Transport equipment management support device, transport equipment management support method, and transport equipment management support program

Abstract

To provide information on a congestion condition of a transport machine which transports passengers, in a state where the information can be easily visually recognized.SOLUTION: A transport machine management support apparatus includes: first acquisition means (communication unit 13) which acquires map information D1; second acquisition means (communication unit 13) which acquires train location information D2; third acquisition means (communication unit 13) which acquires passenger capacity information D3; first display control means (control unit 11) which causes a display unit 74 of a staff terminal 7 to display a map on the basis of the map information D1; and second display control means (control unit 11) which causes a train icon G113 indicating a location of a train to be displayed on the map so that the height is changed according to the passenger capacity of the train.SELECTED DRAWING: Figure 1

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

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] Since employees of passenger transportation operators may be required to take corresponding measures according to the congestion status of each transportation equipment, when providing information to employees of passenger transportation operators, it is preferable to provide not only the position information and delay information of the transportation equipment during operation but also information related to the congestion status of each transportation equipment. And such information related to the congestion status is preferably provided in a state that is easily visually recognizable so that employees of passenger transportation operators do not need time to read it.

[0005] An object of the present invention is to make it possible to provide information related to the congestion status of transportation equipment that transports passengers in a state that is easily visually recognizable.

Means for Solving the Problem

[0006] In order to solve the above problems, the invention according to claim 1 is an apparatus for supporting the management of transportation equipment, a first acquisition means for acquiring map information; a second acquisition means for acquiring information on the location of a specific type of transportation equipment located within the area related to the map information; a third acquisition means for acquiring information on the number of passengers or the occupancy rate of the transportation equipment; 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 second display control means for displaying an icon indicating the location of the transportation equipment on the map so that the height varies according to the number of passengers or the occupancy rate of the transportation equipment; Fourth acquisition means for acquiring information regarding the operation plan of the transport device located within the area related to the map information; Third display control means for causing the display means to display a diagram on the same screen as the map based on the information acquired by the fourth acquisition means; Seventh display control means for causing the display means to display a map including the location of the selected transport device when one of the transport devices with an operation plan displayed on the diagram is selected; Eighth display control means for causing the display means to display the icon indicating the location of the selected transport device superimposed on the map including the location of the selected transport device; Comprising characterized by the above.

[0007] The invention according to claim 2 is an apparatus for supporting the management of transportation equipment, a first acquisition means for acquiring map information; a second acquisition means for acquiring information on the location of a specific type of transportation equipment located within the area related to the map information; a third acquisition means for acquiring information on the number of passengers or the occupancy rate of the transportation equipment; 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 second display control means for displaying an icon indicating the location of the transportation equipment on the map so that the height varies according to the number of passengers or the occupancy rate of the transportation equipment; Fourth acquisition means for acquiring information regarding the operation plan of the transport device located within the area related to the map information; Third display control means for causing the display means to display a diagram on the same screen as the map based on the information acquired by the fourth acquisition means; Ninth display control means for causing the display means to display the diagram indicating the operation plan of the selected transport device when one of the transport devices with an icon indicating the location displayed on the map is selected; Comprising characterized by the above.

[0008] The invention according to claim 3 is, in a transportation equipment management support device, a first acquisition means for acquiring map information; a second acquisition means for acquiring information regarding the location of a specific type of transportation equipment located within the area related to the map information; a third acquisition means for acquiring information regarding the number of passengers or the occupancy rate of the transportation equipment; 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 second display control means for causing an icon indicating the location of the transportation equipment to be displayed on the map such that the height varies according to the number of passengers or the occupancy rate of the transportation equipment; Fourth acquisition means for acquiring information regarding the operation plan of the transport device located within the area related to the map information; Third display control means for causing the display means to display a diagram on the same screen as the map based on the information acquired by the fourth acquisition means; Seventh display control means for causing the display means to display a map including the location of the selected transport device when one of the transport devices with an operation plan displayed on the diagram is selected; Eighth display control means for causing the display means to display the icon indicating the location of the selected transport device superimposed on the map including the location of the selected transport device; Ninth display control means for causing the display means to display the diagram indicating the operation plan of the selected transport device when one of the transport devices with an icon indicating the location displayed on the map is selected; Comprising characterized by this.

[0009] The invention according to claim 4 is the transportation equipment management support device according to claim 1 Any one of 3 wherein, it is provided with a fourth display control means for causing the display means to display a list of the transportation equipment; when one of the transportation equipment displayed in the list is selected, the first display control means causes the display means to display a map including the location of the selected transportation equipment; the second display control means is characterized by causing the icon indicating the location of the selected transportation equipment to be displayed on the map and overlaid on the display means.

[0010] The invention according to claim 5 is the transportation equipment management support device according to claim 4, wherein the transportation equipment is a train, and the list is a list of in - station - located trains located between stations, characterized by this.

[0011] The invention according to claim 6 is the transport equipment management support device according to any one of claims 1 to 5, wherein when an abnormality occurs in the transport equipment located within the area related to the map information, a fifth acquisition means for acquiring information related to the abnormality; a fifth display control means for displaying the information related to the abnormality around an icon indicating the location of the transport equipment where the abnormality has occurred on the map; characterized by comprising.

[0012] The invention according to claim 7 is the transport equipment management support device according to claim 6, wherein a determination means for determining a priority order for dealing with the transport equipment in which the abnormality has occurred; a sixth display control means for displaying information regarding the priority order determined by the determination means on the display means; characterized by comprising.

[0013] The invention according to claim 8 is the transport equipment management support device according to claim 7, wherein the determination means determines a priority order for dealing with the transport equipment in which the abnormality has occurred by using information related to the number of passengers or the occupancy rate of the transport equipment and / or information related to the type of abnormality that has occurred in the transport equipment.

[0014] The invention according to claim 9 is the transport equipment management support device according to any one of claims 1 to 5, wherein the second acquisition means acquires information regarding the locations of all of the transport equipment located within the area related to the map information, the third acquisition means acquires information regarding the number of passengers or the occupancy rate of all of the transport equipment located within the area related to the map information, the second display control means is characterized in that it displays the icon for all of the transport equipment located within the range of the map displayed by the first display control means.

[0015] The invention according to claim 10 is the transport equipment management support device according to any one of claims 1 to 5, wherein the second acquisition means acquires information on the location of only the transport equipment that is transporting passengers among the transport equipment located within the area related to the map information, the third acquisition means acquires information on the number of passengers or the occupancy rate of only the transport equipment that is transporting passengers among the transport equipment located within the area related to the map information, the second display control means is characterized in that the icon is displayed only for the transport equipment that is transporting passengers among the transport equipment located within the range of the map displayed by the first display control means.

[0016] The invention according to claim 11 is By a transport device management support device in a transport equipment management support method, a first acquisition step of acquiring map information, a second acquisition step of acquiring information on the location of a specific type of transport equipment located within the area related to the map information, a third acquisition step of acquiring information on the number of passengers or the occupancy rate of the transport equipment, a first display control step of causing a display means to display a map based on the map information acquired in the first acquisition step, a second display control step of displaying an icon indicating the location of the transport equipment on the map so that the height varies according to the number of passengers or the occupancy rate of the transport equipment, Fourth acquisition step of acquiring information regarding the operation plan of the transport device located within the area related to the map information; Third display control step of causing the display means to display a diagram on the same screen as the map based on the information acquired by the fourth acquisition step; When one of the transportation devices with the operation plan displayed on the diagram is selected, a seventh display control step of causing the display means to display a map including the location of the selected transportation device; An eighth display control step of causing the display means to display the icon indicating the location of the selected transportation device overlaid on the map including the location of the selected transportation device; Including characterized by Claim 12 The invention described in By a transportation device management support device is in a transport equipment management support method, a first acquisition step of acquiring map information, a second acquisition step of acquiring information on the location of a specific type of transport equipment located within the area related to the map information, A third acquisition step of acquiring information regarding the number of passengers or the occupancy rate of the transportation device; A first display control step of causing a display means to display a map based on the map information acquired in the first acquisition step; A second display control step of displaying an icon indicating the location of the transportation device on the map such that the height varies according to the number of passengers or the occupancy rate of the transportation device; A fourth acquisition step of acquiring information regarding the operation plan of the transportation device located within the area related to the map information; A third display control step of causing the display means to display a diagram on the same screen as the map based on the information acquired in the fourth acquisition step; When one of the transportation devices with the icon indicating the location displayed on the map is selected, a ninth display control step of causing the display means to display the diagram indicating the operation plan of the selected transportation device; Including characterized in that. Claim 13 The invention described in By a transportation device management support device In a transportation device management support method, A first acquisition step of acquiring map information; A second acquisition step of acquiring information regarding the location of a specific type of transportation device located within the area related to the map information; A third acquisition step of acquiring information regarding the number of passengers or the occupancy rate of the transportation device; A first display control step of causing a display means to display a map based on the map information acquired in the first acquisition step; A second display control step of displaying an icon indicating the location of the transportation device on the map such that the height varies according to the number of passengers or the occupancy rate of the transportation device; A fourth acquisition step of acquiring information regarding the operation plan of the transportation device located within the area related to the map information; A third display control step of causing the display means to display a diagram on the same screen as the map based on the information acquired in the fourth acquisition step; When one of the transportation devices with the operation plan displayed on the diagram is selected, a seventh display control step of causing the display means to display a map including the location of the selected transportation device; An eighth display control step of causing the display means to display the icon indicating the location of the selected transportation device overlaid on the map including the location of the selected transportation device; When one of the transportation devices with the icon indicating the location displayed on the map is selected, a ninth display control step of causing the display means to display the diagram indicating the operation plan of the selected transportation device Including characterized in that.

[0017] Claim 14 The invention described in is in a transportation device management support program, A computer, A first acquisition means for acquiring map information, Second acquisition means for acquiring information on the location of a specific type of transportation equipment located within the area related to the map information Third acquisition means for acquiring information on the number of passengers or the occupancy rate of the transportation equipment First display control means for causing a display means to display a map based on the map information acquired by the first acquisition means Second display control means for displaying an icon indicating the location of the transportation equipment on the map so that the height varies according to the number of passengers or the occupancy rate of the transportation equipment A fourth acquisition means for acquiring information regarding the operation plan of the transportation device located within the area related to the map information, A third display control means for causing the display means to display a diagram on the same screen as the map based on the information acquired by the fourth acquisition means, A seventh display control means for causing the display means to display a map including the location of the selected transportation device when one of the transportation devices with the operation plan displayed on the diagram is selected Function as an eighth display control means for causing the display means to display the icon indicating the location of the selected transportation equipment by superimposing it on a map including the location of the selected transportation equipment characterized by the above. Claim 15 The invention according to claim causes a computer to First acquisition means for acquiring map information Second acquisition means for acquiring information on the location of a specific type of transportation equipment located within the area related to the map information Third acquisition means for acquiring information on the number of passengers or the occupancy rate of the transportation equipment First display control means for causing a display means to display a map based on the map information acquired by the first acquisition means Second display control means for displaying an icon indicating the location of the transportation equipment on the map so that the height varies according to the number of passengers or the occupancy rate of the transportation equipment A fourth acquisition means for acquiring information regarding the operation plan of the transportation equipment located within the area related to the map information A third display control means for causing the display means to display a diagram on the same screen as the map based on the information acquired by the fourth acquisition means Function as a ninth display control means for causing the display means to display the diagram indicating the operation plan of the selected transportation equipment when one of the transportation equipment with an icon indicating the location displayed on the map is selected characterized by the above. Claim 16 The invention according to claim causes a computer to First acquisition means for acquiring map information Second acquisition means for acquiring information on the location of a specific type of transportation equipment located within the area related to the map information A third acquisition means for acquiring information regarding the number of passengers or the occupancy rate of the transportation device; 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 second display control means for displaying an icon indicating the location of the transportation device on the map so that the height varies according to the number of passengers or the occupancy rate of the transportation device; A fourth acquisition means for acquiring information regarding the operation plan of the transportation equipment located within the area related to the map information A third display control means for causing the display means to display a diagram on the same screen as the map based on the information acquired by the fourth acquisition means A seventh display control means for causing the display means to display a map including the location of the selected transportation equipment when one of the transportation equipment with an operation plan displayed on the diagram is selected Function as an eighth display control means for causing the display means to display the icon indicating the location of the selected transportation equipment by superimposing it on a map including the location of the selected transportation equipment Function as a ninth display control means for causing the display means to display the diagram indicating the operation plan of the selected transportation equipment when one of the transportation equipment with an icon indicating the location displayed on the map is selected characterized by the above.

Effect of the Invention

[0018] According to the present invention, it is possible to provide information regarding the congestion status of a transportation device that transports passengers in a state that is easy to visually recognize.

Brief Description of the Drawings

[0019]

Figure 1

Figure 2

Figure 3

Figure 4

Figure 5

Figure 6

Figure 7

Figure 8

Figure 9

Figure 10

Figure 11

Figure 12

Figure 13

Figure 14

Figure 15

Figure 16

Figure 17

Mode for Carrying Out the Invention

[0020] A train management support system 100 according to an embodiment of the present invention will be described below with reference to Figures 1 to 17. However, the technical scope of the present invention is not limited to the illustrated examples.

[0021] [First Configuration Explanation] As shown in Figure 1, the train management support system 100 is configured with 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 staff terminals 7, which are terminal devices used by each staff member of the railway operator, and these devices are connected via a communication network N.

[0022] It should be noted that the above-mentioned servers do not necessarily have to be provided separately, and a single device may also function as multiple servers. Conversely, each of the above servers does not necessarily have to be realized by a single device, and the functions of each server may be realized by connecting multiple devices via a communication network N.

[0023] [1 Management Server] The management server 1 is, for example, a computer owned by a railway operator that manages and operates the train management support system 100, and performs the processing described below in the operation explanation using information obtained from other servers. As shown in FIG. 1, the management server 1 includes, for example, a control unit 11, a storage unit 12, and a communication unit 13.

[0024] [(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 controls each part of the management server 1 in cooperation with the program data stored in the memory unit 12 and the CPU.

[0025] [(2) Memory unit] The memory unit 12 is a part where various information necessary for the operation of the management server 1 is stored. For example, it is composed of an HDD (Hard Disk Drive), a semiconductor memory, etc., and stores data necessary for the operation of the management server 1 described in the following operation explanation and data generated in the management server 1 in a readable and writable manner from the control unit 11. In addition, the memory unit 12 stores a program including various commands to the control unit 11 for operating the management server 1, and the operation of the management server 1 described in the following operation explanation is performed according to the program stored in the memory unit 12.

[0026] [(3) Communication unit] The communication unit 13 is a part used for communication between the management server 1 and other devices constituting the train management support system 100. For example, it is a communication interface having a communication IC (Integrated Circuit) for communication and a communication connector, etc., and performs data communication via the communication network N using a predetermined communication protocol under the control of the control unit 11.

[0027] [2 Map information server] The map information server 2 is, for example, a computer owned by a railway operator who manages and operates the train management support system 100, stores map information D1 as described below, and transmits it to the management server 1.

[0028] As shown in FIG. 1, the map information server 2 is configured to include, for example, a control unit 21, a memory unit 22, and a communication unit 23, similar to the management server 1.

[0029] The configurations of the control unit 21 and the communication unit 23 are not different from those of the control unit 11 and the communication unit 13 in the management server 1, respectively. The memory unit 22 is composed of, for example, an HDD, a semiconductor memory, etc., similar to the memory unit 12 in the management server 1, and stores the map information D1.

[0030] [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 will be described later, it stores the occupancy position information D2, the boarding rate information D3, the operation plan information D4, and the elapsed time information D5, and transmits them to the management server 1.

[0031] As shown in FIG. 1, the train information server 3 is configured to include, for example, a control unit 31, a storage unit 32, and a communication unit 33, similar to the management server 1.

[0032] The configurations of the control unit 31 and the communication unit 33 are the same as those of the control unit 11 and the communication unit 13 in the management server 1, respectively. Similar to the storage unit 12 in the management server 1, the storage unit 32 is composed of, for example, an HDD, a semiconductor memory, etc., and stores the occupancy position information D2, the boarding rate information D3, the operation plan information D4, and the elapsed time information D5.

[0033] [4 Personnel Information Server] The personnel information server 4 is, for example, a computer owned by a railway operator that manages and operates the train management support system 100. As will be described later, it stores the personnel list information D17 and the personnel position information D18, and transmits them to the management server 1.

[0034] As shown in FIG. 1, the personnel information server 4 is configured to include, for example, a control unit 41, a storage unit 42, and a communication unit 43, similar to the management server 1.

[0035] The configurations of the control unit 41 and the communication unit 43 are the same as those of the control unit 11 and the communication unit 13 in the management server 1, respectively. Similar to the storage unit 12 in the management server 1, the storage unit 42 is composed of, for example, an HDD, a semiconductor memory, etc., and stores the personnel list information D17 and the personnel position information D18.

[0036] [5 Disaster Information Server] The 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 will be described later, it stores the evacuation instruction information D19, precipitation information D25, river water level information D26, heavy rain warning risk distribution information D33, and landslide disaster impact range information D34, and transmits them to the management server 1.

[0037] As shown in FIG. 1, the disaster information server 5 is configured to include, for example, a control unit 51, a storage unit 52, and a communication unit 53, similar to the management server 1.

[0038] The configurations of the control unit 51 and the communication unit 53 are the same as those of the control unit 11 and the communication unit 13 in the management server 1, respectively. Similar to the storage unit 12 in the management server 1, the storage unit 52 is composed of, for example, an HDD, a semiconductor memory, etc., and stores the evacuation instruction information D19, precipitation information D25, river water level information D26, heavy rain warning risk distribution information D33, and landslide disaster impact range information D34.

[0039] [6 Route Information Server] The 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 will be described later, it stores the route information D20, parking prohibited area information D30, and disaster situation information D31, and transmits them to the management server 1.

[0040] As shown in FIG. 1, the route information server 6 is configured to include, for example, a control unit 61, a storage unit 62, and a communication unit 63, similar to the management server 1.

[0041] The configurations of the control unit 61 and the communication unit 63 are the same as those of the control unit 11 and the communication unit 13 in the management server 1, respectively. Similar to the storage unit 12 in the management server 1, the storage unit 62 is composed of, for example, an HDD, a semiconductor memory, etc., and stores the route information D20, parking prohibited area information D30, and disaster situation information D31.

[0042] [7 Staff Terminal] The staff terminal 7 is an information device such as a smartphone or a tablet terminal possessed by each staff member of the railway operator, and is used for displaying information received from the management server 1 as described later. In FIG. 1, only one staff terminal 7 is illustrated, but in reality, a number of staff terminals 7 possessed by each staff member of the railway operator are connected to the management server 1 via the communication network N.

[0043] As shown in FIG. 1, the staff terminal 7 includes, for example, a control unit 71, a storage unit 72, and a communication unit 73, similar to the management server 1. Further, the staff terminal 7 includes a display unit 74, an operation unit 75, and a position information acquisition unit 76.

[0044] The configurations of the control unit 71 and the communication unit 73 are the same as those of the control unit 11 and the communication unit 13 in the management server 1. Similar to the storage unit 12 in the management server 1, the storage unit 72 is composed of, for example, an HDD, a semiconductor memory, etc., and stores a program including various commands for operating the staff terminal 7 as described in the following operation explanation for the control unit 71.

[0045] The display unit 74 includes, for example, a display such as an LCD (Liquid Crystal Display), and displays an image based on a display control signal output from the control unit 71 on the display.

[0046] The operation unit 75 includes, for example, a keyboard having character input keys, numeric input keys, and other keys associated with various functions, receives an operation input from the user of the staff terminal 7, and outputs an operation signal corresponding to the operation input to the control unit 71. The operation unit 75 may be, for example, a touch panel integrally formed with the display unit 74.

[0047] The location information acquisition unit 76 is a part that acquires information regarding the location of the staff terminal 7. For example, a GPS (Global Positioning System) receiver is used. The GPS receiver receives a GPS signal, which is a positioning radio wave provided by a plurality of GPS satellites constituting GPS, and uses this to acquire the location information of the staff terminal 7, and by extension, the location information of the railway operator's staff who holds the staff terminal 7. Note that the location information acquisition unit 76 only needs to be able to acquire the location information of the staff terminal 7, and is not limited to a GPS receiver. For example, a receiver for signals related to other satellite positioning systems may be used.

[0048] [8 Communication Network] The communication network N is, for example, the Internet, a telephone line network, a mobile phone communication network, a wireless LAN communication network, etc. As shown in FIG. 1, it connects between the respective devices constituting the train management support system 100. The communication network N is not particularly limited as long as it can connect between the respective devices constituting the train management support system 100 as described above and enable data transmission and reception between them.

[0049] [Explanation of the Second Operation] Next, the operation of the train management support system 100 according to the present embodiment will be described. The operation of the train management support system 100 is roughly divided into normal operation (steps S11 to S14) and disaster operation (steps S21 to S26).

[0050] [1 Normal Operation] First, the normal operation of the train management support system 100 will be described according to the flowcharts of FIGS. 2 to 5. In this case, the normal time refers to a state where no disaster has occurred, and it is considered to be included in normal time as long as there is only a delay caused by a trouble of an individual train.

[0051] [(1) Step S11: Confirmation of Occupancy Status, etc.] First, the operation when checking the train occupancy status and the like using the train management support system 100 will be described according to the flowchart of FIG. 2.

[0052] [A Flow of Operations] When checking the train occupancy status and the like of each train using this system, a railway company employee performs a predetermined operation using the operation unit 75 of the employee terminal 7 to establish a connection state between the employee terminal 7 and the management server 1. When the connection state with the employee terminal 7 is established, the management server 1 acquires map information D1 from the map information server 2 (step S11-1).

[0053] The map information D1 is information related to maps of all areas where trains managed by this system may run. The format of the map and the like is not particularly limited. In addition, the map related to the map information D1 includes information related to the positions of the railway lines, stations, and train vehicle bases located within the area, information related to the geographical range (boundaries on the map of local public bodies) of local public bodies located within the area, information related to the positions of rivers flowing within the area, information related to the altitude of each point within the area, information related to the traffic congestion status of roads running within the area, and the like.

[0054] As a specific acquisition method, for example, the control unit 11 of the management server 1 transmits a predetermined command to the map information server 2 via the communication network N from the communication unit 13 to transmit the map information D1. In the map information server 2 that has received this, the control unit 21 transmits 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, and the management server 1 may acquire the map information D1 by receiving the data transmitted from the map information server 2 by the communication unit 13.

[0055] Subsequently, the control unit 11 of the management server 1 acquires, from the train information server 3, the on-line position information D2 which is information regarding the on-line position (the position of the train on the track) of each train located within the area related to the map information D1, the occupancy rate information D3 which is information regarding the occupancy rate (number of passengers / seating capacity) of each train located within the area related to the map information D1, the operation plan information D4 which is information regarding the operation plan of each train located within the area related to the map information D1, and the elapsed time information D5 which is information regarding the elapsed time since each train departed from the previous station and located within the area related to the map information D1 (step S11-2). The operation plan information D4 is information that includes information regarding the stations where each train stops and the schedule of how each train operates including the arrival time and departure time at each stop station. Note that the trains for which the on-line position information D2, the occupancy rate information D3, the operation plan information D4, and the elapsed time information D5 are acquired may be all trains located within the area related to the map information D1 including freight trains and trains in shunting, etc., or may be limited to only trains transporting passengers.

[0056] As a specific acquisition method, the control unit 11 of the management server 1 transmits a predetermined command to the train information server 3 via the communication network N from the communication unit 13 to transmit the on-line position information D2, the occupancy rate information D3, the operation plan information D4, and the elapsed time information D5. In the train information server 3 that has received this, the control unit 31 transmits the on-line position information D2, the occupancy rate information D3, the operation plan information D4, and the elapsed time information D5 stored in the storage unit 32 to the management server 1 via the communication network N from the communication unit 33. The management server 1 may acquire the on-line position information D2, the occupancy rate information D3, the operation plan information D4, and the elapsed time information D by receiving the data transmitted from the train information server 3 by the communication unit 13.

[0057] Subsequently, the control unit 11 of the management server 1 generates a first on-line status viewing screen G1 as shown in FIG. 12 (step S11-3). As shown in FIG. 12, the first online status viewing screen G1 is a screen that displays a map display G11 on which a map is shown, a diagram display G12 on which a diagram is shown, and a route information display G13 on which route information is shown.

[0058] On the map display G11, a map of the entire area related to the map information D1 obtained in step S11-1 is displayed.

[0059] On the diagram display G12, a diagram related to a train running on a specific route is displayed based on the operation plan information D4 obtained in step S11-2. The diagram display G12 includes a route selection column G121, a direction selection column G122, and a diagram display column G123.

[0060] The route selection column G121 is an input column for selecting a route to be displayed in the diagram display column G123, and is configured such that a staff member of a railway operator using the staff terminal 7 can select a route by an operation using the operation unit 75. The route selected as the initial state is arbitrary, and the route displayed in the diagram display column G123 at the previous use may be automatically selected, or a specific route may be automatically selected.

[0061] The direction selection column G122 is an input column for selecting the direction of the train to be displayed in the diagram display column G123, and is configured such that a staff member of a railway operator using the staff terminal 7 can select a direction by an operation using the operation unit 75. Examples of the direction of the train include all directions, up, down, and going to XX. The direction selected as the initial state is arbitrary, and the direction displayed in the diagram display column G123 at the previous use may be automatically selected, or a specific direction may be automatically selected.

[0062] The diagram display column G123 is a display column in which a diagram of the train in the direction selected in the direction selection column G122 of the route selected in the route selection column G121 is displayed. In the case of a large number of trains, the diagram display column G123 includes a station name display column G1231 in which the station name is displayed, a graph display column G1232 in which a graph showing the operation plan of each train is displayed, and a train number display column G1233 in which the train number of each train is displayed.

[0063] In the route information display G13, the total number of passengers (total boarding passengers) is displayed based on the boarding rate information D3 obtained in step S11-2 and the capacity of each train, and the total delay time (total delay time) is displayed based on the elapsed time information D5 obtained in step S11-2. The route information display G13 includes a route selection column G131, a direction selection column G132, a total boarding passengers display column G133, and a total delay time display column G134.

[0064] The route selection column G131 is an input column for selecting the route to be displayed in the total boarding passengers display column G133 and the total delay time display column G134, and is configured such that a railway operator's staff using the staff terminal 7 can select a route by operating using the operation unit 75. The route selected as the initial state is arbitrary, and the route displayed in the total boarding passengers display column G133 and the total delay time display column G134 at the previous use may be automatically selected, or a specific route may be automatically selected.

[0065] The direction selection column G132 is an input column for selecting the direction of the train to be displayed in the total boarding passengers display column G133 and the total delay time display column G134, and is configured such that a railway operator's staff using the staff terminal 7 can select a direction by operating using the operation unit 75. As the direction of the train, for example, all directions, up, down, going to 〇〇, etc. can be considered. The aspect selected as the initial state is arbitrary, and the aspect displayed in the total number of passengers display column G133 and the total delay time display column G134 at the previous use may be automatically selected, or a specific aspect may be automatically selected.

[0066] The total number of passengers display column G133 is a display column in which the total number of passengers of all trains in the aspect selected in the aspect selection column G132 of the route selected in the route selection column G131 is displayed as a bar graph for each time zone. The total delay time display column G134 is a display column in which the total delay time of all trains in the aspect selected in the aspect selection column G132 of the route selected in the route selection column G131 is displayed as a bar graph for each time zone.

[0067] When generating the first on-line status viewing screen G1, the control unit 11 of the management server 1 transmits the data related to the screen (the first on-line status viewing screen data D6) from the communication unit 13 to the staff terminal 7 via the communication network N together with a command to display the screen on the display unit 74 (step S11-4).

[0068] In the staff terminal 7 that has received the first on-line status viewing screen data D6 by the communication unit 73, the control unit 71 causes the display unit 74 to display the first on-line status viewing screen G1 based on the received first on-line status viewing screen data D6 in accordance with the command of the management server 1 (step S11-5).

[0069] After the first on-line status viewing screen G1 is displayed on the display unit 74, the processes of steps S11-2 to S11-5 are repeated at a predetermined time interval. As a result, the first on-line status viewing screen G1 displayed on the display unit 74 of the staff terminal 7 is updated at a predetermined time interval, and the first on-line status viewing screen G1 based on the latest information is always displayed on the display unit 74 of the staff terminal 7. In this way, the point that the screen is updated to a screen on which the latest information is displayed in real time is the same for the second on-line status viewing screen G1A, the third on-line status viewing screen G1B, the fourth on-line status viewing screen, the fifth on-line status viewing screen G1C, and the sixth on-line status viewing screen described later.

[0070] When the first on-line status viewing screen G1 is displayed on the display unit 74, a railway operator's staff member using the staff terminal 7 performs a predetermined operation using the operation unit 75 to set the range of the area displayed in the map display G11 (step S11-6). The setting method is not particularly limited as long as a railway operator's staff member using the staff terminal 7 can set an arbitrary display range.

[0071] When the display range is set on the staff terminal 7, the 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). In the management server 1 that has received the information, the control unit 11 generates a second on-line status viewing screen G1A as shown in FIG. 13 (step S11-8).

[0072] The second on-line status viewing screen G1A is obtained by replacing the map display G11 of the first on-line status viewing screen G1 with a map display G11A whose display range is limited according to the display range information D7. Note that the first on-line status viewing screen G1 and the second on-line status viewing screen G1A may be seamlessly switched as the display range is adjusted by operating the icons (the zoom-in icon G117 and the zoom-out icon G118) displayed on the screen.

[0073] Also, when the range of the displayed area is narrower than a predetermined range, as shown in FIG. 13, the map display G11A includes a track display G111 that is a display of the tracks of the railway existing within the area, a station icon G112 that is an icon indicating a station existing on the track related to the track display G111, and a train icon G113 that is an icon indicating a train existing on the track related to the track display G111. Also, above the train icon G113, a train number display G116 that is a display of the train number of the train is displayed.

[0074] As shown in FIG. 13, the train icon G113 is an icon that is displayed such that a rectangular parallelepiped rises upward from the train position on the track display G111 of the map display G11A. Its height corresponds to the occupancy rate of the train related to the occupancy rate information D3 obtained in step S11-2. That is, the higher the occupancy rate related to the occupancy rate information D3, the higher the height of the train icon G113. Note that the height of the icon may gradually vary in proportion to the occupancy rate, or it may vary stepwise, such that it is the first height when less than a predetermined first occupancy rate, the second height when equal to or greater than the predetermined first occupancy rate and less than a predetermined second occupancy rate, the third height when equal to or greater than the predetermined second occupancy rate and less than a predetermined third occupancy rate, and the fourth height when equal to or greater than the predetermined third occupancy rate. Both the gradual case and the stepwise case are included in the case where the height of the train icon G113 varies according to the occupancy rate related to the occupancy rate information D_{3}.

[0075] Also, as the train icon G113, it is preferable to be able to distinguish between a train stopped at a station and a train located between stations by having different displays for them. In FIG. 13, for a train located between stations, three triangles facing the direction of travel are displayed, while for a train stopped at a station, the case where the middle triangle becomes a square is illustrated.

[0076] Note that as the trains for which the train icon G113 is to be displayed, if in step S11-2, the on-line position information D2, occupancy rate information D3, operation plan information D4, and elapsed time information D5 for all trains located within the area related to the map information D1 are obtained, then all trains located within the display range of the map display G11A may be used. Also, if in step S11-2, the on-line position information D2, occupancy rate information D3, operation plan information D4, and elapsed time information D5 are obtained only for trains transporting passengers located within the area related to the map information D1, then the train icon G113 may be displayed only for trains transporting passengers located within the display range of the map display G11A. In step S11-2, after acquiring information about all trains located within the area related to the map information D1, in step S11-8, only information about trains transporting passengers located within the display range of the map display G11A is extracted, and a second train occupancy status viewing screen G1A is generated such that a train icon G113 is displayed only for the extracted trains.

[0077] When generating the second train occupancy status viewing screen G1A, the control unit 11 of the management server 1 transmits data related to the screen (second train occupancy status viewing screen data D8) together with a command to display the screen on the display unit 74 from the communication unit 13 via the communication network N to the staff terminal 7 (step S11-9).

[0078] At the staff terminal 7 that has received the second train occupancy status viewing screen data D8 by the communication unit 73, the control unit 71 causes the second train occupancy status viewing screen G1A to be displayed on the display unit 74 according to the command of the management server 1 based on the received second train occupancy status viewing screen data D8 (step S11-10).

[0079] [Description of Effects] According to the train management support system 100 according to the present embodiment, by being able to confirm the occupancy status of trains as described above, the following effects can be obtained.

[0080] That is, according to the present embodiment, in the management server 1, map information D1 is acquired from the map information server 2, the on-line position information D2 and the boarding rate information D3 are acquired from the train information server 3, a second train occupancy status viewing screen G1A is generated based on these, and the second train occupancy status viewing screen data D8, which is data related to the screen, is transmitted to the staff terminal 7, so that at the staff terminal 7, the second train occupancy status viewing screen G1A is displayed on the display unit 74. As a result, the control unit 11 of the management server 1 causes the map display G11A based on the map information D1 to be displayed on the display unit 74 of the staff terminal 7, and on the map display G11A, a train icon G113, which is an icon indicating the running position of the train, is displayed such that the height varies according to the boarding rate of the train.

[0081] Therefore, since the staff of the railway operator using the staff terminal 7 can grasp the occupancy rate of the train only by looking at the height of the train icon G113 displayed on the second in-line status viewing screen G1A, it is possible to provide information regarding the congestion status of the train to the staff of the railway operator using the staff terminal 7 in a state that is visually easy to recognize.

[0082] [(2) Step S12: Transition from Diagram to Map] Subsequently, the operation when displaying the in-line status etc. of the train selected on the diagram on the map will be described according to the flowchart of FIG. 3.

[0083] [(a) Flow of Operation] In the state where the second in-line status viewing screen G1A is displayed on the display unit 74 in step S11-10, when a staff member of the railway operator using the staff terminal 7 wants to check the in-line status of a specific train among the trains for which the diagram is displayed in the diagram display G12, specifically the in-line position and the congestion status, the train is selected from the diagram display G12 (step S12-1).

[0084] Specifically, select the desired route from the route selection column G121, select the desired direction from the direction selection column G122, and then, from the list of train numbers displayed in the train number display column G1233 in the displayed diagram display column G123, click, tap, etc. on the operation unit 75 to select the train number related to the train for which the in-line status is to be checked.

[0085] When a specific train is selected from the diagram display G12 in the staff terminal 7, the control unit 71 of the staff terminal 7 transmits the diagram selection train information D9, which is information related 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). In the management server 1 that has received the information, the control unit 11 generates a third in-line status viewing screen G1B as shown in FIG. 14 (step S12-3).

[0086] For the third online status viewing screen G1B, regarding the second online status viewing screen G1A, the map display G11A is set with the range of the map to be around the in-line position of the train selected in step S12-1, and the train icon G113 related to the train selected in step S12-1 is displayed. At the same time, it is a replacement for the map display G11B where the train detail display G114, which is a display related to the details of the train, is displayed.

[0087] As shown in FIG. 14, the train detail display G114 is a display column in which the detailed information of the train selected in step S12-1, specifically, the previous station, the next station, the train number, the affiliated section, the formation number, the number of passengers / cars, the boarding rate, and the delay time are displayed.

[0088] When generating the third online status viewing screen G1B, the control unit 11 of the management server 1 transmits the data related to the screen (the third online status viewing screen data D10) together with a command to display the screen on the display unit 74 from the communication unit 13 via the communication network N to the staff terminal 7 (step S12-4).

[0089] In the staff terminal 7 that has received the third online status viewing screen data D10 by the communication unit 73, the control unit 71 causes the display unit 74 to display the third online status viewing screen G1B based on the received third online status viewing screen data D10 in accordance with the command of the management server 1 (step S12-5).

[0090] [Description of Effects] According to the train management support system 100 according to the present embodiment, since the display can be transitioned from the diagram to the map as described above, the following effects can be obtained.

[0091] That is, according to the present embodiment, in the management server 1, the operation plan information D4 is acquired from the train information server 3, the second on-line status viewing screen G1A is generated based on these, and the second on-line status viewing screen data D8, which is the data related to the screen, is transmitted to the staff terminal 7. Thus, in the staff terminal 7, the diagram display G12 included in the second on-line status viewing screen G1A is displayed on the display unit 74.

[0092] Then, when one of the trains with the diagram displayed in the diagram display column G123 of the diagram display G12 is selected by a staff member of the railway operator using the staff terminal 7, a train icon G113 indicating the running position of the selected train is displayed on the map display G11B, which is a display related to the map including the running position of the selected train. The third on-line status viewing screen G1B is generated, and the third on-line status viewing screen data D10, which is the data related to the screen, is transmitted to the staff terminal 7. Thus, in the staff terminal 7, the third on-line status viewing screen G1B is displayed on the display unit 74. As a result, the map display G11B, which is a display related to the map including the running position of the train selected by the staff member of the railway operator using the staff terminal 7 among the trains with the diagram displayed in the diagram display column G123, is displayed on the display unit 74, and the train icon G113 indicating the running position of the train selected by the staff member of the railway operator using the staff terminal 7 is displayed on the map display G11B.

[0093] Therefore, the staff member of the railway operator using the staff terminal 7 can confirm the information related to the train selected from the diagram on the map, and it becomes easy to grasp the information related to the train operation plan and the information related to the on-line position on the map in association with each other.

[0094] [(3) Step S13: Transition from Map to Diagram] Subsequently, the operation when displaying the diagram for the train selected on the map will be described according to the flowchart of FIG. 4.

[0095] [a. Flow of Operations] In the state where the second on-line status viewing screen G1A is displayed on the display unit 74 in step S11-10, when a railway operator's staff member using the staff terminal 7 wants to check the diagram of a specific train among the trains with train icons G113 displayed on the map display G11A, the train is selected from the map display G11A (step S13-1).

[0096] Specifically, from the train icons G113 displayed on the map display G11A, the train icon G113 related to the train for which the diagram is to be checked may be selected by performing operations such as clicking or tapping using the operation unit 75.

[0097] When an icon related to a specific train is selected from the train icons G113 displayed on the map display G11A in the staff terminal 7, the control unit 71 of the staff 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). In the management server 1 that has received the information, the control unit 11 generates a fourth on-line status viewing screen (step S13-3).

[0098] For the second on-line status viewing screen G1A, the fourth on-line status viewing screen is such that when the route on which the train related to the map selection train information D11 travels is selected in the route selection column G121 and the direction in which the train related to the map selection train information D11 is heading is selected in the direction selection column G122, the diagram of the train related to the map selection train information D11 is displayed in the diagram display column G123.

[0099] When generating the fourth on-line status viewing screen, the control unit 11 of the management server 1 transmits the data related to the screen (fourth on-line status viewing screen data D12) to the staff terminal 7 from the communication unit 13 via the communication network N together with a command to display the screen on the display unit 74 (step S13-4).

[0100] In the staff terminal 7 that has received the fourth online status viewing screen data D12 by the communication unit 73, the control unit 71 causes the display unit 74 to display the fourth online status viewing screen based on the received fourth online status viewing screen data D12 in accordance with the command of the management server 1 (step S13-5).

[0101] [Description of Effects] According to the train management support system 100 according to the present embodiment, by being able to transition the display from the map to the diagram as described above, the following effects can be obtained.

[0102] That is, according to the present embodiment, in the management server 1, the operation plan information D4 is acquired from the train information server 3, the second online status viewing screen G1A is generated based on these, and the second online status viewing screen data D8 which is the data related to the screen is transmitted to the staff terminal 7, so that in the staff terminal 7, the diagram display G12 included in the second online status viewing screen G1A is displayed on the display unit 74.

[0103] Then, when one of the trains on which the train icon G113 is displayed on the map display G11A is selected by a staff member of the railway operator using the staff terminal 7, a fourth online status viewing screen including the diagram display G12 that displays a diagram showing the operation plan of the selected train is generated, and the fourth online status viewing screen data D12 which is the data related to the screen is transmitted to the staff terminal 7, so that in the staff terminal 7, the fourth online status viewing screen is displayed on the display unit 74. As a result, it is possible to display on the display unit 74 the diagram display G12 including a diagram showing the operation plan of the train selected by the staff member of the railway operator using the staff terminal 7 among the trains on which the train icon G113 is displayed on the map display G11A.

[0104] Therefore, the staff member of the railway operator using the staff terminal 7 can confirm the operation plan of the train selected from the map, and it becomes easy to grasp the information related to the position of the train on the map and the information related to the operation plan.

[0105] [(4) Step S14: Transition from Train Location Display between Stations to Map] Subsequently, regarding the operation of displaying a list of trains located between railway stations (hereinafter referred to as "trains located between stations") and displaying the on-line status, etc. of the selected train on the map from the list, it will be described according to the flowchart of FIG. 5.

[0106] [A Flow of Operation] In the state where the second on-line status viewing screen G1A is displayed on the display unit 74 in Step S11-10, when a railway operator's staff using the staff terminal 7 wants to check a list of trains located between railway stations (hereinafter referred to as "trains located between stations", which are the points between stations on the line), a predetermined operation is performed using the operation unit 75. When this operation is performed, the control unit 71 transmits, from the communication unit 73 via the communication network N to the management server 1, the train location display instruction information D13, which is information indicating that the above operation has been performed (Step S14-1).

[0107] In the management server 1 that has received the train location display instruction information D13 by the communication unit 13, the control unit 11 generates the fifth on-line status viewing screen G1C as shown in FIG. 15 (Step S14-2).

[0108] The fifth on-line status viewing screen G1C is such that for the second on-line status viewing screen G1A, the train location display G14 where a list of trains located between stations is displayed is superimposed on the map display G11A.

[0109] As shown in FIG. 15, in the train location display G14, for each train located between stations, the line name, direction, train number, section in operation, number of vehicles, number of passengers / rated capacity (riding rate), and elapsed time since departure from the previous station are displayed. Also, for each train located between stations, they are arranged and displayed in descending order of the elapsed time since departure from the previous station. The method for extracting trains located between stations is not particularly limited. For example, it may be extracted by comparing the on-track position information D2 of each train obtained in step S11-2 with the positions 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 at a position other than a station.

[0110] In addition, as shown in FIG. 15, the inter-station train display G14 is provided with a condition setting column G141 for setting the conditions of the inter-station trains to be displayed, and is configured such that a railway operator's staff using the staff terminal 7 can set the conditions of the inter-station trains to be displayed by operating using the operation unit 75. As the conditions of the inter-station trains to be displayed, for example, as shown in FIG. 15, it is preferable to be able to set conditions such as the elapsed time after departure from the previous station being a certain number of minutes or more.

[0111] When generating the fifth on-track status viewing screen G1C, the control unit 11 of the management server 1 transmits the data related to the screen (fifth on-track status viewing screen data D14) to the staff terminal 7 from the communication unit 13 via the communication network N together with a command to display the screen on the display unit 74 (step S14-3).

[0112] In the staff terminal 7 that has received the fifth on-track status viewing screen data D14 by the communication unit 73, the control unit 71 causes the fifth on-track status viewing screen G1C to be displayed on the display unit 74 based on the received fifth on-track status viewing screen data D14 in accordance with the command of the management server 1 (step S14-4).

[0113] In a state where the fifth on-track status viewing screen G1C is displayed on the display unit 74 in step S14-4, when a railway operator's staff using the staff terminal 7 wants to check the on-track status of a specific train among the inter-station trains displayed on the inter-station train display G14, specifically, the on-track position and the congestion status, the train is selected from the inter-station train display G14 (step S14-5).

[0114] Specifically, from the list of trains between stations displayed on the between-station train display G14, the display related to the train for which the on-line status is to be confirmed (each row of the between-station train display G14) may be selected by performing operations such as clicking or tapping using the operation unit 75.

[0115] When a specific train is selected from the between-station train display G14 on the staff terminal 7, the control unit 71 of the staff terminal 7 transmits the between-station train selection information D15, which is information related to the train selected from the between-station train display G14, from the communication unit 73 to the management server 1 via the communication network N (step S14-6). In the management server 1 that has received the information, the control unit 11 generates the sixth on-line status viewing screen (step S14-7).

[0116] For the sixth on-line status viewing screen, regarding the third on-line status viewing screen G1B, the map display G11B is set to have the range of the displayed map around the on-line position of the train selected in step S14-5, and the train icon G113 related to the train selected in step S14-5 is displayed. A train detail display G114 related to the details of the train selected in step S14-5 is displayed around the train icon G113.

[0117] After generating the sixth on-line status viewing screen, the control unit 11 of the management server 1 transmits the data related to the screen (sixth on-line status viewing screen data D16) to the staff terminal 7 from the communication unit 13 via the communication network N together with a command to display the screen on the display unit 74 (step S14-8).

[0118] In the staff terminal 7 that has received the sixth on-line status viewing screen data D16 by the communication unit 73, the control unit 71 causes the display unit 74 to display the sixth on-line status viewing screen based on the received sixth on-line status viewing screen data D16 in accordance with the command of the management server 1 (step S14-9).

[0119] [Description of Effects] According to the train management support system 100 according to the present embodiment, by being able to transition the display from the inter-station location train display to the map as described above, the following effects can be obtained.

[0120] That is, according to the present embodiment, in the management server 1, a fifth on-track status viewing screen G1C including the inter-station location train display G14 is generated, and the fifth on-track status viewing screen data D14, which is data related to the screen, is transmitted to the staff terminal 7. As a result, on the staff terminal 7, the inter-station location train display G14, which is a display related to the list of trains located between stations included in the fifth on-track status viewing screen G1C, is displayed on the display unit 74.

[0121] Then, when one of the trains displayed on the inter-station location train display G14 is selected by a staff member of the railway operator using the staff terminal 7, a sixth on-track status viewing screen is generated in which a train icon G113 indicating the running position of the selected train is displayed on the map display G11B including the running position of the selected train, and the sixth on-track status viewing screen data D16, which is data related to the screen, is transmitted to the staff terminal 7. As a result, on the staff terminal 7, the sixth on-track status viewing screen is displayed on the display unit 74. Thereby, the map display G11B including the running position of the train selected on the inter-station location train display G14 is displayed on the display unit 74, and the train icon G113 indicating the running position of the train selected on the inter-station location train display G14 can be displayed on the map display G11B.

[0122] Therefore, a staff member of the railway operator using the staff terminal 7 can check the list of trains located between railway stations, which are inter-station location trains, and when there is a train for which the on-track position is to be confirmed in the list, it is also possible to confirm the on-track position of the train on the map.

[0123] [(5) Regarding the transition of the delay display] Subsequently, regarding the transition of the display related to the delay status of trains in this system, it will be described with reference to FIG. 16.

[0124] [Transition of the displayed icon] Around the train icon G113 displayed on the second online status viewing screen G1A, the third online status viewing screen G1B, the fourth online status viewing screen, the fifth online status viewing screen G1C, and the sixth online status viewing screen, when the delay time of the train is less than a predetermined first time (for example, 3 minutes), as shown in Fig. 16(a), nothing is displayed and only the train icon G113 is displayed.

[0125] On the other hand, when the delay time of the train is equal to or more than a predetermined first time (for example, 3 minutes) and less than a predetermined second time (for example, 10 minutes), as shown in Fig. 16(b), a first delay display G115A indicating that the train delay is equal to or more than the predetermined first time and less than the predetermined second time is displayed. The first delay display G115A may be any display that can distinguish the state where only the train icon G113 is displayed and the state where the second delay display G115B described later is displayed around the train icon G113. For example, as shown in Fig. 16(b), a circular area may be displayed around the train icon G113 in a predetermined color (for example, yellow). The combination of the first delay display G115A displayed around such a train icon G113 can be regarded as an icon indicating a train whose delay exceeds the predetermined first time and does not exceed the predetermined second time.

[0126] When the delay time of the train is equal to or more than the predetermined second time (for example, 10 minutes), as shown in Fig. 16(c), a second delay display G115B indicating that the train delay is equal to or more than the predetermined second time is displayed. As the second delay display G115B, any display that can distinguish the state in which only the train icon G113 is displayed and the state in which the first delay display G115A is displayed around the train icon G113 may be used. For example, as shown in Fig. 16(c), a circular area may be displayed around the train icon G113 in a predetermined color (e.g., red) different from the first delay display G115A. The displays in which the second delay display G115B is displayed around the train icon G113 like this can be collectively regarded as icons indicating trains with a delay exceeding a predetermined second time.

[0127] As described above, since the second on-line status viewing screen G1A, the third on-line status viewing screen G1B, the fourth on-line status viewing screen, the fifth on-line status viewing screen G1C, and the sixth on-line status viewing screen displayed on the display unit 74 of the staff terminal 7 are updated at predetermined time intervals, when the delay time of the train increases and reaches a predetermined first time or more, for the trains in which only the train icon G113 has been displayed until then, an icon with the first delay display G115A displayed around the train icon G113 is displayed. When the time reaches a predetermined second time or more, for the trains in which an icon with the first delay display G115A displayed around the train icon G113 has been displayed until then, an icon with the second delay display G115B displayed around the train icon G113 is displayed.

[0128] In the above description, it has been explained that when the train delay is less than the first time, only the train icon G113 is displayed; when the train delay is equal to or greater than the first time and less than the second time, in addition to the train icon G113, the first delay display G115A is also displayed; and when the train delay is equal to or greater than the second time, in addition to the train icon G113, the second delay display G115B is also displayed. However, with regard to "less than ~ hours" and "equal to or greater than ~ hours", the inclusion or exclusion of the value is not limited. Instead, when the train delay is equal to or less than the first time, only the train icon G113 is displayed; when the train delay is greater than the first time and less than or equal to the second time, in addition to the train icon G113, the first delay display G115A is also displayed; and when the train delay is greater than the second time, in addition to the train icon G113, the second delay display G115B is also displayed. This may also be acceptable. In any case, when only the train icon G113 is displayed, the icon corresponds to the icon displayed when the train delay time does not exceed the first time. When the first delay display G115A is also displayed in addition to the train icon G113, the combination of these corresponds to the icon displayed when the train delay time exceeds the predetermined first time and does not exceed the second time. When the second delay display G115B is also displayed in addition to the train icon G113, the combination of these corresponds to the icon displayed when the train delay time exceeds the predetermined second time.

[0129] Also, the display is not limited to the three levels as described above. For example, the display of the second delay display G115B may be limited to the case where the train delay time does not exceed the predetermined third time, and when the train delay time exceeds the predetermined third time, a third delay display different from the first delay display G115A and the second delay display G115B may be displayed. The same applies to the fourth delay display and subsequent displays.

[0130] [Regarding the method of obtaining information related to the delay time] When transitioning the icon as described above, it is necessary to obtain information regarding the delay time of each train in the management server 1. Regarding the information on the delay time of each train, the information obtained by receiving, via the communication unit 13, from a system that manages information on the delay time of external trains may be used as it is, or it may be calculated in the management server 1 as follows.

[0131] That is, when a train is delayed, it may be the case where the train stops between stations where it is not supposed to stop due to causes such as a personal accident or equipment failure, or the case where the train stops at a station but the stop time is longer than normal.

[0132] Among these, in the case of a stop between stations, the delay time of the train can be calculated using information on the train located between stations.

[0133] That is, the elapsed time information D5 that the management server 1 obtains from the train information server 3 in step S11-2 is information regarding the elapsed time since each train departed from the previous station. When such an elapsed time since departing from the previous station exceeds the normal time required for the train to arrive at the next station after departing from the previous station, the train is delayed by such an excess time. Therefore, the delay time of the train located between stations can be calculated by subtracting the predetermined time that is scheduled to be required for the train located between stations to arrive at the next station after departing from the previous station from the elapsed time since the train located between stations departed from the previous station.

[0134] For example, if the normal time required for a certain train to arrive at station B, the next station, after departing from station A, the previous station, is 5 minutes, and 10 minutes have elapsed since the train departed from station A, then the delay time is calculated as 10 - 5 = 5 minutes. In addition, when a train is delayed during the travel in a plurality of sections (between stations), the delay times in each section calculated in this way may be totaled, and the total of the delay times in each section may be taken as the delay time of the train.

[0135] On the other hand, in the case of a stop at a station, the delay time of the train can be calculated using information about the train (station-located train) that is stopping at such a station.

[0136] That is, when the stop time of a train at a station exceeds the normal time scheduled as the time for the train to stop at the station, a delay occurs in the train by the amount of such excess time. Therefore, the management server 1 acquires information regarding the stop time of each train at a station, for example, by receiving it through the communication unit 13 from an external system, and then subtracts a predetermined time scheduled for the train to stop at the station from the time, thereby calculating the delay time of the station-located train.

[0137] For example, if the normal stop time of a certain train at Station A is 5 minutes, and the train stops at Station A for 10 minutes, the delay time is calculated as 10 - 5 = 5 minutes. In addition, when a delay occurs at a plurality of stations for a certain train, the delay times at each station calculated in this way may be totaled, and the total of the delay times at each station may be taken as the delay time of the train.

[0138] Also, when both the delay occurring between the above stations and the delay occurring at the station occur, the delay time of the train may be calculated by totaling all the delay times in the sections between the stations and the delay times at each station calculated as described above.

[0139] [Description of Effects] According to the train management support system 100 according to the present embodiment, by the display regarding the delay situation of the train transitioning as described above, the following effects can be obtained.

[0140] That is, according to the present embodiment, in the management server 1, map information D1 is acquired from the map information server 2, and further, information regarding the delay time of the train is acquired by receiving from an external system or calculating by the management server 1 itself. Based on these, a screen such as the second on-track status viewing screen G1A is generated, and the data related to the generated screen is transmitted to the staff terminal 7, so that on the staff terminal 7, a screen such as the second on-track status viewing screen G1A is displayed on the display unit 74. And, in the case where the delay time of the train does not exceed a predetermined first time, only the train icon G113 is displayed on the second on-track status viewing screen G1A or the like. When the delay time of the train exceeds the predetermined first time and does not exceed a predetermined second time, a first delay display G115A is displayed around the train icon G113. When the delay time of the train exceeds the predetermined second time, a second delay display G115B is displayed around the train icon G113.

[0141] That is, as shown in FIGS. 16(b) and 16(c), the one with the first delay display G115A or the second delay display G115B displayed around the train icon G113 can be regarded as one icon. Also, since the screen such as the second on-track status viewing screen G1A is updated at a predetermined time interval, the control unit 11 of the management server 1 causes the display unit 74 of the staff terminal 7 to display an icon consisting only of the train icon G113 when the delay time of the train does not exceed the predetermined first time. When the delay of the train expands and the delay time exceeds the predetermined first time, instead of the icon consisting only of the train icon G113, an icon with the first delay display G115A displayed around the train icon G113 is displayed. When the delay of the train further expands and the delay time exceeds the predetermined second time, instead of the icon with the first delay display G115A displayed around the train icon G113, an icon with the second delay display G115B displayed around the train icon G113 is displayed.

[0142] Therefore, the railway operator's staff using the staff terminal 7 only need to identify the types of icons displayed on the screens such as the second train occupancy status viewing screen G1A. Even when multiple trains are displayed on the screen, they can grasp the delay status of these trains in a batch, so it becomes easy to simultaneously grasp the delay status of multiple trains displayed on the screen.

[0143] Also, only for the train icon G113, the display transitions through three stages: the state where the first delay display G115A is displayed around the train icon G113, and the state where the second delay display G115B is displayed around the train icon G113. Thus, the railway operator's staff using the staff terminal 7 can, by only identifying the type of icon, grasp not only the presence or absence of a delay but also the approximate delay time.

[0144] In addition, if the icon to be further displayed is transitioned in detail, the railway operator's staff using the staff terminal 7 can, by only identifying the type of icon, grasp the delay time in more detail. For example, if it transitions through five stages, the second delay display G115B is only displayed when the train's delay time exceeds a predetermined second time and does not exceed a predetermined third time. When the train's delay time exceeds the predetermined third time and does not exceed a predetermined fourth time, a third delay display different from the first and second delay displays is displayed. When the train's delay time exceeds the predetermined fourth time, a fourth delay display different from the first, second, and third delay displays is displayed. In this case, the railway operator's staff using the staff terminal 7 can, by only identifying the type of icon, grasp which of the five stages the delay time corresponds to.

[0145] Also, in the management server 1, by acquiring the elapsed time information D5 for the trains located between stations and using this information to calculate the stop time and thus the delay time between stations, it becomes possible to acquire information regarding the delay time for trains located between stations for which information directly related to the delay time cannot be obtained from the outside.

[0146] In addition, in the management server 1, information regarding the stop time at a station for the trains at the station is acquired, and by using this information to calculate the excess time with respect to a predetermined time of the stop time at the station, and thus the delay time, it becomes possible to acquire information regarding the delay time even for trains at stations where information directly related to the delay time cannot be acquired from the outside.

[0147] [(6) Adjustment of operation intervals, etc.] Subsequently, a method for adjusting the operation interval of trains (determining the stop time of trains at stations) performed using this system when the trains are delayed will be described.

[0148] [A. Method for adjusting operation intervals] When a train is delayed, the management server 1, for example, after acquiring information regarding the delay time of the train as described in (5), the control unit 11 adjusts the operation interval as follows for the railway line on which the delayed train is running. As specific adjustment methods, the following two patterns can be considered.

[0149] [(A) Equalization of ridership] The first adjustment method is a case where the operation interval of trains is adjusted by equalizing the ridership for each train running on the delayed line.

[0150] Specifically, the control unit 11 of the management server 1 determines the stop time at the station for each train running on the railway line where the delay has occurred, such that the higher the ridership of the train, the shorter the stop time at the station, and the lower the ridership of the train, the longer the stop time at the station, based on the ridership information D3 acquired in step S11-2. As a result, since the stop time at the station becomes longer for trains with a lower ridership, the number of passengers boarding increases, and since the stop time at the station becomes shorter for trains with a higher ridership, the number of passengers boarding decreases. Therefore, it is possible to adjust the operation interval by equalizing the ridership for each train running on the railway line where the delay has occurred.

[0151] [(a) Equalization of station congestion rates] The second adjustment method is a case where the operation intervals of trains are adjusted by equalizing the congestion rates at each station on the railway line where delays have occurred.

[0152] First, the control unit 11 acquires information regarding the congestion rate for each station on the railway line where delays have occurred.

[0153] Specifically, first, the control unit 11 acquires information regarding the number of users in the station premises for each station. The acquisition method is not particularly limited. For example, it may be calculated from the images of cameras installed in the station premises, or information regarding the number of entrants within a predetermined past time recorded at the ticket gates of each station may be acquired and then estimated based on this information. Then, the congestion rate of each station may be calculated by dividing the number of users in the station premises of each station by a number predetermined as the maximum number of users that can enter each station. Also, the information regarding the congestion rate of each station may be acquired not by calculating it in the management server 1 but by receiving it by the communication unit 13 from an external system.

[0154] If the railway line where delays have occurred includes stations where passengers do not board or alight, such as signal boxes or unused temporary stations, it is preferable that the management server 1 acquires information regarding the congestion rate only for the stations where passengers board or alight among the stations on the railway line where delays have occurred, excluding such stations.

[0155] When the information regarding the congestion rate of each station is acquired, the control unit 11 of the management server 1 equalizes the congestion rates of each station on the railway line where delays have occurred based on the acquired congestion rates of each station, so that congestion does not concentrate at a specific station, and determines the stopping time of each train running on the line at the stations.

[0156] For example, if there is a station where the number of passengers getting off the train is large and the congestion rate is high, the arrival time of the train at that station is delayed (the stop time at the previous station is lengthened), and the stop time of each train running on the delayed line at the station is determined. As a result, the arrival of trains at stations with a high congestion rate is delayed, and it becomes easier to reduce the number of people staying at the station until the next train arrives. Therefore, the congestion rate at stations with a high congestion rate can be reduced, and for each train running on the railway line with a delay, the operation interval can be adjusted so as to equalize the congestion rate at the stations. Note that the above adjustment method is just an example. The control unit 11 of the management server 1 may appropriately determine the stop time of the train that equalizes the congestion rate of each station by using, in addition to the congestion rate of each station, information such as the number of entrants for each time zone to each station and the number of passengers getting off the train at each station as needed.

[0157] Also, as described above, when obtaining information on the congestion rate only for stations where passengers board and alight among the stations existing on the railway line with a delay, the stop time of each train running on the delayed line at the station is determined so as to equalize the congestion rate of such stations where passengers board and alight.

[0158] Note that when calculating the congestion rate of each station in the management server 1, the calculated congestion rate can also be used for purposes other than adjusting the operation interval of the train.

[0159] First, when using it for an instruction to implement station entry restrictions, after setting in advance the numerical value of the congestion rate requiring entry restrictions for each station and storing the value in the storage unit 12, the control unit 11 compares the calculated congestion rate value for each station with the congestion rate value for each station stored in the storage unit 12 that requires entry restrictions, and determines whether the calculated congestion rate exceeds the congestion rate requiring entry restrictions. Furthermore, when there is a station where the calculated congestion rate exceeds the congestion rate requiring entry restrictions, if the control unit 11 transmits a predetermined command to implement entry restrictions from the communication unit 13 to the staff terminal 7 used by the staff located at the station via the communication network N. Accordingly, for stations where the congestion rate exceeds a predetermined value, it is possible to instruct the staff at the station to implement entry restrictions.

[0160] Also, when used to provide information to users of the station, the control unit 11 may transmit information related to the calculated congestion rate from the communication unit 13 to the terminal device such as a smartphone or a tablet terminal used by the users of the railway line via the communication network N. Accordingly, it is possible to provide users of the railway line with information related to the congestion rate of each station, and it is possible to encourage the users of the railway line to take actions considering the congestion rate of the station.

[0161] [Description of Effects] According to the train management support system 100 according to the present embodiment, by adjusting the train operation intervals as described above, the following effects can be obtained.

[0162] That is, conventionally, the adjustment of the train operation intervals is simply performed by equalizing the train operation intervals. However, such adjustment of the operation intervals is not performed in consideration of the actual congestion situation of the trains and stations. Therefore, for example, it cannot be denied that the stop time of a congested train may be lengthened to cause further congestion, or many people may get off at a congested station to cause further congestion.

[0163] In this regard, according to the train management support system 100 according to the present embodiment, first, in the management server 1, when acquiring information related to the boarding rate of each train running on the line where a delay has occurred and determining the stop time of each train at the station so as to equalize the boarding rate of each train, by equalizing the boarding rate of each train running on the line where a delay has occurred, it is easy to suppress the concentration of passengers on a specific train and prevent the occurrence of congested trains.

[0164] Also, in the management server 1, when acquiring information regarding the congestion rate of each station existing on the route where a delay has occurred and determining the stop time of each train at each station so as to equalize the congestion rate of each station, by equalizing the congestion rate of each station existing on the route where a delay has occurred, it becomes easier to suppress the concentration of passengers at a specific station during a specific time period and prevent the occurrence of congested stations.

[0165] [(7) Regarding the display of information on train abnormalities] Subsequently, the display of information on train abnormalities in this system will be described.

[0166] [A. Icons to be displayed] When an abnormality has occurred in a train, icons indicating the occurrence of the abnormality and the type of the occurred abnormality may be displayed around the train icon G113 displayed on the second on-track status viewing screen G1A, the third on-track status viewing screen G1B, the fourth on-track status viewing screen, the fifth on-track status viewing screen G1C, and the sixth on-track status viewing screen.

[0167] In this case, the management server 1 acquires, for example, by receiving information transmitted from an external system that manages information regarding the abnormality that has occurred in the train by the communication unit 13, and then, at the time of generating the second on-track status viewing screen G1A, the third on-track status viewing screen G1B, the fourth on-track status viewing screen, the fifth on-track status viewing screen G1C, or the sixth on-track status viewing screen, icons of a predetermined type according to the type of the abnormality are displayed at the position of the train (around the corresponding train icon 113 when the train icon 113 is displayed).

[0168] Also, as the types of abnormalities, for example, vehicle failures, troubles among passengers, etc. can be considered, and different types of icons may be displayed for each such type of abnormality.

[0169] Furthermore, in the management server 1, the priority of response to trains with abnormalities may be determined, and the information may be displayed on the second train occupancy status viewing screen G1A, the third train occupancy status viewing screen G1B, the fourth train occupancy status viewing screen, the fifth train occupancy status viewing screen G1C, or the sixth train occupancy status viewing screen.

[0170] Specifically, for example, after setting the priority of response for each type of abnormality in advance, when an abnormality occurs in a train, information related to the type of the abnormality is acquired. When abnormalities occur in multiple trains, the higher the priority of the type of abnormality that has occurred, the higher the priority. After determining the priority of response to the train in which the abnormality has occurred, an icon indicating the priority is displayed around the train icon 113 related to the train in which the abnormality has occurred when generating the second train occupancy status viewing screen G1A, the third train occupancy status viewing screen G1B, the fourth train occupancy status viewing screen, the fifth train occupancy status viewing screen G1C, or the sixth train occupancy status viewing screen.

[0171] Also, for example, using the passenger occupancy rate information D3 acquired in step S11-2, the higher the passenger occupancy rate of a train, the higher the priority, and the priority of response to the train in which the abnormality has occurred may be determined.

[0172] Also, for example, using both the information related to the type of abnormality and the passenger occupancy rate information D3, first, the higher the priority of the type of abnormality, the higher the priority. For trains with the same type of abnormality that has occurred, using the passenger occupancy rate information D3, the higher the passenger occupancy rate of a train, the higher the priority, and the priority of response to the train in which the abnormality has occurred may be determined.

[0173] [Description of Effects] According to the train management support system 100 according to the present embodiment, by displaying the information related to the abnormality occurring in the train and the priority of response to the train in which the abnormality has occurred as described above, the following effects can be obtained.

[0174] That is, according to the present embodiment, when a predetermined abnormality occurs in a train, the management server 1 acquires information related to the abnormality, and the acquired information is displayed at the position of the train where the abnormality has occurred (around the train icon G113), and a screen such as the second in-station status viewing screen G1A is generated. By transmitting the data related to the screen to the staff terminal 7 and displaying the screen on the display unit 74 of the staff terminal 7, information regarding the abnormality that has occurred in the train can be displayed at the position of the train where the abnormality has occurred on the map.

[0175] As a result, it becomes possible for the railway operator's staff using the staff terminal 7 to grasp information related to the abnormality that has occurred in the train together with the position information of the train.

[0176] Further, according to the present embodiment, when a predetermined abnormality occurs in a train, the management server 1 acquires information related to the abnormality, determines the priority order of response to the train in which the abnormality has occurred using the acquired information and / or the passenger occupancy rate information D3, and the information related to the determined priority order is displayed at the position of the train where the abnormality has occurred (around the train icon G113), and a screen such as the second in-station status viewing screen G1A is generated. By transmitting the data related to the screen to the staff terminal 7 and displaying the screen on the display unit 74 of the staff terminal 7, information regarding the priority order of response to the abnormality that has occurred in the train can be displayed at the position of the train where the abnormality has occurred on the map.

[0177] As a result, it becomes possible for the railway operator's staff using the staff terminal 7 to grasp information related to the priority order of response to the abnormality that has occurred in the train, in addition to the information related to the abnormality, together with the position information of the train.

[0178] [Disaster-time operation] Subsequently, the operation of the train management support system 100 during a disaster will be described according to the flowcharts of FIGS. 6 to 11.

[0179] [(1) Step S21: Determination of dispatched personnel and dispatch route for trains stopped between stations] First, the operation of this system when determining the personnel to be dispatched to a train stopped between stations during a disaster and the route to be used for the dispatch will be described according to the flowchart of FIG. 6.

[0180] [A Flow of Operations] In the event of a disaster such as an earthquake, if a train that unavoidably stops between stations (hereinafter referred to as a "train stopped between stations") occurs, the management server 1 acquires information related to the train (step S21-1). Here, the train that stops during a disaster includes not only the train that stops after the disaster actually occurs, but also the train that stops when the occurrence of the disaster is foreseen, for example, when an evacuation instruction is issued by a local government or a special warning is issued by the Japan Meteorological Agency.

[0181] Specifically, the control unit 11 of the management server 1 may acquire the occupancy position information D2, which is information related to the occupancy position of the train stopped between stations, and the occupancy rate information D3, which is information related to the occupancy rate of the train, from the train information server 3 via the communication network N by the communication unit 13. The position related to the occupancy position information D2 corresponds to the stop position of the train.

[0182] Subsequently, the control unit 11 of the management server 1 acquires from the personnel information server 4 the personnel list information D17, which is information related to the list of personnel (railway company employees) that can be dispatched to the train stopped between stations, and the personnel position information D18, which is the latest position information of each personnel included in the personnel list information D17 (step S21-2).

[0183] The personnel list information D17 includes, for example, information related to the name, affiliation, position, and applicable operations of each personnel. Also, for the personnel position information D18, for example, the position information acquired at a predetermined interval by the position information acquisition unit 76 of the staff terminal 7 for each personnel is transmitted to the personnel information server 4 in association with the identification information of each personnel. In the personnel information server 4, each time information is acquired from the staff terminal 7, the position information of each personnel stored in the storage unit 42 is updated so that the latest position information of each personnel is always stored in the storage unit 42 of the personnel information server 4.

[0184] 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. In the personnel information server 4 that has received this, the control unit 41 transmits the personnel list information D17 and the personnel position information D18 stored in the storage unit 42 from the communication unit 43 to the management server 1 via the communication network N. The management server 1 may acquire the personnel list information D17 and the personnel position information D18 by receiving the data transmitted from the personnel information server 4 by the communication unit 13.

[0185] Subsequently, the control unit 11 of the management server 1 acquires, from the disaster information server 5, information related to the evacuation instructions issued to local public bodies around the stopping position of the train between stations (the position related to the on-line position information D2 acquired in step S21-1) among the evacuation instruction information D19 stored in the storage unit 52 (step S21-3). As the evacuation instruction information D19, each time an evacuation instruction is issued by a local public body due to some disaster, the information related to the evacuation instruction may be acquired in the disaster information server 5 and then stored in the storage unit 52 in association with the identification information of the local public body that issued the evacuation instruction. In this case, the local public bodies widely include prefectures, cities, towns, villages, etc., regardless of their units. Also, the evacuation instructions widely include those that call on people within the local public body to evacuate, regardless of the name at the actual time of issuance.

[0186] Specifically, the control unit 11 of the management server 1 transmits the on-line position information D2 acquired in step S21-1 from the communication unit 13 to the disaster information server 5 via the communication network N. In the disaster information server 5 that has received this, the control unit 51 extracts the evacuation instruction information D19 issued to local public bodies located within a predetermined distance from the position related to the acquired on-line position information D2 from the evacuation instruction information D19 stored in the storage unit 52, and then transmits it from the communication unit 53 to the management server 1 via the communication network N. The management server 1 may acquire the evacuation instruction information D19 by receiving the data transmitted from the disaster information server 5 by the communication unit 13.

[0187] Subsequently, the control unit 11 of the management server 1 determines the personnel to be dispatched to the train stopping between stations for which information was acquired in step S21-1, using the information received in steps S21-1 to S21-3 (step S21-4).

[0188] Specifically, first, the control unit 11 extracts, from the personnel included in the personnel list information D17 acquired in step S21-2, the personnel who can arrive at the stopping position of the train stopping between stations (the position related to the on-track position information D2 acquired in step S21-1) without passing through the area where the evacuation instruction related to the evacuation instruction information D19 acquired in step S21-3 is issued (step S21-4-1).

[0189] Furthermore, the control unit 11 compares the stopping position of the train stopping between stations with the position related to the personnel position information D18 of the personnel extracted in step S21-4-1, and among the personnel extracted in step S21-4-1, extracts the personnel whose position related to the personnel position information D18 is closest to the stopping position of the train stopping between stations, and determines the extracted personnel as the personnel to be dispatched to the train stopping between stations (step S21-4-2).

[0190] In the extraction in step S21-4-2, it is possible to simply extract the personnel with the closest straight-line distance as described above. However, for each personnel, it is preferable to calculate the distance of the movement route (the shortest movement distance along the road) until reaching the stopping position of the train stopping between stations, and then extract the personnel with the shortest such distance. Furthermore, using the information related to the traffic congestion situation (such as the occurrence of traffic jams) on the road, it is more preferable to calculate the time required for each personnel to move until reaching the stopping position of the train stopping between stations, and then extract the personnel with the shortest such time.

[0191] Subsequently, the control unit 11 determines whether the personnel determined in step S21-4 have not been determined as the personnel to be dispatched to other trains stopping between stations during overlapping time periods (step S21-5).

[0192] In step S21-5, if it is determined that the personnel determined in step S21-4 have not been determined as personnel to be dispatched to other station-stop trains during overlapping time periods, then the personnel are directly determined as the personnel to be dispatched to the station-stop train for which information was received in step S21-1, and the process proceeds to step S21-7.

[0193] On the other hand, in step S21-5, if it is determined that the personnel determined in step S21-4 have been determined as personnel to be dispatched to other station-stop trains during overlapping time periods, then for the station-stop train for which information was acquired in step S21-1, it is determined whether the priority of personnel dispatch is higher than that of the other station-stop trains (step S26-6).

[0194] Specifically, for example, referring to the boarding rate information D3 acquired in step S21-1, the higher the boarding rate of the train, the higher the priority of personnel dispatch.

[0195] In step S21-6, if it is determined that for the station-stop train for which information was acquired in step S21-1, the priority of personnel dispatch is higher than that of the other station-stop trains, then the personnel determined in step S21-4 are determined as the personnel to be dispatched, and the process proceeds to step S21-7. On the other hand, in step S21-6, if it is determined that for the station-stop train for which information was acquired in step S21-1, the priority of personnel dispatch is lower than that of the other station-stop trains, the process returns to step S21-4, and after excluding the personnel determined in the first step S21-4, the determination of the dispatched personnel is performed again.

[0196] After determining the personnel to be dispatched to the station-stop train for which information was acquired in step S21-1, subsequently, the control unit 11 of the management server 1 acquires, from the route information server 6, information regarding the railway line on which the station-stop train for which information was acquired in step S21-1 travels, from among the route information D20 regarding the railway line stored in the storage unit 62 (step S21-7).

[0197] The track information D20 is information including information related to the position, facilities, and surrounding terrain of the tracks of each railway line. For the tracks of each line, it includes information related to the points where it is possible to enter and exit the track, specifically, the points where facilities enabling entry into and exit from the track are provided, and the points where the terrain around the track is such that entry into and exit from the track are possible.

[0198] As a specific acquisition method, the control unit 11 of the management server 1 transmits, via the communication network N from the communication unit 13, information that can identify the railway line on which the station-stop train that acquired information in step S21-1 travels to the track information server 6. In the track information server 6 that receives this, the control unit 61 extracts information related to the railway line from the track information D20 stored in the storage unit 62, and then transmits it from the communication unit 63 to the management server 1 via the communication network N. The management server 1 may acquire the track information D20 related to the railway line on which the station-stop train that acquired information in step S21-1 travels by receiving the data transmitted from the track information server 6 by the communication unit 13.

[0199] Subsequently, the control unit 11 of the management server 1 determines the dispatch route of the personnel determined in step S21-4 for the station-stop train that acquired information in step S21-1 (step S21-8).

[0200] Specifically, as described above, the track information D20 acquired in step S21-7 includes the points where it is possible to enter the track of the line, specifically, the points where facilities enabling entry into the track are provided, and the points where the terrain around the track is such that entry into the track is possible, along with their position information. Therefore, the control unit 11 extracts the route for entering the track from the point closest to the position related to the on-track position information D2 acquired in step S21-1 among such points (accessible points) (step S21-8-1).

[0201] In addition, the points where facilities that can enter the railway line in this case are provided are, for example, points where level crossings or access gates for staff are provided. The points where the terrain around the railway line is terrain where it is possible to enter the railway line are, for example, not elevated sections or tunnels, but points where the railway line is installed on the ground, etc.

[0202] Note that, instead of the above, information regarding the stopping position of the train stopping between stations and information regarding the position of the personnel determined in step S21-4 may be used to extract a route that can enter the railway line from the optimal accessible point located therebetween. In this case, for example, it is assumed that entry into the railway line is made from an accessible point located at a position where movement between the stopping position of the train stopping between stations and the position of the personnel determined in step S21-4 can be achieved in the shortest distance. Such a shortest route may be extracted in step S21-8-1. Further, as such a shortest route, for example, after calculating the distance of the movement route (the shortest movement distance along the road) between the stopping position of the train stopping between stations and the position of the personnel determined in step S21-4, a route with the shortest such distance may be extracted. Furthermore, using information regarding the traffic congestion situation (such as the occurrence of traffic jams) on the road, after calculating the time required for movement from the position of the personnel determined in step S21-4 to the stopping position of the train stopping between stations for each route, it is more preferable to extract a route with the shortest such time.

[0203] Subsequently, the control unit 11 determines whether or not the route extracted in step S21-8-1 is a route passing through the local public body for which an evacuation instruction related to the evacuation instruction information D19 acquired in step S21-3 has been issued (step S21-8-2).

[0204] As a result of the determination, if it is determined that the route extracted in step S21-8-1 does not pass through the local public body for which an evacuation instruction related to the evacuation instruction information D19 acquired in step S21-3 has been issued, the route extracted in step S21-8-1 is determined as the dispatch route of the personnel determined in step S21-4 to the train stopping between stations for which information was acquired in step S21-1.

[0205] On the other hand, when it is determined that the route extracted in step S21-8-1 passes through the local government where the evacuation instruction related to the evacuation instruction information D19 obtained in step S21-3 is issued, the control unit 11 returns to step S21-8-1 again after excluding the route, and extracts the route.

[0206] When determining the dispatched personnel and the dispatch route, the control unit 11 of the management server 1 generates dispatch instruction information D21, which is information related to a predetermined command including the position of the train stopping between stations at the dispatch destination and the route used when heading towards the train stopping between stations, and together with a command to display the dispatch command related to the information on the display unit 74, transmits it from the communication unit 13 via the communication network N to the staff terminal 7 used by the personnel determined in step S21-4 (step S21-9). In the staff terminal 7 that receives this by the communication unit 73, the control unit 11 causes the dispatch command related to the received information to be displayed on the display unit 74 according to the command of the management server 1 (step S21-10). As a result, the railway operator's staff using the staff terminal 7 can head towards the rescue of the train stopping between stations according to the displayed dispatch route.

[0207] [Description of Effects] According to the train management support system 100 according to the present embodiment, by determining the personnel and the dispatch route to be dispatched to the train stopping between stations as described above, the following effects can be obtained.

[0208] That is, according to the present embodiment, after obtaining the in-line position information D2 of the train stopping between stations in the management server 1, by determining the route to be used when dispatching personnel to the position related to such in-line position information D2, it is possible to present an appropriate route for the personnel dispatched to the train stopping between stations to reach the train at the dispatch destination.

[0209] In addition, in the management server 1, by acquiring the route information D20 from the route information server 6 and determining the dispatch route of personnel using this information, it becomes possible to determine an appropriate route in consideration of the line conditions of the line on which the station-stop train is stopped.

[0210] Moreover, the route information D20 acquired by the management server 1 includes information regarding accessible points that are points where it is possible to enter the line of the line on which the station-stop train is stopped. In the management server 1, among such points (accessible points), by determining the route of entering the line from the point closest to the stop position of the station-stop train (the position related to the in-line position information D2) as the dispatch route, it becomes possible to surely enter the line and present to the personnel dispatched from the station-stop train a route with the minimum distance required for movement within the line.

[0211] In addition, in the management server 1, by acquiring the evacuation instruction information D19 from the disaster information server 5 and using this information to determine whether the extracted route passes through the local public body where the evacuation instruction has been issued, and re-extracting the route when it is a route passing through the local public body where the evacuation instruction has been issued, the dispatch route from the station-stop train is determined while avoiding the route passing through the local public body where the evacuation instruction has been issued. As a result, it becomes possible to present a safer route to the personnel dispatched from the station-stop train while avoiding the route passing through the local public body where the evacuation instruction has been issued.

[0212] In addition, in the management server 1, after acquiring the in-line position information D2 of the station-stop train, further acquiring the personnel list information D17 and the personnel position information D18 from the personnel information server 4, and determining the personnel to be dispatched to the in-station train using these information, it becomes possible to determine appropriate personnel as the personnel to be dispatched to the station-stop train in consideration of the position of the station-stop train and the position of each personnel.

[0213] In addition, when a specific staff member is determined to be assigned to multiple inter-station stopping trains during overlapping time periods, by determining the priority order of staff assignment for such multiple inter-station stopping trains, it becomes possible to assign the staff member to the inter-station stopping train with a higher priority and assign other staff members to the trains with a lower priority.

[0214] Also, in the management server 1, by acquiring the boarding rate information D3 of each inter-station stopping train and using this information to determine the above-mentioned dispatch priority order, it becomes possible to determine the priority order of staff assignment so that trains with a higher boarding rate are given higher priority.

[0215] [(2) Step S22: Determination of evacuation route from inter-station stopping train] Subsequently, the operation of this system when determining the route used to evacuate passengers from a train that has stopped between stations during a disaster will be described according to the flowchart in FIG. 7.

[0216] [A Flow of operation] In the event of a disaster such as an earthquake, when an inter-station stopping train occurs, in the same manner as in step S21-1, the management server 1 acquires information related to the train (occupation position information D2 and boarding rate information D3) (step S22-1). Here, again, trains that have stopped during a disaster include not only trains that have stopped after the actual occurrence of a disaster, but also trains that have stopped when the occurrence of a disaster is predicted, for example, when an evacuation instruction is issued by a local government or a special warning is issued by the Meteorological Agency.

[0217] Subsequently, the control unit 11 of the management server 1, in the same manner as in step S21-3, acquires from the disaster information server 5 information related to the evacuation instruction issued to the local public body around the stopping position of the inter-station stopping train (the position related to the occupation position information D2 acquired in step S22-1) among the evacuation instruction information D19 stored in the storage unit 52 (step S22-2).

[0218] Subsequently, the control unit 11 of the management server 1 acquires, from the route information server 6, information regarding the railway line on which the station-stop train that acquired information in step S22-1 travels, from among the route information D20 regarding the railway line stored in the storage unit 62 (step S22-3).

[0219] Subsequently, the control unit 11 of the management server 1 determines an evacuation route for passengers from the station-stop train from which information was acquired in step S22-1 (step S22-4).

[0220] Specifically, as described above, the route information D20 acquired in step S22-3 includes locations where it is possible to exit from within the track of the relevant line, specifically, locations where facilities enabling exit from within the track are provided and locations where the terrain around the track allows for exit from within the track, along with their position information. Therefore, the control unit 11 extracts, from among such locations (evacuation possible locations), a route that can lead out of the track from the location closest to the position related to the on-track position information D2 acquired in step S22-1 (step S22-4-1).

[0221] If a location to be used as an evacuation destination (such as an evacuation shelter) has been determined in advance, instead of the above, information related to the stopping position of the station-stop train and information related to the position of the location to be used as the evacuation destination as described above may be used to extract a route that can lead out of the track from the optimal evacuation possible location located therebetween. In this case, for example, it may be assumed that exiting the track is from an evacuation possible location at the position that allows for the shortest movement between the stopping position of the station-stop train and the position of the evacuation destination, and such a shortest route may be extracted in step S22-4-1. Also, as such a shortest route, for example, after calculating the distance of the movement route (the shortest movement distance along the road) between the stopping position of the station-stop train and the position of the evacuation destination, the route with the shortest such distance may be extracted. Furthermore, it is more preferable to calculate, for each route, the time required for the movement from the stopping position of the station-stop train to the evacuation destination using information related to the traffic conditions of the road (such as the occurrence of congestion), and then extract the route with the shortest such time.

[0222] Also in this case, the points where facilities that can exit from within the railway line are provided are, for example, points where level crossings or access gates for staff are provided, etc. The points where the terrain around the railway line is terrain where it is possible to exit from within the railway line are, for example, not elevated sections or tunnels, but points where the railway line is installed on the ground, etc.

[0223] Subsequently, the control unit 11 determines whether the route extracted in step S22-4-1 is a route passing through the local public body for which an evacuation instruction has been issued in the evacuation instruction information D19 acquired in step S22-2 (step S22-4-2).

[0224] As a result of the determination, if it is determined that the route extracted in step S22-4-1 does not pass through the local public body for which an evacuation instruction has been issued in the evacuation instruction information D19 acquired in step S22-2, the route extracted in step S22-4-1 is determined as the evacuation route for the passengers from the inter-station stopping train from which information was acquired in step S22-1.

[0225] On the other hand, if it is determined that the route extracted in step S22-4-1 passes through the local public body for which an evacuation instruction has been issued in the evacuation instruction information D19 acquired in step S22-2, the control unit 11 returns to step S22-4-1 again after excluding the said route, and performs route extraction.

[0226] When the evacuation route is determined, the control unit 11 of the management server 1 generates evacuation route information D22 which is information related to the determined evacuation route, and together with an instruction to display the evacuation route related to the said information on the display unit 74, via the communication network N from the communication unit 13, it transmits to the crew terminal 7 used by the crew of the inter-station stopping train from which information was acquired in step S22-1 (step S22-5). In the crew terminal 7 which has received this by the communication unit 73, the control unit 71 causes the evacuation route related to the received evacuation route information D22 to be displayed on the display unit 74 in accordance with the instruction of the management server 1 (step S22-6). As a result, the said crew can evacuate the passengers of the train in accordance with the displayed evacuation route.

[0227] [Description of Effects] According to the train management support system 100 according to this embodiment, by determining an evacuation route from a train stopped between stations as described above, the following effects can be obtained.

[0228] That is, according to this embodiment, in the management server 1, for a train stopped between stations, the on-track position information D2 is acquired, and further, after acquiring the track information D20 from the track information server 6, using the track information D20, an evacuation route from the train stopped between stations including the points where it is possible to escape from the track is determined. As a result, it becomes possible to present an appropriate evacuation route from a train stopped between stations that can escape from within the track to the passengers of a train stopped between stations on a track where the escape points are limited.

[0229] Further, the track information D20 acquired by the management server 1 includes information regarding the escape points that are points where it is possible to exit from within the track of the track where the train stopped between stations is stopped. In the management server 1, among such points (escape points), when determining, as the evacuation route, the route that exits outside the track from the point closest to the stop position of the train stopped between stations (the position according to the on-track position information D2), it becomes possible to present, as the evacuation route from the train stopped between stations, a route that can surely escape from within the track and has the minimum distance to move within the track.

[0230] Also, in the management server 1, the evacuation instruction information D19 is acquired from the disaster information server 5, and using this information, it is determined whether or not the extracted route is a route passing through the local public body where the evacuation instruction has been issued. When the route is a route passing through the local public body where the evacuation instruction has been issued, by re-extracting the route, the evacuation route from the train stopped between stations is determined while avoiding the route passing through the local public body where the evacuation instruction has been issued. As a result, it becomes possible to present a safer route to the passengers of the train as the evacuation route from the train stopped between stations while avoiding the route passing through the local public body where the evacuation instruction has been issued.

[0231] [(3) Step S23: Determination of Train Stopping Sections Based on Information Issued by Local Governments] Subsequently, when a disaster occurs, the evacuation instructions issued by each local government are integrated, and the operation of this system when determining the train stopping sections based on this information will be described according to the flowchart in FIG. 8.

[0232] [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).

[0233] 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 received by the communication unit 13, so that the management server 1 can acquire the evacuation instruction information D19. Also, when the formats of the information related to the evacuation instructions are different among local governments, the disaster information server 5 may unify the formats of the information by changing the information format, merging / splitting the information, etc., and use the unified information as the evacuation instruction information D19.

[0234] Subsequently, the management server 1 acquires map information D1 from the map information server 2 (step S23-2).

[0235] Subsequently, based on the information acquired in steps S23-1 to S23-2, 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, and stores it in the storage unit 12 (step S23-3).

[0236] That is, since normal evacuation instructions are issued for each local public entity, the evacuation instruction information D19 is information related to the evacuation instructions individually issued for each local public entity (for example, information in which identification information of the local public entity such as the name and information indicating that the evacuation instruction has been issued are associated). By combining such information with the map information D1 including information related to the geographical scope of each local public entity, and associating the local public entity for which the evacuation instruction has been issued with the information related to the geographical scope of the local public entity, integrated evacuation instruction information D23 is generated, which is information that can confirm the scope where evacuation instructions have been issued across local public entities.

[0237] Note that the integrated evacuation instruction information D23 may be data of an image that displays the scope where evacuation instructions have been issued on the map across local public entities. It can be said that such image data is also associated with the local public entity for which the evacuation instruction has been issued and the information related to the geographical scope of the local public entity, and corresponds to the integrated evacuation instruction information D23, which is information obtained by integrating the evacuation instruction information D19 related to a plurality of local public entities.

[0238] Subsequently, the control unit 11 of the management server 1 determines the train operation stop section (step S23-4). Specifically, based on the integrated evacuation instruction information D23 generated in step S23-3, among the railway lines within the area related to the map information D1, the railway line that runs through the area where the evacuation instruction has been issued is determined as the train operation stop section.

[0239] After determining the operation stop section, the control unit 11 of the management server 1 generates an operation stop section confirmation screen, which is a screen that can confirm the determined operation stop section (step S23-5). The operation stop section confirmation screen is, for example, a screen that displays the map related to the map information D1, and on the map, the railway lines existing within the area related to the map are distinguished, for example, by changing the display color of the part located within the operation stop section and the part not located within the operation stop section.

[0240] When the control unit 11 of the management server 1 generates a train operation stop section confirmation screen, it transmits data related to the screen (train operation stop section confirmation screen data D24) together with a command to display the screen on the display unit 74 from the communication unit 13 via the communication network N to the staff terminal 7 used by the staff at the stations located within the train operation stop section (step S23-6).

[0241] At the staff terminal 7 that has received the train operation stop section confirmation screen data D24 by the communication unit 73, the control unit 71 causes the display unit 74 to display the train operation stop section confirmation screen based on the received train operation stop section confirmation screen data D24 in accordance with the command from the management server 1 (step S23-7).

[0242] As a result, the staff at the stations located within the train operation stop section can confirm that the stations where they are located are within the train operation stop section.

[0243] [Description of Effects] According to the train management support system 100 according to the present embodiment, by determining the train operation stop section based on the information issued by the local public entity as described above, the following effects can be obtained.

[0244] That is, according to the present embodiment, in the management server 1, the evacuation instruction information D19, which is information related to the evacuation instructions issued by each local public entity, is acquired, integrated, and the integrated evacuation instruction information D23, which is information for confirming the range where the evacuation instructions are issued across local public entities, is generated, and the train operation stop section is determined using the information.

[0245] Normally, since the evacuation instructions issued by local public entities are issued individually for each local public entity, it is often difficult to determine the train operation stop section taking all of them into account. However, according to the present embodiment, by generating in advance the integrated evacuation instruction information D23, which is information for confirming the range where the evacuation instructions are issued across local public entities, it becomes easy to determine the train operation stop section while taking into account all the evacuation instructions issued by each local public entity and including all the ranges where the evacuation instructions are issued.

[0246] [(4) Step S24: Vehicle evacuation instruction based on information issued by local governments] Subsequently, when there is a risk of flood during rainfall, information on precipitation and river water levels issued by each local government is integrated, and based on this information, the operation of this system when determining whether to evacuate vehicles from the storage location (vehicle base) of trains by railway operators will be described according to the flowchart of FIG. 9. Note that regardless of the actual name, the location where train vehicles are stored when not in use is broadly referred to as the "vehicle base".

[0247] [A Flow of Operations] When there is rainfall in a local government within a predetermined area (within the area where map information is included in map information D1) whose information is managed by this system, the management server 1 acquires information on precipitation (precipitation information D25) and information on river water levels (river water level information D26) issued by each local government from the disaster information server 5 (step S24-1). The precipitation information D25 is information on precipitation within the scope of each local government issued by each local government, and the river water level information D26 is information on the water level of the river flowing within the scope of each local government issued by each local government.

[0248] Specifically, each time information on precipitation and information on river water levels are transmitted from each local government, the disaster information server 5 acquires the information, 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 can acquire the precipitation information D25 and the river water level information D26 by receiving this through the communication unit 13.

[0249] Subsequently, the management server 1 acquires the map information D1 from the map information server 2 (step S24-2).

[0250] Subsequently, based on the information acquired in steps S24-1 to S24-2, the control unit 11 of the management server 1 generates integrated precipitation information D27, which is information obtained by integrating precipitation information D25 related to a plurality of local governments, and integrated river level information D28, which is information obtained by integrating river level information D26 related to a plurality of local governments, and stores them in the storage unit 12 (step S24-3).

[0251] That is, the precipitation information D25 is information related to precipitation individually issued for each local government (for example, information in which identification information of a local government such as a name and precipitation information within the scope of each local government are associated). By combining such information with map information D1 including information related to the geographical scope of each local government and the location information of each vehicle base, and associating the precipitation in each local government with information related to the geographical scope of the local government, integrated precipitation information D27, which is information that can confirm precipitation across local governments, is generated.

[0252] Also, the river level information D26 is information related to the water levels of rivers flowing within each local government individually issued for each local government (for example, information in which identification information of a local government such as a name, identification information of each river flowing within the local government (such as a river name), and information related to the water level in the part of each river flowing within the local government are associated). By combining such information with map information D1 including information related to the geographical scope of each local government and the location information of each vehicle base, and associating the water level of each river in each local government with information related to the geographical scope of the local government, integrated river level information D28, which is information that can confirm the water levels of rivers across local governments, is generated.

[0253] Note that the integrated precipitation information D27 may be data of an image that displays the precipitation at each point on a map across local governments. It can be said that such image data also has the precipitation in each local government associated with information related to the geographical scope of the local government, and corresponds to the integrated precipitation information D27, which is information obtained by integrating the precipitation information D25 related to a plurality of 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 bodies. It can be said that such image data is also associated with the water levels of each river in each local public body and information related to the geographical scope of the local public body, and corresponds to the integrated river water level information D28, which is information obtained by integrating the river water level information D26 related to multiple local public bodies.

[0254] 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 in each vehicle base (step S24-4).

[0255] Specifically, for example, since the integrated precipitation information D27 generated in step S24-3 includes the position information of each vehicle base and the information related to the precipitation in each local public body 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 body where the vehicle base is located and all local public bodies located in the upper reaches of the river as seen from the local public body is calculated. If the value exceeds a predetermined value, it may be determined that there is a possibility of flooding in the vehicle base.

[0256] 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 the information related to the water level in the range where each river flows through each local public body as described above, based on the integrated river water level information D28, for each vehicle base, the information related to the river water level in the local public body where the vehicle base is located and the local public bodies located in the upper reaches of the river as seen from the local public body is referred to. If any of them exceeds a predetermined water level, it may be determined that there is a possibility of flooding in the vehicle base.

[0257] When there is a vehicle base determined in step S24-4 to be potentially flooded by flood, the control unit 11 of the management server 1 transmits, from the communication unit 13 via the communication network N to the staff terminal 7 used by the staff deployed at the vehicle base determined to be potentially flooded, train evacuation instruction information D29 which is information including a notice indicating the possibility of flooding by flood and an instruction to evacuate the trains, together with a command to display the notice and instruction related to the information on the display unit 74 (step S24-5).

[0258] In the staff terminal 7 that has received the train evacuation instruction information D29 by the communication unit 73, the control unit 71 causes the display unit 74 to display a predetermined message indicating a notice of the possibility of flooding by flood and instructing train evacuation, based on the received train evacuation instruction information D29 in accordance with the command of the management server 1 (step S24-6).

[0259] As a result, the staff at the vehicle base determined to be potentially flooded can recognize that it is necessary to evacuate the trains from the vehicle base where they are located by checking the message.

[0260] [Description of Effects] According to the train management support system 100 according to the present embodiment, by giving a train evacuation instruction based on the information issued by the local public body as described above, the following effects can be obtained.

[0261] That is, according to the present embodiment, in the management server 1, precipitation information D25 which is information on precipitation issued by each local public body and river water level information D26 which is information on river water levels issued by each local public body are acquired, integrated, and integrated precipitation information D27 which is information for checking precipitation across local public bodies is generated, and integrated river water level information D28 which is information for checking river water levels across local public bodies is generated, and using these information, it is determined whether it is necessary to evacuate the trains from each vehicle base.

[0262] Generally, since information regarding precipitation and information regarding river water levels issued by local governments are issued individually for each local government, it is often difficult to determine the necessity of evacuating trains from each vehicle base by taking all of these into consideration. However, according to the present embodiment, by generating in advance integrated precipitation information D27, which is information that enables confirmation of precipitation across local governments, and integrated river water level information D28, which is information that enables confirmation of river water levels across local governments, it becomes easier to determine the necessity of evacuating trains from each vehicle base by taking into account information regarding precipitation or river water levels across local governments.

[0263] In particular, when a flood occurs, not only the precipitation and river water levels in the local government where the vehicle base is located but also the precipitation and river water levels in local governments located upstream of the river are affected. According to the present embodiment, in addition to the local government to which the location of the vehicle base belongs, by using information regarding precipitation or river water levels in local governments located upstream of the river as seen from the location of the vehicle base, it becomes possible to make a more accurate determination regarding the necessity of evacuating vehicles from each vehicle base.

[0264] [(5) Step S25: Determination of the necessity of moving inter-station stopping trains during a disaster, etc.] Subsequently, regarding a train that has stopped between stations during a disaster, the operation of this system when making a determination as to whether or not it is necessary to move from the stopping position will be described according to the flowchart of FIG. 10.

[0265] [A Flow of Operations] During a disaster of a predetermined type such as an earthquake, when an inter-station stopping train occurs, in the same manner as in steps S21-1 and S22-1, the management server 1 acquires information (occupation position information D2) regarding the train (step S25-1). Here too, trains that have stopped during a disaster include not only trains that have stopped after the disaster has actually occurred but also trains that have stopped when the occurrence of the disaster is foreseen, for example, when an evacuation instruction is issued by a local government or a special warning is issued by the Meteorological Agency.

[0266] Subsequently, the control unit 11 of the management server 1 acquires, from the route information server 6, information regarding the non-stop areas for trains on each railway line stored in the storage unit 62, that is, the parking prohibition area information D30. Specifically, the control unit 11 acquires information regarding the railway line on which the station-stop train that acquired information in step S25-1 travels (step S25-2).

[0267] The parking prohibition area information D30 is information regarding an area where train stops are not permitted for each railway line, that is, information related to a part that is preset as a place where trains should not stop during disasters within the railway line. For example, if it is located in a low-lying area and there is a risk of flooding when a tsunami strikes, etc., a part that is dangerous to stop during disasters can be extracted in advance, and the position information of the part can be stored.

[0268] As a specific acquisition method, the control unit 11 of the management server 1 transmits, via the communication network N from the communication unit 13 to the route information server 6, information that can identify the railway line on which the station-stop train that acquired information in step S25-1 travels, such as the route name. In the route information server 6 that receives this, the control unit 61 extracts information regarding the railway line from the parking prohibition area information D30 stored in the storage unit 62, and then transmits it from the communication unit 63 to the management server 1 via the communication network N. The management server 1 may acquire the parking prohibition area information D30 regarding the railway line on which the station-stop train that acquired information in step S25-1 travels by receiving the data transmitted from the route information server 6 by the communication unit 13.

[0269] Subsequently, the control unit 11 of the management server 1 acquires, from the route information server 6, information regarding the damaged condition of the railway line and its surrounding facilities due to disasters stored in the storage unit 62, that is, the damaged condition information D31. Specifically, the control unit 11 acquires information regarding the railway line on which the station-stop train that acquired information in step S25-1 travels (step S25-3).

[0270] The disaster situation information D31 is information related to the area where a failure occurs when the running of a train is hindered due to a disaster of a railway line or its peripheral facilities (such as overhead lines, signal lights, switches, etc.). Specifically, it is information related to the area where the train cannot run (for example, the part where the railway line is broken) and the part where it is not appropriate to run (for example, the part where running is dangerous due to a failure of peripheral facilities) among the railway lines. Information related to the disaster situation is obtained in real time by sensors or the like installed on the railway line and its peripheral facilities, and then all of it is transmitted to the railway line information server 6, where the latest information is always stored.

[0271] As a specific acquisition method, the control unit 11 of the management server 1 transmits, via the communication network N from the communication unit 13 to the railway line information server 6, information that can identify the railway line on which the station-stop train that acquired information in step S25-1 runs. In the railway line information server 6 that receives this, the control unit 61 extracts information related to the railway line from the disaster situation information D31 stored in the storage unit 62, and then transmits it from the communication unit 63 to the management server 1 via the communication network N. The management server 1 may acquire the disaster situation information D31 related to the railway line on which the station-stop train that acquired information in step S25-1 runs by receiving the data transmitted from the railway line information server 6 by the communication unit 13.

[0272] Subsequently, the control unit 11 of the management server 1 determines whether the station-stop train that acquired information in step S25-1 can move (step S25-4).

[0273] Specifically, after comparing the position related to the latest on-track position information D2 of the inter-station stopping train obtained in step S25-1 with the disaster situation information D31 obtained in step S25-3, if the position related to the latest on-track position information D2 of the inter-station stopping train obtained in step S25-1 is located within the area where the running of the train related to the disaster situation information D31 obtained in step S25-3 is obstructed, it is determined that the inter-station stopping train for which the on-track position information D2 was obtained in step S25-1 is immovable. If the position related to the latest on-track position information D2 of the inter-station stopping train obtained in step S25-1 is located outside the area where the running of the train related to the disaster situation information D31 obtained in step S25-3 is obstructed, it is determined that the inter-station stopping train for which the on-track position information D2 was obtained in step S25-1 is movable. When the control unit 11 determines that it is immovable, it ends the process. When it determines that it is movable, it proceeds to step S25-5.

[0274] When it is determined in step S25-4 that it is movable, the control unit 11 of the management server 1 determines whether it is necessary for the inter-station stopping train for which information was obtained in step S25-1 to move (step S25-5).

[0275] Specifically, after comparing the position related to the latest on-track position information D2 of the inter-station stopping train obtained in step S25-1 with the area related to the parking prohibited area information D30 obtained in step S25-2, if the position related to the latest on-track position information D2 of the inter-station stopping train obtained in step S25-1 is located within the area related to the parking prohibited area information D30 obtained in step S25-2, it is determined that it is necessary for the inter-station stopping train for which the on-track position information D2 was obtained in step S25-1 to move. If the position related to the latest on-track position information D2 of the inter-station stopping train obtained in step S25-1 is located outside the area related to the parking prohibited area information D30 obtained in step S25-2, it is determined that it is not necessary for the inter-station stopping train for which the on-track position information D2 was obtained in step S25-1 to move. When the control unit 11 determines that movement is not required, it ends the process. When it determines that movement is required, it proceeds to step S25-6.

[0276] 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 station-stop train for which information was acquired in step S25-1 (step S25-6).

[0277] Specifically, based on a comparison of the position related to the latest on-track position information D2 of the station-stop train acquired in step S25-1, the area where train stops are not permitted related to the stop-prohibited area information D30 acquired in step S25-2, and the area where train travel is obstructed related to the disaster situation information D31 acquired in step S25-3, among the areas outside the area where train stops are not permitted related to the stop-prohibited area information D30 acquired in step S25-2, the nearest position that can be reached without passing through the area where train travel is obstructed related to the disaster situation information D31 acquired in step S25-3 from the position related to the latest on-track position information D2 of the station-stop train acquired in step S25-1 may be determined as the destination of the station-stop train.

[0278] When the destination of the station-stop train is determined in step S25-6, subsequently, the control unit 11 of the management server 1 transmits, from the communication unit 13 via the communication network N, an instruction to move the train and information related to the destination of the station-stop train determined in step S25-6 (train destination information D32), together with an instruction related to the received information and a command to display the destination on the display unit 74, to the crew terminal 7 used by the crew of the station-stop train for which information was acquired in step S25-1 (step S25-7).

[0279] In the crew terminal 7 that has received, via the communication unit 73, an instruction to move the train and the train destination information D32, the control unit 71 causes the display unit 74 to display a predetermined message instructing the movement of the train and the destination related to the train destination information D32 based on the received information in accordance with the command of the management server 1 (step S25-8).

[0280] As a result, in the area where the trains related to the parking prohibition area information D30 are not allowed to stop during a disaster, if a crew member of a station-stop train that has stopped in such an area and can move from that location uses the crew terminal 7, an instruction to move from that location and information related to the destination of the move are transmitted, and the crew member can move the train according to the information received by the crew terminal 7.

[0281] [Description of Effects] According to the train management support system 100 according to the present embodiment, by determining the necessity of moving a train that has stopped during a disaster as described above, the following effects can be obtained.

[0282] That is, according to the present embodiment, in the management server 1, by acquiring the on-line position information D2 of a train that has stopped during a disaster, information related to the stop position of the train is acquired, and by determining the necessity of moving from the stop position of the train, when the train stops during a disaster, information related to whether the train should be moved from the stop location can be provided to the crew member of the train.

[0283] Conventionally, the determination of whether a train that has stopped during a disaster should be moved from the stop position depends on the judgment of the individual crew member. In this case, there have been risks such as the crew member making an incorrect judgment and causing a more dangerous situation, or the risk of imposing excessive responsibility on the individual crew member. However, according to the present embodiment, such risks can be reduced.

[0284] Also, for a train that has stopped during a disaster, by determining the destination of the move, not only the necessity of the move but also information related to the appropriate destination of the move when the move is necessary can be provided to the crew member of the train.

[0285] Also, in the management server 1, the parking prohibition area information D30 is acquired from the route information server 6, and when the parking position of the train is within an area where parking is not permitted according to the parking prohibition area information D30, it is determined that the train needs to move from the parking position, and a point outside the area where parking is not permitted according to the parking prohibition area information D30 is determined as the place to which the train should move. By doing so, it is only necessary to determine whether it is inside or outside the area where pre-determined parking is not permitted, and it becomes possible to easily determine the necessity of movement and determine the destination of movement.

[0286] Also, in the management server 1, the disaster situation information D31 is acquired from the route information server 6, and using this information, it is determined whether a train that has stopped during a disaster can move. Only when it is determined that it can move, it is determined that movement is required in the determination of the necessity of movement. By doing so, it is possible to prevent the train from being determined to require movement even when the running of the train is hindered due to damage to the railway line and its surrounding facilities.

[0287] [(6) Step S26: Issuing an alert during a landslide disaster risk] Subsequently, when there is a risk of a landslide disaster during rainfall, the operation of this system when issuing an alert notifying the risk of a landslide disaster will be described according to the flowchart of FIG. 11.

[0288] [a. Flow of operation] When there is rainfall in a local public body within a predetermined area (within the area where map information is included in the map information D1) managed by this system, the management server 1 acquires information (heavy rain warning risk distribution information D33) related to the risk distribution of heavy rain warnings issued by the Japan Meteorological Agency from the disaster information server 5 (step S26-1). The heavy rain warning risk distribution information D33 is information that shows the increase in the risk of flood disasters during rainfall by color-coding in five levels for each 1 km square area on the map.

[0289] Specifically, since the information regarding the risk distribution of heavy rain warnings issued by the Japan Meteorological Agency is updated at predetermined intervals (10-minute intervals), each time the information is updated, the disaster information server 5 acquires the information and immediately transmits the acquired information to the management server 1 via the communication network N in the disaster information server 5. By receiving this information through the communication unit 13, the management server 1 can acquire the heavy rain warning risk distribution information D33.

[0290] Note that the information acquired in step S26-1 only needs to be information indicating the increase in the risk of disaster occurrence during rainfall for each region, and is not necessarily limited to the information regarding the risk distribution of heavy rain warnings issued by the Japan Meteorological Agency as described above.

[0291] 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 regions where the risk level is above a predetermined level (for example, 4 or more out of 5 levels) (step S26-2). If regions where the risk level is above the predetermined level are included, the process proceeds to step S26-3. If not, the acquisition of the information in step S26-1 is continued.

[0292] If the heavy rain warning risk distribution information D33 acquired in step S26-1 includes regions where the risk level is above a predetermined level, then subsequently, in the management server 1, information regarding the range on the line that may be affected when a landslide disaster such as a debris flow occurs (landslide disaster impact range information D34) is acquired from the disaster information server 5 (step S26-3).

[0293] As the landslide disaster impact range information D34, in advance, after investigating the terrain, geology, etc. around the line, select points where a landslide disaster such as a debris flow may occur during rainfall, and associate the information related to the points with the information regarding the range on the line that may be affected (where there is a possibility of suffering damage from the landslide disaster) when it is assumed that a landslide disaster occurs at the points, and store it in the disaster information server 5.

[0294] As a specific acquisition method, for example, the control unit 11 of the management server 1 transmits a predetermined command to the disaster information server 5 via the communication network N from the communication unit 13 to transmit the landslide disaster impact range information D34. In the disaster information server 5 that has received this, the control unit 51 transmits the landslide disaster impact range information D34 stored in the storage unit 52 from the communication unit 53 to the management server 1 via the communication network N. The management server 1 may acquire the landslide disaster impact range information D34 by receiving the data transmitted from the disaster information server 5 by the communication unit 13.

[0295] Subsequently, the control unit 11 of the management server 1 determines an alert issuance location (the range on the line that should be notified to the staff as a place where the impact of a landslide disaster may occur) based on the heavy rain warning risk distribution information D33 acquired in step S26-1 and the landslide disaster impact range information D34 acquired in step S26-3 (step S26-4).

[0296] Specifically, after comparing the area where the risk of the heavy rain warning risk distribution information D33 determined in step S26-2 is above a predetermined level with the information related to the points where a landslide disaster may occur during rainfall included in the landslide disaster impact range information D34 acquired in step S26-3, if there is a point within the area where the risk of the heavy rain warning risk distribution information D33 is above a predetermined level at the points where a landslide disaster may occur during rainfall included in the landslide disaster impact range information D34, the range on the line stored in association with the point in the landslide disaster impact range information D34 may be determined as the alert issuance location. In addition, if there is no point within the area where the risk of the heavy rain warning risk distribution information D33 is above a predetermined level at the points where a landslide disaster may occur during rainfall included in the landslide disaster impact range information D34, it may be considered that there is no alert issuance location.

[0297] When the alert generation location is determined in step S26-4, the control unit 11 of the management server 1 transmits the alert generation location information D35, which is information related to the determined alert generation location, from the communication unit 13 to the staff terminal 7 via the communication network N together with a command to display the information related to the alert generation location on the display unit 74 (step S26-5).

[0298] As the alert generation location information D35, for example, after generating image data that can be identified by a method such as displaying the range on the line determined as the alert generation location in step S26-4 in a different color from other parts of the line on the map, the image data may be transmitted to the staff terminal 7.

[0299] Also, as the destination staff terminal 7, for example, it may be all staff terminals 7, or it may be the staff terminal 7 possessed by a staff member working at a station or the like located within a predetermined distance from the range on the line that is the selected alert generation location. Also, it may be transmitted only when a transmission request is received from the staff terminal 7 side.

[0300] In the staff terminal 7 that has received the alert generation location information D35 by the communication unit 73, the control unit 71 causes the display unit 74 to display the information related to the alert generation location based on the received alert generation location information D35 in accordance with the command of the management server 1 (step S26-6). For example, when the alert generation location information D35 is generated as image data that can be identified by a method such as displaying the range on the line determined in step S26-4 in a different color from other parts of the line on the map as described above, the image related to the image data may be displayed on the display unit 74.

[0301] [Description of Effects] According to the train management support system 100 according to the present embodiment, by determining the alert generation location as described above, the following effects can be obtained.

[0302] That is, according to the present embodiment, in the management server 1, heavy rain warning risk distribution information D33, which is information indicating an increase in the risk of disaster occurrence by region during rainfall, and landslide disaster impact range information D34, which includes information related to locations where landslides are likely to occur determined in advance, are acquired, and using these pieces of information, the alert issuance location is determined.

[0303] By doing so, since the alert issuance location is determined using both information related to locations where landslides are likely to occur determined in advance and information regarding the increase in risk during actual rainfall, it becomes possible to accurately determine, as the alert issuance location, the range on the line where the impact of a landslide disaster may reach.

[0304] [Third Modification Example] Next, a modification example of the train management support system 100 according to the present embodiment will be described.

[0305] [1. Various Processes in the Staff Terminal] In the description of the above operation, the case where, in the management server 1, processes such as generation of various pieces of information and images are performed based on information acquired from other servers (map information server 2, train information server 3, personnel information server 4, disaster information server 5, and route information server 6) has been described.

[0306] In this regard, from the perspective of reducing the load on the staff terminal 7, although it is preferable to perform various processes in the management server 1 as described above, it is also possible to omit the management server 1 and configure the staff terminal 7 to 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 description of the above operation according to the program stored in the storage unit 72. As described in the above description of the operation, when the management server 1 performs processes such as generation of various information and images, the management server 1 corresponds to the transportation equipment management support device in the present invention. Instead, when the staff terminal 7 performs the processes that the management server 1 has been performing in the above description of the operation, the staff terminal 7 corresponds to the transportation equipment management support device in the present invention.

[0307] [Use of Information Related to the Number of Passengers Boarding] In the description of each step in the above description of the operation, the case where the management server 1 acquires and uses the occupancy rate information D3, which is information related to the occupancy rate of each train, from the train information server 3 has been described. Instead, the management server 1 may acquire and use the number of passengers boarding information, which is information related to the number of passengers boarding each train, from the train information server 3.

[0308] In this case, "occupancy rate" in the above description of the operation is replaced with "number of passengers boarding". For example, in step S11, the train icon G113 is displayed such that its height varies according to the number of passengers boarding the train instead of the occupancy rate of the train. When adjusting the operation interval, the operation interval is adjusted so as to equalize the number of passengers boarding the train.

[0309] Since the occupancy rate of a train is merely a numerical value obtained by dividing the number of passengers boarding the train by a predetermined capacity, even when directly using the information related to the number of passengers boarding without calculating the occupancy rate as described above, the same effects as those described in the above description of the operation can be obtained.

[0310] [3 Change in Display of Each Screen] In the above description of the operation, the case where real-time information at the time of viewing the screen is displayed on any of the screens shown in FIGS. 12 to 15 has been described. However, for any screen, information related to a past time specified by a railway operator using the staff terminal 7 may be displayed. Also, in this case, since it is not real-time information, the playback speed (the speed at which the screen transitions) may be adjustable.

[0311] Also, although the screens shown in FIGS. 13 to 15 illustrate the case where the screen is a 3D display screen including height-direction information, it may be possible to switch between a 2D display that does not include height-direction information and the 3D display as illustrated.

[0312] Also, although the screens shown in FIGS. 13 to 15 illustrate the case where the track display G111 indicating the railway track is displayed in a planar manner, the height of each track (the elevation of the location where the track is located) may be reflected and the tracks may be drawn three-dimensionally.

[0313] Also, in any of the screens shown in FIGS. 12 to 15, an operation status display indicating the operation status of the train may be displayed. As the operation status display, for example, after displaying a railway line diagram, for the portions where operation troubles (such as operation suspension, delay, etc.) occur within the line diagram, they may be displayed so as to be distinguishable from other portions by a method such as changing the color. Also, in addition to the display of the line diagram as described above, information regarding the name of the line where a specific operation trouble has occurred and the details of the trouble that has occurred (the type of trouble such as operation suspension, delay, etc., the expected time of resuming operation in the case of operation suspension, the specific delay time in the case of delay, etc.) may be associated and also displayed in character information.

[0314] [Change in the method of selecting a train for which 4 icons are to be displayed] In the description of the above operation, as the method of selecting a train for which the train icon G113 is to be displayed, selection on the diagram (step S12) and selection from the in-station-section train display (step S14) have been described. However, in addition to these, for example, on the screen displayed on the display unit 74 of the staff terminal 7, after a predetermined input field is displayed, when a predetermined type of information that can uniquely identify a train such as a train number is input into the input field, a screen is generated in which the train icon G113 indicating the running position of the train specified by the information is displayed on the map, and then it may be displayed on the display unit 74 of the staff terminal 7.

[0315] Also, in step S14, the display unit 74 is caused to display the inter-station location train display G14 in which a list of trains located between stations is shown, and the case of selecting a train for which the train icon G113 is to be displayed from the list of trains located between stations has been described. Instead of this, it is also possible to adopt a configuration in which a list of all trains or a list of trains stopped at stations is displayed on the display unit 74 and selection is made from the list.

[0316] [5 Display of Disaster Information for Each Facility] Based on information such as the integrated evacuation instruction 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, in the management server 1, after generating a facility-specific disaster information display screen G2 as shown in FIG. 17, the data related to the screen may be transmitted from the communication unit 13 to the staff terminal 7 via the communication network N so as to be displayed on the display unit 74 in the staff terminal 7.

[0317] As shown in FIG. 17, the facility-specific disaster information display screen G2 includes a published warning display G21 in which published evacuation instructions, warnings, etc. are displayed in chronological order together with the name of the local public body that is the announcement destination, and a published facility display G22 in which evacuation instructions, warnings, etc. published for the location where each facility such as a station is located are displayed for each facility such as a station, and a legend G23.

[0318] In the published facility display G22, a graph showing the types and the times at which evacuation instructions, warnings, etc. published for the location where each facility is located can be seen is displayed. The types of the published evacuation instructions, warnings, etc. may be made identifiable by referring to the color legend defined for each type of evacuation instruction, warning, etc. shown in the legend G23 based on the color of the graph.

[0319] [6 Change of Transportation Equipment] In the description of the above operation, for all steps, the case where the transportation equipment for transporting passengers is a train has been described. However, for the normal operation, it is also possible to apply it to other transportation equipment used for transporting passengers according to a predetermined operation plan such as a bus or an airplane. In any case, the number obtained by dividing the number of passengers on each transportation device (boarding number) by the predetermined capacity for that transportation device corresponds to the boarding rate of that transportation device.

Explanation of Signs

[0320] 100 Train Management Support System 1 Management Server (Transportation Device Management Support Device) 11 Control Unit (First Display Control Means, Second Display Control Means, Third Display Control Means, Fourth Display Control Means, Fifth Display Control Means, Decision Means, Sixth Display Control Means) 12 Storage Unit 13 Communication Unit (First Acquisition Means, Second Acquisition Means, Third Acquisition Means, Fourth Acquisition Means, Fifth Acquisition Means) 2 Map Information Server 3 Train Information Server 4 Personnel Information Server 5 Disaster Information Server 6 Route Information Server 7 Staff Terminal 71 Control Unit 72 Storage Unit 73 Communication Unit 74 Display Unit (Display Means) 75 Operation Unit 76 Position Information Acquisition Unit D1 Map Information D2 Occupied Position Information D3 Boarding Rate Information D4 Operation Plan Information G1 First Occupied Situation Browsing Screen G1A Second Occupied Situation Browsing Screen G1B Third Occupied Situation Browsing Screen G1C Fifth Occupied Situation Browsing Screen G11, G11A, G11B Map Display G113 Train Icon G12 Diagram Display

Claims

1. a first acquisition means for acquiring map information; a second acquisition means for acquiring information regarding the location of a specific type of transportation equipment located within the area related to the map information; a third acquisition means for acquiring information regarding the number of passengers or the occupancy rate of the transportation equipment; 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 second display control means for displaying an icon indicating the location of the transportation equipment on the map such that the height varies according to the number of passengers or the occupancy rate of the transportation equipment; a fourth acquisition means for acquiring information regarding the operation plan of the transportation equipment located within the area related to the map information; a third display control means for causing the display means to display a diagram on the same screen as the map based on the information acquired by the fourth acquisition means; a seventh display control means for causing the display means to display a map including the location of the selected transportation equipment when one of the transportation equipment whose operation plan is displayed on the diagram is selected; an eighth display control means for causing the display means to display the icon indicating the location of the selected transportation equipment overlaid on the map including the location of the selected transportation equipment; A transportation equipment management support device, characterized by comprising the above.

2. a first acquisition means for acquiring map information; a second acquisition means for acquiring information regarding the location of a specific type of transportation equipment located within the area related to the map information; a third acquisition means for acquiring information regarding the number of passengers or the occupancy rate of the transportation equipment; 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 second display control means for displaying an icon indicating the location of the transportation equipment on the map such that the height varies according to the number of passengers or the occupancy rate of the transportation equipment; a fourth acquisition means for acquiring information regarding the operation plan of the transportation equipment located within the area related to the map information; a third display control means for causing the display means to display a diagram on the same screen as the map based on the information acquired by the fourth acquisition means; a ninth display control means for causing the display means to display the diagram indicating the operation plan of the selected transportation equipment when one of the transportation equipment on which an icon indicating the location is displayed on the map is selected; A transportation equipment management support device, characterized by comprising the above.

3. a first acquisition means for acquiring map information; Second acquisition means for acquiring information regarding the location of a specific type of transportation equipment located within the area related to the map information; Third acquisition means for acquiring information regarding the number of passengers or the occupancy rate of the transportation equipment; First display control means for causing a display means to display a map based on the map information acquired by the first acquisition means; Second display control means for displaying an icon indicating the location of the transportation equipment on the map so that the height varies according to the number of passengers or the occupancy rate of the transportation equipment; Fourth acquisition means for acquiring information regarding the operation plan of the transportation equipment located within the area related to the map information; Third display control means for causing the display means to display a diagram on the same screen as the map based on the information acquired by the fourth acquisition means; Seventh display control means for causing the display means to display a map including the location of the selected transportation equipment when one of the transportation equipment whose operation plan is displayed on the diagram is selected; Eighth display control means for superimposing and displaying on the display means the icon indicating the location of the selected transportation equipment on the map including the location of the selected transportation equipment; Ninth display control means for causing the display means to display the diagram indicating the operation plan of the selected transportation equipment when one of the transportation equipment on which an icon indicating the location is displayed on the map is selected; A transportation equipment management support device, characterized by comprising the above.

4. Comprising fourth display control means for causing the display means to display a list of the transportation equipment; When one of the transportation equipment displayed in the list is selected, The first display control means causes the display means to display a map including the location of the selected transportation equipment; The transportation equipment management support device according to any one of claims 1 to 3, wherein the second display control means superimposes and displays on the display means the icon indicating the location of the selected transportation equipment on the map.

5. The transportation equipment is a train, The transportation equipment management support device according to claim 4, wherein the list is a list of in-station trains, which are trains located between stations.

6. Fifth acquisition means for acquiring information related to an abnormality when an abnormality occurs in the transportation equipment located within the area related to the map information; fifth display control means for causing information related to the abnormality to be displayed around an icon indicating the location of the transport device where the abnormality has occurred on the map; The transport device management support apparatus according to any one of claims 1 to 5, characterized by comprising the above.

7. determination means for determining a priority order for response to the transport device in which the abnormality has occurred; sixth display control means for causing the display means to display information regarding the priority order determined by the determination means; The transport device management support apparatus according to claim 6, characterized by comprising the above.

8. The determination means determines a priority order for response to the transport device in which the abnormality has occurred by using information related to the number of passengers or the occupancy rate of the transport device and / or information related to the type of abnormality that has occurred in the transport device. The transport device management support apparatus according to claim 7, characterized by the above.

9. The second acquisition means acquires information regarding the locations of all the transport devices located within the area related to the map information, The third acquisition means acquires information regarding the number of passengers or the occupancy rate of all the transport devices located within the area related to the map information, The second display control means causes the icon to be displayed for all the transport devices located within the range of the map displayed by the first display control means. The transport device management support apparatus according to any one of claims 1 to 5, characterized by the above.

10. The second acquisition means acquires information regarding the locations of only those transport devices that are transporting passengers within the area related to the map information, The third acquisition means acquires information regarding the number of passengers or the occupancy rate of only those transport devices that are transporting passengers within the area related to the map information, The second display control means causes the icon to be displayed only for those transport devices that are transporting passengers within the range of the map displayed by the first display control means. The transport device management support apparatus according to any one of claims 1 to 5, characterized by the above.

11. In a transport device management support method by a transport device management support apparatus, a first acquisition step of acquiring map information; a second acquisition step of acquiring information regarding the locations of specific types of transport devices located within the area related to the map information; a third acquisition step of acquiring information regarding the number of passengers or the occupancy rate of the transport devices; A first display control step of causing a display means to display a map based on the map information acquired in the first acquisition step; A second display control step of causing an icon indicating the location of the transportation device to be displayed on the map so that the height varies according to the number of passengers or the occupancy rate of the transportation device; A fourth acquisition step of acquiring information regarding the operation plan of the transportation device located within the area related to the map information; A third display control step of causing a diagram to be displayed on the same screen as the map on the display means based on the information acquired in the fourth acquisition step; When one of the transportation devices with an operation plan displayed on the diagram is selected, A seventh display control step of causing the display means to display a map including the location of the selected transportation device; An eighth display control step of causing the display means to display the icon indicating the location of the selected transportation device overlaid on the map including the location of the selected transportation device; A transportation device management support method, characterized by including the above.

12. In a transportation device management support method by a transportation device management support device, A first acquisition step of acquiring map information; A second acquisition step of acquiring information regarding the location of a specific type of transportation device located within the area related to the map information; A third acquisition step of acquiring information regarding the number of passengers or the occupancy rate of the transportation device; A first display control step of causing a display means to display a map based on the map information acquired in the first acquisition step; A second display control step of causing an icon indicating the location of the transportation device to be displayed on the map so that the height varies according to the number of passengers or the occupancy rate of the transportation device; A fourth acquisition step of acquiring information regarding the operation plan of the transportation device located within the area related to the map information; A third display control step of causing a diagram to be displayed on the same screen as the map on the display means based on the information acquired in the fourth acquisition step; A ninth display control step of causing the display means to display the diagram indicating the operation plan of the selected transportation device when one of the transportation devices with an icon indicating the location displayed on the map is selected; A transportation device management support method, characterized by including the above.

13. In a transportation device management support method by a transportation device management support device, A first acquisition step of acquiring map information; A second acquisition step of acquiring information on the location of a specific type of transportation equipment located within the area related to the map information; A third acquisition step of acquiring information on the number of passengers or the occupancy rate of the transportation equipment; A first display control step of causing a display means to display a map based on the map information acquired in the first acquisition step; A second display control step of displaying an icon indicating the location of the transportation equipment on the map so that the height varies according to the number of passengers or the occupancy rate of the transportation equipment; A fourth acquisition step of acquiring information on the operation plan of the transportation equipment located within the area related to the map information; A third display control step of causing the display means to display a diagram on the same screen as the map based on the information acquired in the fourth acquisition step; A seventh display control step of causing the display means to display a map including the location of the selected transportation equipment when one of the transportation equipment with the operation plan displayed on the diagram is selected; An eighth display control step of displaying the icon indicating the location of the selected transportation equipment on the map including the location of the selected transportation equipment on the display means; A ninth display control step of causing the display means to display the diagram indicating the operation plan of the selected transportation equipment when one of the transportation equipment with the icon indicating the location displayed on the map is selected; A transportation equipment management support method characterized by including the above.

14. A computer, A first acquisition means for acquiring map information, A second acquisition means for acquiring information on the location of a specific type of transportation equipment located within the area related to the map information, A third acquisition means for acquiring information on the number of passengers or the occupancy rate of the transportation equipment, 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 second display control means for displaying an icon indicating the location of the transportation equipment on the map so that the height varies according to the number of passengers or the occupancy rate of the transportation equipment, A fourth acquisition means for acquiring information on the operation plan of the transportation equipment located within the area related to the map information, A third display control means for causing the display means to display a diagram on the same screen as the map based on the information acquired by the fourth acquisition means, When one of the transportation devices with an operation plan displayed on the diagram is selected, a seventh display control means for causing the display means to display a map including the location of the selected transportation device. A transportation device management support program, characterized in that it functions as an eighth display control means for causing the display means to display the icon indicating the location of the selected transportation device superimposed on a map including the location of the selected transportation device.

15. A computer, A first acquisition means for acquiring map information, A second acquisition means for acquiring information regarding the location of a specific type of transportation device located within the area related to the map information, A third acquisition means for acquiring information regarding the number of passengers or the occupancy rate of the transportation device, A first display control means for causing the display means to display a map based on the map information acquired by the first acquisition means, A second display control means for causing the icon indicating the location of the transportation device to be displayed on the map so that its height varies according to the number of passengers or the occupancy rate of the transportation device, A fourth acquisition means for acquiring information regarding the operation plan of the transportation device located within the area related to the map information, A third display control means for causing the display means to display a diagram on the same screen as the map based on the information acquired by the fourth acquisition means, A transportation device management support program, characterized in that when one of the transportation devices with an icon indicating its location displayed on the map is selected, it functions as a ninth display control means for causing the display means to display the diagram indicating the operation plan of the selected transportation device.

16. A computer, A first acquisition means for acquiring map information, A second acquisition means for acquiring information regarding the location of a specific type of transportation device located within the area related to the map information, A third acquisition means for acquiring information regarding the number of passengers or the occupancy rate of the transportation device, A first display control means for causing the display means to display a map based on the map information acquired by the first acquisition means, A second display control means for causing the icon indicating the location of the transportation device to be displayed on the map so that its height varies according to the number of passengers or the occupancy rate of the transportation device, A fourth acquisition means for acquiring information regarding the operation plan of the transportation device located within the area related to the map information, A third display control means for causing the display means to display a diagram on the same screen as the map based on the information acquired by the fourth acquisition means, When one of the transportation devices with the operation plan displayed on the diagram is selected, a seventh display control means for causing the display means to display a map including the location of the selected transportation device; An eighth display control means for causing the display means to display the icon indicating the location of the selected transportation device superimposed on a map including the location of the selected transportation device; A transportation device management support program, characterized in that when one of the transportation devices with an icon indicating the location displayed on the map is selected, it functions as a ninth display control means for causing the display means to display the diagram indicating the operation plan of the selected transportation device.

Images