related to evacuation order information D19 obtained in step S21-3, then the route extracted in step S21-8-1 is decided as the route for dispatching personnel determined in step S21-4 to the inter-station train for which information was obtained in step S21-1.

[0202] In contrast, if the control unit 11 determines that the route extracted in step S21-8-1 passes through a local government that has issued an evacuation order related to the evacuation order information D19 acquired in step S21-3, the control unit 11 will exclude that route and return to step S21-8-1 to extract the route again.

[0203] Once the number of personnel to be dispatched and the dispatch route are determined, the control unit 11 of the management server 1 generates dispatch command information D21, which is information relating to a predetermined command including the location of the station-stopping train at the dispatch destination and the route to be used when heading to the station-stopping train. The control unit 11 then transmits this dispatch command information to the employee terminal 7 used by the personnel determined in step S21-4 via the communication network N from the communication unit 13 (step S21-9), along with a command to display the dispatch command relating to the information on the display unit 74. The employee terminal 7 receives this information via the communication unit 73, and the control unit 11 displays the dispatch command relating to the received information on the display unit 74 in accordance with the command from the management server 1 (step S21-10). This allows railway company employees using the employee terminal 7 to proceed to the rescue of trains stopped between stations, following the displayed dispatch route.

[0204] [Explanation of the effect] According to the train management support system 100 of this embodiment, by determining the personnel to be dispatched to inter-station trains and the dispatch route as described above, the following effects can be obtained.

[0205] In other words, according to this embodiment, the management server 1 acquires the location information D2 of a train that stops between stations, and then determines the route to be used when dispatching personnel to the location related to such location information D2. This makes it possible to present an appropriate route to personnel dispatched to a train that stops between stations, enabling them to reach the train to which they are dispatched.

[0206] Furthermore, by obtaining route information D20 from the route information server 6 and using this information to determine the personnel dispatch route, it becomes possible to determine an appropriate route while taking into account the track conditions of the line where the train stopping between stations is stopped.

[0207] Furthermore, the route information D20 acquired by the management server 1 includes information on accessible points, which are points on the track where a train stopping between stations is stopped. The management server 1 then determines the dispatch route as the route that enters the track from the point closest to the stopping position of the train stopping between stations (the position related to the track location information D2) among these accessible points. This makes it possible to present the personnel dispatched to the train stopping between stations with a route that ensures entry into the track and minimizes the distance that needs to be traveled within the track.

[0208] Furthermore, the management server 1 obtains evacuation order information D19 from the disaster information server 5, and uses this information to determine whether the extracted route passes through a local government where an evacuation order has been issued. If the route passes through a local government where an evacuation order has been issued, the route is extracted again, thereby determining the dispatch route from the inter-station train while avoiding routes that pass through local governments where evacuation orders have been issued. This makes it possible to present personnel dispatched to trains making stops between stations with safer routes that avoid passing through local governments where evacuation orders have been issued.

[0209] Furthermore, the management server 1 acquires the location information D2 for trains stopping between stations, and then acquires personnel list information D17 and personnel location information D18 from the personnel information server 4. By using this information to determine the personnel to be dispatched to trains located between stations, it becomes possible to determine the appropriate personnel to be dispatched to trains stopping between stations, taking into account the location of the trains stopping between stations and the location of each personnel.

[0210] Furthermore, if a particular personnel member is assigned to be dispatched to multiple inter-station trains during overlapping time slots, it becomes possible to prioritize the dispatch of personnel to these inter-station trains by determining the priority of such personnel dispatch. This allows for dispatching the designated personnel to the inter-station trains with higher priority and assigning other personnel to the trains with lower priority.

[0211] Furthermore, by acquiring passenger occupancy information D3 for trains stopping between stations on the management server 1 and using this information to determine the priority of the dispatch, it becomes possible to determine the priority for dispatching personnel by prioritizing trains with higher passenger occupancy rates.

[0212] [(2) Step S22: Determining evacuation routes from trains stopping between stations] Next, we will explain the operation of this system in determining the route to be used when evacuating passengers from a train that has stopped between stations during a disaster, following the flowchart in Figure 7.

[0213] [A. Flow of Operations] In the event of a disaster such as an earthquake, if a train stops between stations, the management server 1 acquires information related to the train (location information D2 and occupancy rate information D3) in the same manner as in step S21-1 (step S22-1). Here, too, trains that stopped during a disaster include not only trains that stopped after the disaster actually occurred, but also trains that stopped when the occurrence of a disaster was foreseeable, for example, when an evacuation order was issued by a local government or a special warning was issued by the Japan Meteorological Agency.

[0214] Next, the control unit 11 of the management server 1, similar to step S21-3, obtains from the disaster information server 5 information related to evacuation orders issued to local governments around the stopping position of trains stopping between stations (the position related to the track location information D2 acquired in step S22-1) from the evacuation order information D19 stored in the storage unit 52 (step S22-2).

[0215] Next, the control unit 11 of the management server 1 obtains information from the route information server 6 regarding the railway line on which the inter-station train, whose information was obtained in step S22-1, travels, from the route information D20, which is information about railway lines stored in the storage unit 62 (step S22-3).

[0216] Next, the control unit 11 of the management server 1 determines the evacuation route for passengers from the inter-station train whose information was acquired in step S22-1 (step S22-4).

[0217] Specifically, the route information D20 acquired in step S22-3 includes, as described above, points from which it is possible to exit the tracks of the route, specifically, points from which facilities for exiting the tracks are installed and points from which the terrain around the tracks is such that it is possible to exit the tracks, as well as their location information. Therefore, the control unit 11 extracts a route from which it is possible to exit the tracks from among such points (exitable points) starting from the point closest to the location related to the on-track location information D2 acquired in step S22-1 (step S22-4-1).

[0218] If the evacuation destination (shelter, etc.) has been determined in advance, instead of the above, information regarding the stopping positions of trains between stations and information regarding the location of the evacuation destination as described above may be used to extract a route that allows passengers to exit the tracks from the optimal escape point located between them. In this case, for example, the escape route would be to exit the tracks from an escape point located at the shortest possible distance between the stopping position of the inter-station train and the location of the evacuation site, and such a shortest route would be extracted in step S22-4-1. To determine such a shortest route, for example, the distance of the travel route between the stopping position of the inter-station train and the location of the evacuation site (the shortest travel distance along the road) would be calculated, and the route with the shortest distance would be extracted. Furthermore, it is even preferable to use information related to road congestion (such as the occurrence of traffic jams) to calculate the time required to travel from the stopping position of the inter-station train to the evacuation site for each route, and then extract the route with the shortest travel time.

[0219] In this case as well, points where facilities are provided to allow access from within the tracks are, for example, level crossings or access points for staff, and points where the terrain around the tracks allows access from within the tracks are, for example, points where the tracks are laid on the ground, rather than on an elevated structure or in a tunnel.

[0220] Next, the control unit 11 determines whether the route extracted in step S22-4-1 is a route that passes through a local government that has issued an evacuation order related to the evacuation order information D19 acquired in step S22-2 (step S22-4-2).

[0221] If the determination results in a decision that the route extracted in step S22-4-1 does not pass through a local government that has issued an evacuation order related to the evacuation order information D19 obtained in step S22-2, then the route extracted in step S22-4-1 is decided as the evacuation route for passengers from the inter-station train for which information was obtained in step S22-1.

[0222] In contrast, if the control unit 11 determines that the route extracted in step S22-4-1 passes through a local government that has issued an evacuation order related to the evacuation order information D19 acquired in step S22-2, the control unit 11 will exclude that route and return to step S22-4-1 to extract the route again.

[0223] Once an evacuation route is determined, the control unit 11 of the management server 1 generates evacuation route information D22, which is information relating to the determined evacuation route, and transmits it via the communication network N from the communication unit 13 to the staff terminal 7 used by the crew of the inter-station train that acquired the information in step S22-1, along with a command to display the evacuation route relating to the said information on the display unit 74 (step S22-5). Upon receiving this via the communication unit 73, the control unit 71 of the staff terminal 7 displays the evacuation route relating to the received evacuation route information D22 on the display unit 74 in accordance with the command from the management server 1 (step S22-6). This allows the crew member to evacuate the train's passengers according to the displayed evacuation route.

[0224] [Explanation of the effect] According to the train management support system 100 of this embodiment, the following effects can be obtained by determining evacuation routes from trains stopping between stations in the manner described above.

[0225] In other words, according to this embodiment, the management server 1 acquires the location information D2 of trains stopping between stations, and further acquires route information D20 from the route information server 6. Using the route information D20, it determines an evacuation route from trains stopping between stations, including points where it is possible to escape from the tracks. This makes it possible to provide passengers on inter-station trains that are stopped on the tracks, where escape points are limited, with appropriate evacuation routes that allow them to escape from the tracks.

[0226] Furthermore, the route information D20 acquired by the management server 1 includes information on escape points, which are points from which it is possible to exit the tracks of a route where a train stopping between stations is stopped. When the management server 1 determines an evacuation route from the point closest to the stopping position of the train stopping between stations (the position related to the track location information D2) among such points (escape points), it becomes possible to present as an evacuation route from the train stopping between stations a route that ensures escape from the tracks and minimizes the distance that needs to be traveled within the tracks.

[0227] Furthermore, the management server 1 obtains evacuation order information D19 from the disaster information server 5, and uses this information to determine whether the extracted route passes through a local government where an evacuation order has been issued. If the route passes through a local government where an evacuation order has been issued, the route is extracted again, thereby determining the evacuation route from trains stopping between stations, while avoiding routes that pass through local governments where evacuation orders have been issued. This makes it possible to present passengers on trains that stop between stations with safer routes, avoiding routes that pass through local governments where evacuation orders have been issued.

[0228] [(3) Step S23: Determination of service suspension sections based on information issued by local governments] Next, when a disaster occurs, the evacuation instructions issued by each local government are integrated, and the operation of this system when determining the train operation suspension section based on this information will be described according to the flowchart in FIG. 8.

[0229] [A Flow of Operations] When a disaster such as an earthquake or heavy rain occurs and evacuation instructions are issued by each local government, the management server 1 acquires evacuation instruction information D19, which is information related to the evacuation instructions issued to each local government, from the disaster information server 5 (step S23-1).

[0230] Specifically, every time an evacuation instruction is issued by a local government due to some disaster, the disaster information server 5 acquires the information related to the evacuation instruction, and in the disaster information server 5, the acquired information is immediately transmitted to the management server 1 via the communication network N, and the management server 1 acquires the evacuation instruction information D19 by receiving this through the communication unit 13. Also, when the formats of the information related to the evacuation instructions are different among local governments, the disaster information server 5 may perform operations such as changing the information format and merging / splitting the information, and use the information with unified format as the evacuation instruction information D19.

[0231] Subsequently, the management server 1 acquires map information D1 from the map information server 2 (step S23-2).

[0232] Subsequently, the control unit 11 of the management server 1 generates integrated evacuation instruction information D23, which is information integrating the evacuation instruction information D19 related to multiple local governments, based on the information acquired in steps S23-1 to S23-2, and stores it in the storage unit 12 (step S23-).

[0233] In other words, since evacuation orders are usually issued by each local government, evacuation order information D19 is information related to evacuation orders issued individually by each local government (for example, information linking local government identification information such as the name with information indicating that an evacuation order has been issued). By combining this information with map information D1, which includes information on the geographical area of ​​each local government, and linking the local government that has issued an evacuation order with the information on the geographical area of ​​that local government, integrated evacuation order information D23 is generated, which is information that allows you to confirm the area where evacuation orders have been issued across local governments.

[0234] Furthermore, the integrated evacuation order information D23 may also be image data that displays the area where evacuation orders have been issued on a map, spanning across local government entities. Such image data can also be said to be linked to information relating to the local government where the evacuation order has been issued and the geographical area of ​​that local government, and thus falls under the category of integrated evacuation order information D23, which is information that integrates evacuation order information D19 relating to multiple local government entities.

[0235] Next, the control unit 11 of the management server 1 determines the section where train operations will be suspended (step S23-4). Specifically, based on the integrated evacuation order information D23 generated in step S23-3, the railway lines within the area related to the map information D1 that run through the area where an evacuation order has been issued are determined to be sections where train operations are suspended.

[0236] Once the section where service will be suspended is determined, the control unit 11 of the management server 1 generates a service suspension section confirmation screen, which is a screen that allows users to confirm the determined service suspension section (step S23-5). The service suspension section confirmation screen is a screen that displays, for example, a map related to map information D1, and on that map, it displays the railway tracks located within the area related to the map in a way that distinguishes between parts located within the service suspension section and parts that are not, for example by changing the displayed color.

[0237] When the train service suspension section confirmation screen is generated, the control unit 11 of the management server 1 transmits the data related to the screen (train service suspension section confirmation screen data D24) along with a command to display the screen on the display unit 74 from the communication unit 13 to the employee terminal 7 used by station staff located within the train service suspension section via the communication network N (step S23-6).

[0238] When the employee terminal 7 receives the service suspension section confirmation screen data D24 via the communication unit 73, the control unit 71, in accordance with the command from the management server 1, displays the service suspension section confirmation screen on the display unit 74 based on the received service suspension section confirmation screen data D24 (step S23-7).

[0239] This allows station staff located within the service suspension zone to confirm that their station is located within the service suspension zone.

[0240] [Explanation of the effect] According to the train management support system 100 of this embodiment, the following effects can be obtained by determining the section where train operations will be suspended based on the information issued by the local government as described above.

[0241] In other words, according to this embodiment, the management server 1 acquires evacuation order information D19, which is information relating to evacuation orders issued by each local government, and integrates it to generate integrated evacuation order information D23, which is information that allows confirmation of the range over which evacuation orders have been issued across local governments. This information is then used to determine the sections where train operations will be suspended.

[0242] Normally, evacuation orders issued by local governments are issued individually by each local government, making it difficult to determine train service suspension sections by taking all of these into account. However, according to this embodiment, by pre-generating integrated evacuation order information D23, which is information that can confirm the range of evacuation orders issued across local governments, it becomes easy to determine train service suspension sections that take all evacuation orders issued by each local government into account and include the entire range of areas where evacuation orders have been issued.

[0243] [(4) Step S24: Vehicle evacuation orders based on information issued by local governments] Next, we will explain, following the flowchart in Figure 9, how this system works when there is a risk of flooding during rainfall, by integrating information on rainfall and river water levels issued by each local government, and then deciding whether or not to evacuate trains from their storage locations (railway depots) based on that information. Regardless of the actual name, the term "railway depot" broadly refers to any place where train cars are stored when not in use.

[0244] [A. Flow of Operations] When rainfall occurs in a local government within a designated area managed by this system (the area in which map information D1 contains map information), the management server 1 obtains information on precipitation (precipitation information D25) and river water level (river water level information D26) from the disaster information server 5 (step S24-1). Precipitation information D25 is information on precipitation within the area of ​​each local government issued by each local government, and river water level information D26 is information on the water level of rivers flowing within the area of ​​each local government issued by each local government.

[0245] Specifically, whenever information regarding rainfall and river water levels is transmitted from each local government, the disaster information server 5 acquires this information, and immediately transmits the acquired information to the management server 1 via the communication network N. The communication unit 13 receives this information, allowing the management server 1 to acquire rainfall information D25 and river water level information D26.

[0246] Next, the management server 1 obtains map information D1 from the map information server 2 (step S24-2).

[0247] Next, the control unit 11 of the management server 1 generates integrated precipitation information D27, which is information that integrates precipitation information D25 for multiple local governments, and integrated river water level information D28, which is information that integrates river water level information D26 for multiple local governments, based on the information acquired in steps S24-1 to S24-2, and stores them in the storage unit 12 (step S24-3).

[0248] In other words, precipitation information D25 is information related to precipitation issued individually by each local government (for example, information that links local government identification information such as name with precipitation information within the scope of each local government). By combining this information with map information D1, which includes information related to the geographical scope of each local government and location information of each vehicle depot, and linking the precipitation in each local government with the information related to the geographical scope of that local government, integrated precipitation information D27 is generated, which is information that allows precipitation to be checked across local governments.

[0249] Furthermore, the river water level information D26 is information relating to the water level of rivers flowing within each local government, issued individually by each local government (for example, information linked to local government identification information such as the name, identification information of each river flowing within the local government (river name, etc.), and information relating to the water level of the portion of each river flowing within the local government). By combining this information with map information D1, which includes information relating to the geographical area of ​​each local government and location information of each vehicle depot, and linking the water level of each river in each local government with the information relating to the geographical area of ​​that local government, integrated river water level information D28 is generated, which allows for checking river water levels across local governments.

[0250] Furthermore, integrated precipitation information D27 may also be image data that displays precipitation at various locations on a map, spanning across local government entities. Such image data can be said to link precipitation in each local government with information related to the geographical area of ​​that local government, and thus falls under integrated precipitation information D27, which is information that integrates precipitation information D25 for multiple local governments. In addition, the integrated river water level information D28 may be data of an image that displays the water levels of each river on a map across local public entities. It can be said that such image data is also associated with the water levels of each river in each local public entity and information related to the geographical scope of the local public entity, and corresponds to the integrated river water level information D28, which is information integrating the river water level information D26 related to multiple local public entities.

[0251] Subsequently, based on the information generated in step S24-3, the control unit 11 of the management server 1 determines the presence or absence of the possibility of flooding at each vehicle base (step S24-4).

[0252] Specifically, for example, since the integrated precipitation information D27 generated in step S24-3 includes the position information of each vehicle base and information related to the precipitation in each local public entity as described above, based on the integrated precipitation information D27, for each vehicle base, a value obtained by adding the precipitation in the local public entity where the vehicle base is located and all local public entities located in the upper reaches of the river as seen from the local public entity is calculated. If the value exceeds a predetermined value, it may be determined that there is a possibility of flooding at the vehicle base.

[0253] In addition, for example, since the integrated river water level information D28 generated in step S24-3 includes the position information of each vehicle base and information related to the water levels in the ranges where each river flows through each local public entity as described above, based on the integrated river water level information D28, for each vehicle base, information related to the river water levels in the local public entity where the vehicle base is located and the local public entities located in the upper reaches of the river as seen from the local public entity is referred to. If there is one that exceeds a predetermined water level among them, it may be determined that there is a possibility of flooding at the vehicle base.

[0254] If there is a train depot that is determined to be at risk of flooding in step S24-4, the control unit 11 of the management server 1 transmits train evacuation instruction information D29, which includes a notification that there is a possibility of flooding and an instruction to evacuate train cars, to the employee terminal 7 used by the employees stationed at the train depot that is determined to be at risk of flooding via the communication network N from the communication unit 13, along with a command to display the notification and instruction related to said information on the display unit 74 (step S24-5).

[0255] When the employee terminal 7 receives the train evacuation instruction information D29 via the communication unit 73, the control unit 71, in accordance with the instructions from the management server 1, displays a predetermined message on the display unit 74, notifying the employee that there is a possibility of flooding and instructing the train to be evacuated, based on the received train evacuation instruction information D29 (step S24-6).

[0256] This allows staff at a train depot deemed to be at risk of flooding to recognize the message and understand that they need to evacuate their trains from their depot.

[0257] [Explanation of the effect] According to the train management support system 100 of this embodiment, the following effects can be obtained by issuing vehicle relocation instructions based on information issued by local governments as described above.

[0258] In other words, according to this embodiment, the management server 1 acquires precipitation information D25, which is information on precipitation amounts issued by each local government, and river water level information D26, which is information on river water levels issued by each local government. This information is then integrated to generate integrated precipitation information D27, which is information that allows precipitation amounts to be confirmed across local governments, and integrated river water level information D28, which is information that allows river water levels to be confirmed across local governments. Using this information, the server determines whether or not it is necessary to evacuate train cars from each train depot.

[0259] Normally, information on rainfall and river levels issued by local governments is issued individually by each local government, making it difficult to determine whether or not to evacuate train cars from each depot by taking all of this information into account. However, according to this embodiment, by pre-generating integrated rainfall information D27, which allows for the confirmation of rainfall across local governments, and integrated river level information D28, which allows for the confirmation of river levels across local governments, it becomes easier to determine whether or not to evacuate train cars from each depot by taking into account rainfall or river level information across local governments.

[0260] In particular, the occurrence of floods is influenced not only by the amount of rainfall and river levels in the local government where the train depot is located, but also in local government located upstream of the river. According to this embodiment, by using information on rainfall or river levels in local government located upstream of the train depot, in addition to the local government to which the train depot belongs, it becomes possible to make a more accurate decision on whether or not to evacuate trains from each train depot.

[0261] [(5) Step S25: Determination of whether or not it is necessary to move trains stopped between stations in the event of a disaster] Next, we will explain the operation of this system in determining whether or not a train stopped between stations during a disaster needs to be moved from its current stopping position, following the flowchart in Figure 10.

[0262] [A. Flow of Operations] In the event of a disaster of a specified type, such as an earthquake, if a train stops between stations, the management server 1 acquires information (location information D2) related to the train in the same manner as in steps S21-1 and S22-1 (step S25-1). Here, too, a train that stops during a disaster includes not only trains that stop after the disaster has actually occurred, but also trains that stop when the occurrence of a disaster is foreseeable, for example, when an evacuation order is issued by a local government or a special warning is issued by the Japan Meteorological Agency.

[0263] Next, the control unit 11 of the management server 1 obtains information from the route information server 6 regarding the railway line on which the inter-station train, for which information was obtained in step S25-1, travels, from the no-stop area information D30, which is information about areas where trains are not permitted to stop for each railway line, stored in the memory unit 62 (step S25-2).

[0264] The no-stopping area information D30 is information about areas on each railway line where trains are not permitted to stop, that is, parts of the railway line that have been pre-designated as places where trains should not stop during a disaster. For example, areas that are located in low-lying areas and are at risk of flooding during a tsunami, etc., can be identified in advance as dangerous to stop in the event of a disaster, and their location information can be stored.

[0265] Specifically, the control unit 11 of the management server 1 transmits information that can identify the railway line on which the inter-station train, whose information was acquired in step S25-1, travels, from the communication unit 13 to the route information server 6 via the communication network N. Upon receiving this, the route information server 6's control unit 61 extracts information about the railway line from the no-stop area information D30 stored in the storage unit 62, and transmits it from the communication unit 63 to the management server 1 via the communication network N. The management server 1 then receives the data transmitted from the route information server 6 via the communication unit 13, thereby acquiring the no-stop area information D30 related to the railway line on which the inter-station train, whose information was acquired in step S25-1, travels.

[0266] Next, the control unit 11 of the management server 1 obtains information from the route information server 6 regarding the railway line on which the inter-station train, whose information was obtained in step S25-1, travels, from the disaster status information D31, which is information about the damage status of railway lines and surrounding facilities due to disasters stored in the memory unit 62 (step S25-3).

[0267] Damage information D31 is information relating to the area where train operation is hindered due to damage to the tracks or surrounding equipment (overhead lines, signals, points, etc.), such as the section of the railway line where train operation is impossible (e.g., a section where the tracks are broken) and the section where it is not appropriate to operate trains (e.g., a section where operation is dangerous due to a malfunction of surrounding equipment). Information regarding the damage situation is acquired in real time by sensors installed on the tracks and surrounding equipment, and all of it is transmitted to the route information server 6, where the latest information is always stored.

[0268] Specifically, the control unit 11 of the management server 1 transmits information that can identify the railway line on which the inter-station train, whose information was acquired in step S25-1, travels, from the communication unit 13 to the route information server 6 via the communication network N. Upon receiving this, the route information server 6's control unit 61 extracts information about the railway line from the damage status information D31 stored in the storage unit 62, and transmits it from the communication unit 63 to the management server 1 via the communication network N. The management server 1 then receives the data transmitted from the route information server 6 via the communication unit 13, thereby acquiring the damage status information D31 related to the railway line on which the inter-station train, whose information was acquired in step S25-1, travels.

[0269] Next, the control unit 11 of the management server 1 determines whether or not the inter-station train whose information was acquired in step S25-1 is allowed to move (step S25-4).

[0270] Specifically, the position of the latest track location information D2 of the inter-station train obtained in step S25-1 is compared with the damage situation information D31 obtained in step S25-3. If the position of the latest track location information D2 of the inter-station train obtained in step S25-1 is located within the area where train operation is being hindered by the damage situation information D31 obtained in step S25-3, it is determined that the inter-station train for which track location information D2 was obtained in step S25-1 is immobile. If the position of the latest track location information D2 of the inter-station train obtained in step S25-1 is located outside the area where train operation is being hindered by the damage situation information D31 obtained in step S25-3, it is determined that the inter-station train for which track location information D2 was obtained in step S25-1 is mobile. If the control unit 11 determines that movement is impossible, it terminates the process; if it determines that movement is possible, it proceeds to step S25-5.

[0271] If it is determined in step S25-4 that movement is possible, the control unit 11 of the management server 1 determines whether or not the inter-station train whose information was obtained in step S25-1 needs to move (step S25-5).

[0272] Specifically, the system compares the location of the latest track location information D2 of the inter-station train acquired in step S25-1 with the area related to the no-stop area information D30 acquired in step S25-2. If the location of the latest track location information D2 of the inter-station train acquired in step S25-1 is located within the area related to the no-stop area information D30 acquired in step S25-2, it is determined that the inter-station train whose track location information D2 was acquired in step S25-1 needs to move. If the location of the latest track location information D2 of the inter-station train acquired in step S25-1 is located outside the area related to the no-stop area information D30 acquired in step S25-2, it is determined that the inter-station train whose track location information D2 was acquired in step S25-1 does not need to move. The control unit 11 terminates the process if it determines that movement is not required, and proceeds to step S25-6 if it determines that movement is required.

[0273] If it is determined in step S25-5 that movement is required, the control unit 11 of the management server 1 determines the destination of the inter-station train whose information was obtained in step S25-1 (step S25-6).

[0274] Specifically, the location of the inter-station train, as determined in step S25-1, is compared with the area where trains are not permitted to stop, as determined in step S25-2, and the area where train operation is hindered, as determined in step S25-3, as determined in step S25-3. The destination for the inter-station train is then determined to be the closest location that can be reached from the location of the inter-station train, as determined in step S25-1, without passing through the area where train operation is hindered, as determined in step S25-3, among the areas outside the area where trains are not permitted to stop, as determined in step S25-2, as determined in step S25-2, as determined in step S25-3.

[0275] In step S25-6, once the destination of the inter-station train is determined, the control unit 11 of the management server 1 then transmits an instruction to move the train and information regarding the destination of the inter-station train determined in step S25-6 (train destination information D32), along with an instruction to display the information and destination on the display unit 74, from the communication unit 13 via the communication network N to the staff terminal 7 used by the crew of the inter-station train who acquired the information in step S25-1 (step S25-7).

[0276] Upon receiving instructions to move the train and train destination information D32 from the communication unit 73, the employee terminal 7, in accordance with the instructions from the management server 1, displays a predetermined message instructing the train to move and the destination related to the train destination information D32 on the display unit 74 (step S25-8).

[0277] This allows the system to transmit instructions for moving the train from its current location and information about its destination to the staff terminal 7 used by the crew of a train that stops in an area where stopping is prohibited (as indicated by the no-stop area information D30) during a disaster, and where it is possible to move the train from that location. The crew can then move the train according to the information received by the staff terminal 7.

[0278] [Explanation of the effect] According to the train management support system 100 of this embodiment, the following effects can be obtained by determining whether or not it is necessary to move a train that has stopped during a disaster, as described above.

[0279] In other words, according to this embodiment, the management server 1 acquires the location information D2 of a train that has stopped during a disaster, thereby obtaining information related to the stopping position of the train, and by determining whether or not it is necessary to move the train from its stopping position, it becomes possible to provide the train crew with information regarding whether or not the train should be moved from its stopping location when the train stops during a disaster.

[0280] Traditionally, the decision of whether or not to move a train that has stopped during a disaster has relied on the individual judgment of the crew. In this case, there is a risk that the crew may make a wrong judgment and create a more dangerous situation, or that the individual crew member may be placed under excessive responsibility. However, according to this embodiment, such risks can be reduced.

[0281] Furthermore, by determining the destination of trains that have stopped during a disaster, it becomes possible to provide the train crew with information not only on whether or not relocation is necessary, but also on appropriate destinations if relocation is required.

[0282] Furthermore, the management server 1 obtains the no-stopping area information D30 from the route information server 6, and uses the no-stopping area information D30 to determine if the train's stopping position is within an area where stopping is not permitted, thereby determining that the train needs to move from its stopping position. The management server then determines that a location outside the area where stopping is not permitted, as specified in the no-stopping area information D30, should be the destination for the train. This makes it possible to easily determine whether movement is necessary and to decide on the destination simply by determining whether the location is inside or outside a predetermined area where stopping is not permitted.

[0283] Furthermore, the management server 1 obtains disaster status information D31 from the route information server 6, uses this information to determine whether trains that have stopped during a disaster can be moved, and only when it is determined that they can be moved does it determine that movement is necessary. This prevents the system from incorrectly determining that trains must be moved even when damage to the tracks or surrounding facilities is hindering train operation.

[0284] [(6) Step S26: Issuance of alerts in case of landslide risk] Next, we will explain the operation of this system when issuing an alert to warn of the risk of landslides during rainfall, following the flowchart in Figure 11.

[0285] [A. Flow of Operations] When rainfall occurs in a local government within a designated area managed by this system (within the region where map information D1 contains map information), the management server 1 obtains information related to the risk distribution of heavy rain warnings issued by the Japan Meteorological Agency (heavy rain warning risk distribution information D33) from the disaster information server 5 (step S26-1). The heavy rain warning risk distribution information D33 is information that shows the increased risk of flooding during rainfall by color-coding each 1km square area on a map in five stages.

[0286] Specifically, since the information regarding the risk distribution of heavy rain warnings issued by the Japan Meteorological Agency is updated at predetermined intervals (every 10 minutes), each time the information is updated, the disaster information server 5 acquires the information, and the disaster information server 5 immediately transmits the acquired information to the management server 1 via the communication network N, which is then received by the communication unit 13, so that the management server 1 acquires the heavy rain warning risk distribution information D33.

[0287] Furthermore, the information obtained in step S26-1 does not necessarily have to be limited to information related to the risk distribution of heavy rain warnings issued by the Japan Meteorological Agency, as it does not need to be information indicating the increased risk of disasters during rainfall on a regional basis.

[0288] Each time the heavy rain warning risk distribution information D33 is acquired, the control unit 11 of the management server 1 determines whether the acquired heavy rain warning risk distribution information D33 includes areas with a risk level of or higher than a predetermined level (for example, level 4 or higher out of 5 levels) (step S26-2). If the system includes areas with a risk level above a predetermined level, proceed to step S26-3; otherwise, continue to acquire information in step S26-1.

[0289] If the heavy rain warning risk distribution information D33 obtained in step S26-1 includes areas with a risk level of or higher, the management server 1 then obtains information from the disaster information server 5 regarding the area along the railway line that may be affected when a sediment-related disaster such as a debris flow occurs (sediment-related disaster impact area information D34) (step S26-3).

[0290] For the sediment-related disaster impact area information D34, it is sufficient to first investigate the topography and geology around the railway tracks, select locations where sediment-related disasters such as debris flows are likely to occur during rainfall, link the information related to those locations with information related to the area along the railway tracks that would be affected (potentially affected by sediment-related disasters) if a sediment-related disaster were to occur at those locations, and store this information in the disaster information server 5.

[0291] As for the specific acquisition method, for example, the control unit 11 of the management server 1 sends a predetermined command from the communication unit 13 to the disaster information server 5 via the communication network N to send landslide disaster impact area information D34. Upon receiving this command, the control unit 51 of the disaster information server 5 sends the landslide disaster impact area information D34 stored in the storage unit 52 to the management server 1 via the communication network N from the communication unit 53. The management server 1 then acquires the landslide disaster impact area information D34 by receiving the data sent from the disaster information server 5 via the communication unit 13.

[0292] Next, the control unit 11 of the management server 1 determines the alert location (the area on the railway line that should be notified to staff as potentially affected by landslides) based on the heavy rain warning risk distribution information D33 acquired in step S26-1 and the landslide impact area information D34 acquired in step S26-3 (step S26-4).

[0293] Specifically, the system compares the areas where the risk level related to the heavy rain warning risk distribution information D33, determined in step S26-2, is above a predetermined level with the information on locations where landslides may occur during rainfall, as included in the landslide impact area information D34 acquired in step S26-3. If there are locations within the areas where the risk level related to the heavy rain warning risk distribution information D33 is above a predetermined level that are among the locations where landslides may occur during rainfall, as included in the landslide impact area information D34, then the area along the railway line linked to those locations in the landslide impact area information D34 should be determined as the alert issuance location. Furthermore, if there are no locations within the area where the risk level related to the heavy rain warning risk distribution information D33 is above a specified level, among the locations included in the sediment disaster impact area information D34 where sediment disasters are likely to occur during rainfall, then it is acceptable to assume that there are no locations where an alert should be issued.

[0294] Once the alert location is determined in step S26-4, the control unit 11 of the management server 1 transmits the alert location information D35, which is information relating to the determined alert location, to the employee terminal 7 via the communication network N from the communication unit 13, along with a command to display the information relating to the alert location on the display unit 74 (step S26-5).

[0295] For the alert location information D35, for example, image data can be generated that makes the area on the railway line determined as the alert location in step S26-4 identifiable by displaying it in a different color on a map from the rest of the railway line, and then this image data can be transmitted to the employee terminal 7.

[0296] Furthermore, the recipient employee terminal 7 may be, for example, all employee terminals 7, or employee terminals 7 held by employees working at stations, etc., located within a predetermined distance from the selected alert-issuing area on the railway line. Alternatively, the system may be configured to send information to an employee terminal 7 only when a transmission request is received from that employee terminal 7.

[0297] When the employee terminal 7 receives the alert location information D35 via the communication unit 73, the control unit 71, in accordance with the command from the management server 1, displays information related to the alert location on the display unit 74 based on the received alert location information D35 (step S26-6). For example, if the alert location information D35 is generated as image data that allows identification of the area on the railway line determined in step S26-4 by displaying it in a different color on the map from the rest of the railway line, then the image related to that image data should be displayed on the display unit 74.

[0298] [Explanation of the effect] According to the train management support system 100 of this embodiment, the following effects can be obtained by determining the alert issuance location as described above.

[0299] In other words, according to this embodiment, the management server 1 acquires heavy rain warning risk distribution information D33, which is information indicating the increased risk of disaster occurrence in each region during rainfall, and sediment disaster impact area information D34, which includes information on locations where sediment disasters are likely to occur, and uses this information to determine the locations where alerts will be issued.

[0300] This system uses both information about locations where landslides are likely to occur (as predetermined) and information about the increased risk during actual rainfall to determine where alerts will be issued. As a result, it becomes possible to determine with high accuracy the area along the railway line that may be affected by landslides as the area where alerts will be issued.

[0301] [Third variation] Next, a modified example of the train management support system 100 according to this embodiment will be described.

[0302] [1. Various processes on employee terminals] The above description of the operation explains the case where the management server 1 processes various types of information and images based on information obtained from other servers (map information server 2, train information server 3, personnel information server 4, disaster information server 5, and route information server 6).

[0303] In this regard, from the standpoint of reducing the load on the employee terminal 7, it is preferable to have the management server 1 perform various processes as described above. However, it is also possible to omit the management server 1 and have the employee terminal 7 directly acquire information from the map information server 2, train information server 3, personnel information server 4, disaster information server 5, and route information server 6, and perform the processes that the management server 1 performed in the above operation description according to the program stored in the storage unit 72. As explained in the description of the operation above, when the management server 1 performs processing such as generating various information and images, the management server 1 corresponds to the transportation equipment management support device in the present invention. If the employee terminal 7 performs the processing that the management server 1 performed in the description of the operation above, the employee terminal 7 corresponds to the transportation equipment management support device in the present invention.

[0304] [2. Use of information related to the number of passengers] In the description of each step in the above operation, the case in which the management server 1 obtains and uses the occupancy rate information D3, which is information relating to the occupancy rate of each train, from the train information server 3 was described. However, instead, the management server 1 may obtain and use the passenger count information, which is information relating to the number of passengers on each train, from the train information server 3.

[0305] In this case, "occupancy rate" in the description of the above operation is replaced with "number of passengers," and for example, in step S11, the train icon G113 is displayed so that its height changes according to the number of passengers on the train rather than the train's occupancy rate, and when adjusting the operating interval, the operating interval is adjusted so that the number of passengers on the train becomes uniform.

[0306] Since the train occupancy rate is simply the number of passengers divided by the predetermined capacity, the same effect as described in the explanation of the operation can be obtained even when using information related to the number of passengers directly without calculating the occupancy rate as described above.

[0307] [3. Changing the display of each screen] In the above description of the operation, we have described the case in which real-time information is displayed at the time the screen is viewed in any of the screens shown in Figures 12 to 15. However, it is also possible to display information about past times specified by the railway operator's employee using the employee terminal 7 in any of the screens. In this case, since the information is not in real time, the playback speed (the speed at which the screens transition) may be adjustable.

[0308] Furthermore, while Figures 13 to 15 illustrate the case where the screen is a 3D display including height information, it may be possible to switch between a 2D display that does not include height information and a 3D display as shown.

[0309] Furthermore, while the diagrams in Figures 13 to 15 illustrate the case where the track indicator G111, which shows the railway tracks, is displayed in a two-dimensional plane, it is also possible to depict the tracks three-dimensionally, reflecting the height of each track (the elevation of the point where the track is located).

[0310] Furthermore, in any of the screens shown in Figures 12 to 15, a status display showing the train's operating status may be shown. For example, to display the operational status, a railway route map could be shown, and sections of the map where operational problems (such as service suspensions or delays) are occurring could be highlighted, for example, by changing the color, so that they can be easily identified from other sections. In addition to displaying the route map as described above, it may also be possible to display text information linking the name of the route experiencing the specific operational trouble with the details of the trouble (such as the type of trouble, including service suspension or delay, the estimated time of resumption of service in the case of service suspension, and the specific delay time in the case of delay).

[0311] [4. Changing the method for selecting trains to display icons] In the above description of the operation, the methods for selecting a train to display the train icon G113 were described as selection on the timetable (step S12) and selection from the display of trains located between stations (step S14). However, in addition to these, for example, a predetermined input field may be displayed on the screen shown on the display unit 74 of the staff terminal 7, and when a predetermined type of information that can uniquely identify a train, such as a train number, is entered into the input field, a screen may be generated in which the train icon G113 indicating the running position of the train identified by that information is displayed on the map, and this screen may be displayed on the display unit 74 of the staff terminal 7.

[0312] In step S14, we described the case where a list of trains located between stations, the inter-station train display G14, is displayed on the display unit 74, and a train to display the train icon G113 is selected from the list of trains located between stations. However, instead, it is also possible to display a list of all trains or a list of trains stopped at stations on the display unit 74, and select from that list.

[0313] [5. Display of disaster information by facility] Based on the information such as the integrated evacuation order information D23 generated in step S23, the integrated precipitation information D27 generated in step S24, and the integrated river water level information D28 generated in step S24, the management server 1 may generate a facility-specific disaster information display screen G2 as shown in Figure 17, and then transmit the data related to the screen from the communication unit 13 to the staff terminal 7 via the communication network N, so that it is displayed on the display unit 74 on the staff terminal 7.

[0314] The facility-specific disaster information display screen G2, as shown in Figure 17, includes an issued warning display G21 that shows issued evacuation orders, warnings, etc., in chronological order along with the name of the local government that issued them, an issued facility display G22 that shows issued evacuation orders, warnings, etc., for each facility such as a train station, at the location where the facility is located, and a legend G23.

[0315] The facility display G22 shows a graph indicating the type of evacuation order or warning issued and the duration of the warning for the location of each facility. The type of evacuation order or warning issued can be identified by referring to the legend in legend G23, which uses the color of the graph to determine the color for each type of evacuation order or warning.

[0316] [6 Changes to transportation equipment] In the above description of the operation, all steps were explained assuming that the transport vehicle carrying passengers is a train. However, the normal operation can also be applied to other transport vehicles used to transport passengers according to a predetermined schedule, such as buses and airplanes. In either case, the number of passengers on each piece of transport (passenger count) divided by the predetermined capacity of that piece of transport will represent the passenger load factor of that piece of transport. [Explanation of symbols]

[0317] 100 Train Management Support System 1. Management Server (Transportation Equipment Management Support Device) 11 Control Unit (Third acquisition means, First display control means, Second display control means, Third display control means) (Stage, fourth display control means, stopping time determination means, seventh acquisition means) 12 Storage section 13 Communication Department (1st acquisition means, 2nd acquisition means, 3rd acquisition means, 4th acquisition means, 5th acquisition means means, 6th acquisition means, 7th acquisition means) 2. Map information server 3. Train information server 4. Personnel Information Server 5. Disaster Information Server 6 Route Information Server 7. Staff terminals 71 Control Unit 72 Memory section 73 Communications Department 74 Display section (display means) 75 Operation section 76 Location information acquisition unit D1 Map Information D2 Line location information D3 Occupancy Information D5 Elapsed time information (Train location information between stations) G1 First Train Status Viewing Screen G1A Second Train Status Viewing Screen G1B Third Train Status Viewing Screen G1C 5th Train Status Viewing Screen G11, G11A, G11B Map Display G113 Train icons (Icon 1, Icon 2, Icon 3) G115A First Delay Indicator (Second Icon) G115B Second Delay Display (Third Icon)

Claims

1. A first acquisition means for acquiring map information, A second acquisition means for acquiring information regarding the location of a train, which is a specific type of transportation device located within the area related to the aforementioned map information, If the aforementioned train is experiencing a delay, a third acquisition means for acquiring delay time information, which is information regarding the delay time of the aforementioned train, An eighth acquisition means for obtaining total delay time information by summing up the aforementioned delay times for the entire line on which the aforementioned train operates, A first display control means causes a display means to display a map based on the map information acquired by the first acquisition means, A sixth display control means for displaying the total delay time information along with the map, A transportation equipment management support device characterized by being equipped with the following features.

2. A second display control means that displays a first icon at the location of the train on the map if the delay time of the train does not exceed a predetermined first time, A third display control means that, when the delay time of the aforementioned train exceeds a predetermined first time, causes a second icon to be displayed in place of the first icon at the location of the aforementioned train on the map, The transportation equipment management support device according to claim 1, characterized by comprising the above.

3. A sixth acquisition means for obtaining information regarding the number of passengers or occupancy rate of each train running on a railway line, A fifth display control means causes the display means to display the total number of passengers based on the information regarding the number of passengers or the occupancy rate acquired by the sixth acquisition means, A transportation equipment management support device according to claim 1 or 2, characterized by comprising the above.

4. A method for supporting the management of transportation equipment, which is performed by a transportation equipment management support device, The first acquisition step involves obtaining map information, A second acquisition step involves acquiring information regarding the location of a train, which is a specific type of transportation device located within the area related to the aforementioned map information. If the aforementioned train is experiencing a delay, a third acquisition step is to acquire delay time information, which is information regarding the delay time of the aforementioned train. An eighth acquisition step involves summing up the aforementioned delay times for the entire line on which the aforementioned train operates to obtain total delay time information, Based on the map information acquired in the first acquisition step, a first display control step causes the display means to display a map, A sixth display control step in which the total delay time information is displayed together with the map, A method for supporting the management of transportation equipment, characterized by including the following:

5. A second display control step in which, if the delay time of the train does not exceed a predetermined first time, a first icon is displayed at the location of the train on the map, A third display control step in which, if the delay time of the aforementioned train exceeds a predetermined first time, a second icon is displayed in place of the first icon at the location of the aforementioned train on the map, The transportation equipment management support method according to claim 4, characterized by including the following:

6. The sixth acquisition step involves obtaining information regarding the number of passengers or occupancy rate of each train running on a railway line, A fifth display control step, based on the information regarding the number of passengers or occupancy rate acquired in the sixth acquisition step, causes the display means to display the total number of passengers, A method for supporting the management of transportation equipment according to claim 4 or 5, characterized by including the following:

7. Computers, A first means for acquiring map information, A second acquisition means for acquiring information regarding the location of a train, which is a specific type of transportation device located within the area related to the aforementioned map information. If the aforementioned train is experiencing a delay, a third acquisition means acquires delay time information, which is information regarding the delay time of the aforementioned train. An eighth acquisition means that obtains total delay time information by summing up the delay times for the entire line on which the aforementioned train operates. A first display control means causes a map to be displayed on a display means based on the map information acquired by the first acquisition means. A sixth display control means that displays the total delay time information along with the map, A transportation equipment management support program characterized by its function as such.

8. The aforementioned computer, A second display control means that, when the delay time of the aforementioned train does not exceed a predetermined first time, displays a first icon at the location of the aforementioned train on the map. A third display control means that, when the delay time of the aforementioned train exceeds a predetermined first time, displays a second icon in place of the first icon at the location of the aforementioned train on the map. The transportation equipment management support program according to claim 7, characterized in that it functions as such.

9. The aforementioned computer, A sixth means of acquiring information regarding the number of passengers or occupancy rate of each train running on a railway line. A fifth display control means causes the display means to display the total number of passengers based on the information regarding the number of passengers or the occupancy rate acquired by the sixth acquisition means. A transportation equipment management support program according to claim 7 or 8, characterized in that it functions as such.

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