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

Abstract

To provide a transport machine management support apparatus, a transport machine management support method, and a transport machine management support program that facilitate identifying delay conditions of multiple transport machines at a time.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 which acquires information on delay time of a train; 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; second display control means (control unit 11) which displays, when the delay time of the train does not exceed a predetermined first time, only a train icon G113 in a present position of the train on the map; and third display control means (control unit 11) which displays, when the delay time of the train exceeds the predetermined first time, a first delay indicator G115A, in addition to the train icon G113, in the present position of the train on the map.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 technology]

[0002] For example, when employees of a company that handles transportation equipment that transports passengers according to a predetermined operation plan (hereinafter referred to as "passenger transportation companies"), such as railway company employees such as station staff and train crew members, bus company employees such as drivers, and airline company employees such as flight attendants 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.) that is in operation. Therefore, a system is known that is targeted at railway company employees and aims to provide the employees with location information and delay information of each train in operation (see, for example, Patent Document 1). [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Laid-Open No. 2015-155220 Summary of the Invention [Problem to be solved by the invention]

[0004] When there is a delay in the operation of a transportation vehicle that transports passengers according to a specified operation plan, it is often the case that multiple transportation vehicles are delayed at the same time, so passenger transportation company staff need to be aware of the delay status of multiple transportation vehicles that are experiencing delays. However, in the system described in Patent Document 1, in order to display information related to delays of transportation equipment such as trains, it is necessary to place the cursor over the icon representing the transportation equipment to display a pop-up screen.Since the delay status can only be grasped for the transportation equipment for which such a pop-up screen is displayed, in order to grasp the delay status for multiple transportation equipment that are experiencing delays, it is necessary to display a pop-up screen for each transportation equipment one by one, which is very time-consuming.

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

[0008] In order to solve the above problems, Claim 1 The invention described in is 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 train, which is a specific type of transportation equipment, located within an area related to the map information; a third acquisition means for acquiring delay time information, which is information relating to a delay time of the train, when a delay occurs in the train; 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 a first icon at the location of the train on the map when the delay time of the train does not exceed a predetermined first time; a third display control means for displaying a second icon in place of the first icon at the location of the train on the map when a delay time of the train exceeds a predetermined first time; a stop time determination means for determining a stop time at a station for each train running on a railway line on which a delayed train runs when the third acquisition means acquires the delay time information; A sixth acquisition means for acquiring information regarding the number of passengers or the occupancy rate of each train running on the railway line; Equipped with The stop time determination means determines the stop time at a station for each train traveling on the railway line so as to equalize the number of passengers or the occupancy rate of each train traveling on the railway line. Claim 2 The invention described in is 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 train, which is a specific type of transportation equipment, located within an area related to the map information; a third acquisition means for acquiring delay time information, which is information relating to a delay time of the train, when a delay occurs in the train; 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 a first icon at the location of the train on the map when the delay time of the train does not exceed a predetermined first time; a third display control means for displaying a second icon in place of the first icon at the location of the train on the map when a delay time of the train exceeds a predetermined first time; a stop time determination means for determining a stop time at a station for each train running on a railway line on which a delayed train runs when the third acquisition means acquires the delay time information; a seventh acquisition means for acquiring information about a congestion rate of each station on the railway line; Equipped with The stop time determination means determines the stop time at a station for each train traveling on the railway line so as to equalize the congestion rate at each station on the railway line.

[0011] Claim 6 The invention described in is a transportation equipment management support method by a transportation equipment management support device, a first acquisition step of acquiring map information; a second acquisition step of acquiring information regarding the location of a train, which is a specific type of transportation equipment, located within the area related to the map information; a third acquisition step of acquiring delay time information, which is information regarding a delay time of the train, when a delay occurs in the train; 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 a first icon at the location of the train on the map when the delay time of the train does not exceed a predetermined first time; a third display control step of displaying a second icon in place of the first icon at the location of the train on the map when the delay time of the train exceeds a predetermined first time; a stop time determination step of determining a stop time at a station of each train running on a railway line on which a delayed train runs when the delay time information is acquired in the third acquisition step; a sixth acquisition step of acquiring information about the number of passengers or the occupancy rate of each train running on the railway line; Including, The stop time determination step is characterized in that it determines the stop time at a station for each train traveling on the railway line so as to equalize the number of passengers or the occupancy rate of each train traveling on the railway line. Claim 7 The invention described in is a transportation equipment management support method by a transportation equipment management support device, a first acquisition step of acquiring map information; a second acquisition step of acquiring information regarding the location of a train, which is a specific type of transportation equipment, located within the area related to the map information; a third acquisition step of acquiring delay time information, which is information regarding a delay time of the train, when a delay occurs in the train; 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 a first icon at the location of the train on the map when the delay time of the train does not exceed a predetermined first time; a third display control step of displaying a second icon in place of the first icon at the location of the train on the map when the delay time of the train exceeds a predetermined first time; a stop time determination step of determining a stop time at a station of each train running on a railway line on which a delayed train runs when the delay time information is acquired in the third acquisition step; a seventh acquisition step of acquiring information about the congestion rate of each station on the railway line; Including, The stop time determination step is characterized in that it determines the stop time at a station of each train traveling on the railway line so as to equalize the congestion rate at each station on the railway line.

[0014] Claim 8 The invention described in is a transportation equipment management support program, Computer, a first acquisition means for acquiring map information; a second acquisition means for acquiring information regarding the location of a train, which is a specific type of transportation equipment, located within an area related to the map information; a third acquisition means for acquiring delay time information, which is information relating to a delay time of the train, when a delay occurs in the train; 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 a first icon at the location of the train on the map when the delay time of the train does not exceed a predetermined first time; a third display control means for displaying a second icon in place of the first icon at the location of the train on the map when a delay time of the train exceeds a predetermined first time; a stop time determination means for determining a stop time at a station of each train running on a railway line on which a delayed train runs when the third acquisition means acquires the delay time information; a sixth acquisition means for acquiring information about the number of passengers or the occupancy rate of each train running on the railway line; The stop time determination means determines the stop time at a station for each train traveling on the railway line so as to equalize the number of passengers or the occupancy rate of each train traveling on the railway line. Claim 9 The invention described in is a transportation equipment management support program, Computer, a first acquisition means for acquiring map information; a second acquisition means for acquiring information regarding the location of a train, which is a specific type of transportation equipment, located within an area related to the map information; a third acquisition means for acquiring delay time information, which is information relating to a delay time of the train, when a delay occurs in the train; 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 a first icon at the location of the train on the map when the delay time of the train does not exceed a predetermined first time; a third display control means for displaying a second icon in place of the first icon at the location of the train on the map when a delay time of the train exceeds a predetermined first time; a stop time determination means for determining a stop time at a station of each train running on a railway line on which a delayed train runs when the third acquisition means acquires the delay time information; a seventh acquisition means for acquiring information about the congestion rate of each station on the railway line; The stop time determination means determines the stop time at a station for each train traveling on the railway line so as to equalize the congestion rate at each station on the railway line. [Effects of the Invention]

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

[0016] [Figure 1] 1 is a block diagram showing a configuration of a train management support system according to an embodiment. [Figure 2] 4 is a flowchart showing the flow of operations when checking the on-track status, etc. of the train management support system according to the embodiment. [Figure 3] 10 is a flowchart showing the flow of operations when transitioning from a diagram to a map in the train management support system according to the embodiment. [Figure 4] 10 is a flowchart showing the flow of operations when transitioning from a map to a diagram in the train management support system according to the embodiment. [Figure 5] 10 is a flowchart showing the flow of operations when transitioning from displaying inter-station train locations to a map in the train management support system according to the embodiment. [Figure 6] 10 is a flowchart showing the flow of operations when determining the number of personnel to be dispatched to a train that stops between stations and the dispatch route of the train management support system according to the embodiment. [Figure 7] 10 is a flowchart showing the flow of operations when determining an evacuation route from a train that stops between stations in the train management support system according to the embodiment. [Figure 8] 10 is a flowchart showing the flow of operations performed when determining a section in which service is suspended based on information issued by a local government in the train management support system according to the embodiment. [Figure 9] 10 is a flowchart showing the flow of operations performed when issuing a vehicle evacuation instruction based on information issued by a local government in the train management support system according to the embodiment. [Figure 10] 10 is a flowchart showing the flow of operations performed by the train management support system according to the embodiment when determining whether or not a train stopping between stations needs to move during a disaster. [Figure 11]10 is a flowchart showing the flow of operations when issuing an alert in the event of a landslide risk in the train management support system according to the embodiment. [Figure 12] FIG. 2 is a diagram showing a first on-track status viewing screen of the train management support system according to the embodiment. [Figure 13] FIG. 2 is a diagram showing a second track status viewing screen of the train management support system according to the embodiment. [Figure 14] FIG. 10 is a diagram showing a third track status viewing screen of the train management support system according to the embodiment. [Figure 15] FIG. 10 is a diagram showing a fifth on-track status viewing screen of the train management support system according to the embodiment. [Figure 16] 10A and 10B are diagrams showing the transition of icons when a train is delayed in the train management support system of the embodiment, in which (a) shows a state in which only the train icon is displayed, (b) shows a state in which the first delay display is displayed in addition to the train icon, and (c) shows a state in which the second delay display is displayed in addition to the train icon. [Figure 17] FIG. 10 is a diagram showing a facility-specific disaster information display screen of the train management support system according to the embodiment. DETAILED DESCRIPTION OF THE INVENTION

[0017] 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.

[0018] [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.

[0019] 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.

[0020] [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.

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

[0022] [(2) Storage section] The memory unit 12 is a part where various information required for the operation of the management server 1 is stored, and is composed of, for example, an HDD (Hard Disk Drive), semiconductor memory, etc., and stores data required for the operation of the management server 1, which will be described in the operation description below, and data generated in the management server 1, in a manner that allows the control unit 11 to read and write the data. 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 operation explanation below is performed in accordance with the program stored in the memory unit 12.

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

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

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

[0026] The configurations of the control unit 21 and the communication unit 23 are the same as those of the control unit 11 and the communication unit 13 in the management server 1, respectively. The storage unit 22, like the storage unit 12 in the management server 1, is configured by, for example, a HDD, a semiconductor memory, etc., and stores the map information D1.

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

[0028] 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.

[0029] 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. The storage unit 32, like the storage unit 12 in the management server 1, is configured with, for example, an HDD, a semiconductor memory, etc., and stores therein on-rail position information D2, occupancy rate information D3, operation plan information D4, and elapsed time information D5.

[0030] [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, and stores personnel list information D17 and personnel location information D18, as described below, and transmits them to the management server 1.

[0031] 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.

[0032] 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. The storage unit 42, like the storage unit 12 in the management server 1, is configured with, for example, an HDD, a semiconductor memory, etc., and stores the personnel list information D17 and the personnel position information D18.

[0033] [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, and stores evacuation instruction information D19, precipitation information D25, river water level information D26, heavy rain warning risk distribution information D33, and landslide disaster impact area information D34, as described below, and transmits them to the management server 1.

[0034] 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.

[0035] 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. The memory unit 52, like the memory unit 12 in the management server 1, is composed of, for example, an HDD, semiconductor memory, etc., and stores evacuation instruction information D19, precipitation information D25, river water level information D26, heavy rain warning risk distribution information D33, and landslide disaster impact area information D34.

[0036] [6 Route Information Server] 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, and stores route information D20, no-stopping area information D30, and disaster status information D31, as described below, and transmits them to the management server 1.

[0037] 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.

[0038] 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. The storage unit 62, like the storage unit 12 in the management server 1, is configured with, for example, an HDD, a semiconductor memory, etc., and stores route information D20, no-stopping area information D30, and disaster situation information D31.

[0039] [7 Staff Terminals] The staff terminal 7 is an information device such as a smartphone or tablet terminal that is carried by each staff member of the railway company, and is used to display information received from the management server 1, as will be described later. Although only one staff terminal 7 is shown in FIG. 1, in reality, a large number of staff terminals 7 owned by each staff member of the railway operator are connected to the management server 1 via a communication network N.

[0040] As shown in Figure 1, the staff terminal 7 is configured to include, for example, a control unit 71, a memory unit 72, and a communication unit 73, similar to the management server 1, as well as a display unit 74, an operation unit 75, and a location information acquisition unit 76.

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

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

[0043] The operation unit 75 includes, for example, a keyboard having character input keys, number input keys, and other keys associated with various functions, and receives 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 formed integrally with the display unit 74.

[0044] The location information acquisition unit 76 is a part that acquires information related to the location of the staff terminal 7, and for example, a GPS (Global Positioning System) receiver is used. The GPS receiver receives GPS signals, which are positioning radio waves provided by multiple GPS satellites that make up the GPS, and uses these to acquire location information of the staff terminal 7, and ultimately of the staff of the railway operator who owns the staff terminal 7. The location information acquisition unit 76 is not limited to a GPS receiver as long as it can acquire the location information of the staff terminal 7. For example, a receiver for signals related to other satellite positioning systems may also be used.

[0045] [8 Communication Networks] The communication network N is, for example, the Internet, a telephone line network, a mobile phone communication network, a wireless LAN communication network, etc., and connects the devices that make up the train management support system 100 as shown in FIG. The communication network N is not particularly limited as long as it can connect the devices constituting the train management support system 100 as described above and can transmit and receive data between them.

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

[0047] [1 Normal operation] First, the normal operation of the train management support system 100 will be described with reference to the flowcharts of FIGS. In this case, normal times refer to a state in which no disaster has occurred, and normal times are considered to exist if the only delays are due to problems with individual trains.

[0048] [(1) Step S11: Checking the train status, etc.] First, the operation of checking the train location status and the like using the train management support system 100 will be described with reference to the flowchart of FIG.

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

[0050] The map information D1 is information relating to a map of all areas where trains managed by this system may run. The format of the map is not particularly limited. In addition, the map related to map information D1 includes information regarding the locations of railway tracks, stations, and train depots located within the area, information regarding the geographical extent of local governments located within the area (boundaries of local governments on the map), information regarding the locations of rivers flowing within the area, information regarding the elevation of each point within the area, information regarding the congestion status of roads running within the area, etc.

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

[0052] Next, the control unit 11 of the management server 1 obtains from the train information server 3 the following: on-track location information D2, which is information relating to the on-track location (the position of the train on the tracks) of each train located within the area related to the map information D1; occupancy rate information D3, which is information relating to the occupancy rate (number of passengers / capacity) of each train located within the area related to the map information D1; operation plan information D4, which is information relating to the operation plan of each train located within the area related to the map information D1; and elapsed time information D5, which is information relating to the elapsed time since each train located within the area related to the map information D1 departed from the previous station (step S11-2). The operation plan information D4 is information that indicates the schedule according to which each train will operate, including information on the stations at which each train will stop and the arrival and departure times at each stop. The trains for which the on-line location information D2, occupancy rate information D3, operation plan information D4, and elapsed time information D5 are obtained may be all trains located within the area related to the map information D1, including freight trains and trains in transit, or may be limited to only trains currently carrying passengers.

[0053] As a specific acquisition method, the control unit 11 of the management server 1 sends a predetermined command from the communication unit 13 via the communication network N to the train information server 3 to send the track location information D2, occupancy rate information D3, operation plan information D4, and elapsed time information D5. Upon receiving this command, the control unit 31 of the train information server 3 sends the track location information D2, occupancy rate information D3, operation plan information D4, and elapsed time information D5 stored in the memory unit 32 from the communication unit 33 via the communication network N to the management server 1. The management server 1 then receives the data sent from the train information server 3 via the communication unit 13, thereby acquiring the track location information D2, occupancy rate information D3, operation plan information D4, and elapsed time information D5.

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

[0055] The map display G11 displays a map of the entire area related to the map information D1 acquired in step S11-1.

[0056] The diagram display G12 displays a diagram of trains running on a specific route based on the operation plan information D4 acquired in step S11-2. The diagram display G12 includes a route selection field G121, a destination selection field G122, and a diagram display field G123.

[0057] The route selection field G121 is an input field for selecting the route to be displayed in the diagram display field G123, and is configured so that a railway operator employee using the employee terminal 7 can select the route by operating the operation unit 75. The route selected as the initial state is arbitrary, and the route displayed in the diagram display field G123 during the previous use may be automatically selected, or a specific route may be automatically selected.

[0058] The destination selection field G122 is an input field for selecting the destination of the train to be displayed in the diagram display field G123, and is configured so that a railway operator employee using the employee terminal 7 can select the destination by operating the operation unit 75. Possible train destinations include, for example, all destinations, up, down, and XX bound. The direction selected as the initial state is arbitrary, and the direction displayed in the diagram display field G123 during the previous use may be automatically selected, or a specific direction may be automatically selected.

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

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

[0061] The route selection field G131 is an input field for selecting the route to be displayed in the total number of passengers display field G133 and the total delay time display field G134, and is configured so that a railway operator employee using the employee terminal 7 can select a route by operating the operation unit 75. The route selected as the initial state is arbitrary, and the route displayed in the total number of passengers display field G133 and the total delay time display field G134 during the previous use may be automatically selected, or a specific route may be automatically selected.

[0062] The destination selection field G132 is an input field for selecting the direction of the train to be displayed in the total number of passengers display field G133 and the total delay time display field G134, and is configured so that a railway operator employee using the employee terminal 7 can select the direction by operating the operation unit 75. Possible train directions include, for example, all directions, up, down, and XX direction. The destination selected as the initial state is arbitrary, and the destination displayed in the total number of passengers display field G133 and the total delay time display field G134 during the previous use may be automatically selected, or a specific destination may be automatically selected.

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

[0064] When the first on-line status viewing screen G1 is generated, the control unit 11 of the management server 1 transmits data relating to the screen (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 an instruction to display the screen on the display unit 74 (step S11-4).

[0065] In the staff terminal 7 that has received the first on-line status viewing screen data D6 via the communication unit 73, the control unit 71, in accordance with instructions from the management server 1, 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 (step S11-5).

[0066] After the first train location status viewing screen G1 is displayed on the display unit 74, steps S11-2 to S11-5 are repeated at predetermined time intervals. As a result, the first train location status viewing screen G1 displayed on the display unit 74 of the staff terminal 7 is updated at predetermined time intervals, and the first train location 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 screens are updated in real time to display the latest information, and this is also the case for the second line status viewing screen G1A, the third line status viewing screen G1B, the fourth line status viewing screen, the fifth line status viewing screen G1C, and the sixth line status viewing screen, which will be described later.

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

[0068] When the display range is set on the staff terminal 7, display range information D7, which is information related to the set display range, is sent from the communication unit 73 to the management server 1 via the communication network N (step S11-7), and in the management server 1 that receives the information, the control unit 11 generates a second on-line status viewing screen G1A as shown in Figure 13 (step S11-8).

[0069] The second train location status viewing screen G1A is obtained by replacing the map display G11 on the first train location status viewing screen G1 with a map display G11A whose display range is limited in accordance with the display range information D7. Note that the first train location status viewing screen G1 and the second train location status viewing screen G1A may be configured to be able to be seamlessly switched between in accordance with adjustment of the display range by operating icons (enlarge icon G117 and reduce icon G118) displayed on the screen.

[0070] Furthermore, when the range of the displayed area is smaller than a predetermined range, the map display G11A includes, as shown in Fig. 13, a track display G111 that displays the railroad tracks existing in the area, a station icon G112 that displays a station existing on the track related to the track display G111, and a train icon G113 that displays a train existing on the track related to the track display G111. Furthermore, a train number display G116 that displays the train number of the train is displayed above the train icon G113.

[0071] 13, the train icon G113 is an icon that is displayed as a rectangular parallelepiped rising upward from the train position on the track display G111 of the map display G11A, and its height depends on the occupancy rate of the train related to the occupancy rate information D3 acquired in step S11-2. In other words, the higher the occupancy rate related to the occupancy rate information D3, the higher the height of the train icon G113. The height of the icon may be varied gradually in proportion to the occupancy rate, or may be varied in stages, such as a first height when the occupancy rate is less than a predetermined first occupancy rate, a second height when the occupancy rate is equal to or greater than the predetermined first occupancy rate and is less than a predetermined second occupancy rate, a third height when the occupancy rate is equal to or greater than the predetermined second occupancy rate and is less than a predetermined third occupancy rate, and a fourth height when the occupancy rate is equal to or greater than the predetermined third occupancy rate. Both the gradual and stepwise cases are considered to be included in the case where the height of the train icon G113 varies according to the occupancy rate related to the occupancy rate information D3.

[0072] Furthermore, it is preferable that the train icon G113 be displayed differently for trains stopped at a station and trains located between stations, so that the trains stopped at a station and trains located between stations can be distinguished from each other. In Fig. 13, a train located between stations is displayed with three triangles pointing in the direction of travel, while a train stopped at a station has the middle triangle replaced with a square.

[0073] In addition, if in step S11-2 the on-line location information D2, occupancy rate information D3, operation plan information D4 and elapsed time information D5 for all trains located within the area related to the map information D1 are obtained, the train icon G113 may be displayed as all trains located within the display range of the map display G11A. Furthermore, in step S11-2, if the on-line location information D2, occupancy rate information D3, operation plan information D4, and elapsed time information D5 are obtained only for trains currently transporting passengers located within the area related to the map information D1, the train icon G113 can be displayed only for trains currently transporting passengers located within the display range of the map display G11A. In addition, in step S11-2, information about all trains located within the area related to the map information D1 is obtained, and in step S11-8, information about only trains currently carrying passengers located within the display range of the map display G11A is extracted, and the second track status viewing screen G1A can be generated by displaying train icons G113 only for the extracted trains.

[0074] When the second train location status viewing screen G1A is generated, the control unit 11 of the management server 1 transmits data relating to the screen (second train location status viewing screen data D8) from the communication unit 13 to the staff terminal 7 via the communication network N, together with an instruction to display the screen on the display unit 74 (step S11-9).

[0075] In the staff terminal 7 that has received the second on-line status viewing screen data D8 via the communication unit 73, the control unit 71, in accordance with instructions from the management server 1, causes the display unit 74 to display the second on-line status viewing screen G1A based on the received second on-line status viewing screen data D8 (step S11-10).

[0076] [Explanation of effects] According to the train management support system 100 of this embodiment, the following effects can be obtained by being able to check the train location status and the like as described above.

[0077] That is, in this embodiment, the management server 1 acquires map information D1 from the map information server 2, acquires on-track position information D2 and occupancy rate information D3 from the train information server 3, generates a second on-track status viewing screen G1A based on these, and transmits the data relating to the screen, that is, second on-track status viewing screen data D8, to the staff terminal 7, whereby the second on-track status viewing screen G1A is displayed on the display unit 74. As a result, the control unit 11 of the management server 1 displays a map display G11A based on the map information D1 on the display unit 74 of the staff terminal 7, and also displays a train icon G113, which is an icon indicating the train's running position, on the map display G11A so that its height varies depending on the train's occupancy rate.

[0078] Therefore, railway operator staff using the staff terminal 7 can understand the train occupancy rate simply by looking at the height of the train icon G113 displayed on the second track status viewing screen G1A, making it possible to provide information regarding the train congestion status to railway operator staff using the staff terminal 7 in a form that is easy to visually recognize.

[0079] [(2) Step S12: Transition from diagram to map] Next, the operation for displaying on the map the location status and the like of a train selected on the diagram will be described with reference to the flowchart of FIG.

[0080] [A. Flow of operation] When the second on-track status viewing screen G1A is displayed on the display unit 74 in step S11-10, if a railway operator employee using the employee terminal 7 wants to check the on-track status, specifically the on-track location and congestion status, of a specific train among the trains whose diagrams are displayed in the diagram display G12, the employee selects the train in question from the diagram display G12 (step S12-1).

[0081] Specifically, select the desired route from the route selection field G121, select the desired destination from the destination selection field G122, and then select the train number of the train for which you want to check the track status from the list of train numbers displayed in the train number display field G1233 in the displayed diagram display field G123 by clicking, tapping, etc. using the operation unit 75.

[0082] When a specific train is selected from the diagram display G12 on the staff terminal 7, the control unit 71 of the staff terminal 7 transmits 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), and in the management server 1 that receives the information, the control unit 11 generates a third track status viewing screen G1B as shown in Figure 14 (step S12-3).

[0083] The third train location status viewing screen G1B is a map display G11A of the second train location status viewing screen G1A, but with the map display G11A replaced with a map display G11B in which the displayed map range is around the train location of the train selected in step S12-1, a train icon G113 relating to the train selected in step S12-1 is displayed, and a train details display G114, which displays details about the train, is displayed.

[0084] As shown in Figure 14, the train details display G114 is a display field that displays detailed information about the train selected in step S12-1, specifically, the previous station, next station, train number, section, formation number, number of passengers / number of cars, occupancy rate, and delay time.

[0085] When the third train location status viewing screen G1B is generated, the control unit 11 of the management server 1 transmits data relating to the screen (third train location status viewing screen data D10) from the communication unit 13 to the staff terminal 7 via the communication network N, together with an instruction to display the screen on the display unit 74 (step S12-4).

[0086] In the staff terminal 7 that has received the third on-line status viewing screen data D10 via the communication unit 73, the control unit 71, in accordance with instructions from the management server 1, causes the display unit 74 to display the third on-line status viewing screen G1B based on the received third on-line status viewing screen data D10 (step S12-5).

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

[0088] That is, according to this embodiment, the management server 1 acquires operation plan information D4 from the train information server 3, generates a second on-track status viewing screen G1A based on this, and transmits the second on-track status viewing screen data D8, which is data relating to the screen, to the staff terminal 7, whereby the diagram display G12 included in the second on-track status viewing screen G1A is displayed on the display unit 74 of the staff terminal 7.

[0089] Then, when one of the trains whose diagrams are displayed in the diagram display field G123 of the diagram display G12 is selected by an employee of the railway operator using the employee terminal 7, a third on-track status viewing screen G1B is generated in which a train icon G113 indicating the running position of the selected train is displayed on a map display G11B, which is a display related to a map including the running position of the selected train, and by sending the third on-track status viewing screen data D10, which is the data related to this screen, to the employee terminal 7, the third on-track status viewing screen G1B is displayed on the display unit 74 of the employee terminal 7. This allows the display unit 74 to display a map display G11B, which is a display of a map including the running position of a train selected by a railway operator's staff member using the staff terminal 7 from among the trains whose diagrams are displayed in the diagram display field G123, and also allows a train icon G113 indicating the running position of the train selected by the railway operator's staff member using the staff terminal 7 to be displayed on the map display G11B.

[0090] Therefore, railway operator staff using the staff terminal 7 can check information related to a train selected from the diagram on the map, making it easy to link and understand information related to the train's operation plan with information related to its current position on the map.

[0091] [(3) Step S13: Transition from map to diagram] Next, the operation for displaying a diagram for a train selected on the map will be described with reference to the flowchart of FIG.

[0092] [A. Flow of operation] When the second on-track status viewing screen G1A is displayed on the display unit 74 in step S11-10, if a railway operator employee using the employee terminal 7 wants to check the timetable of a specific train among the trains whose train icon G113 is displayed on the map display G11A, the employee selects the train in question from the map display G11A (step S13-1).

[0093] Specifically, the train icon G113 for the train whose diagram you want to check can be selected from the train icons G113 displayed on the map display G11A by using the operation unit 75 to click, tap, or perform other operations.

[0094] When an icon relating to a specific train is selected from the train icons G113 displayed on the map display G11A on the staff terminal 7, the control unit 71 of the staff terminal 7 transmits map selected train information D11, which is information relating 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), and in the management server 1 that receives the information, the control unit 11 generates a fourth track status viewing screen (step S13-3).

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

[0096] When the fourth on-line status viewing screen is generated, the control unit 11 of the management server 1 transmits data relating to the screen (fourth on-line status viewing screen data D12) from the communication unit 13 to the staff terminal 7 via the communication network N, together with an instruction to display the screen on the display unit 74 (step S13-4).

[0097] In the staff terminal 7 that has received the fourth on-line status viewing screen data D12 via the communication unit 73, the control unit 71, in accordance with instructions from the management server 1, causes the display unit 74 to display the fourth on-line status viewing screen based on the received fourth on-line status viewing screen data D12 (step S13-5).

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

[0099] That is, according to this embodiment, the management server 1 acquires operation plan information D4 from the train information server 3, generates a second on-track status viewing screen G1A based on this, and transmits the second on-track status viewing screen data D8, which is data relating to the screen, to the staff terminal 7, whereby the diagram display G12 included in the second on-track status viewing screen G1A is displayed on the display unit 74 of the staff terminal 7.

[0100] Then, when one of the trains displayed with the train icon G113 on the map display G11A is selected by a railway operator staff member using the staff terminal 7, a fourth on-track status viewing screen is generated, including a diagram display G12 that displays a diagram showing the operation plan of the selected train, and the fourth on-track status viewing screen data D12, which is data related to that screen, is sent to the staff terminal 7, causing the fourth on-track status viewing screen to be displayed on the display unit 74 of the staff terminal 7. This allows the display unit 74 to display a diagram display G12 including a diagram showing the operation plan of a train selected by a railway operator employee using the employee terminal 7 from among the trains whose train icons G113 are displayed on the map display G11A.

[0101] Therefore, railway operator staff using the staff terminal 7 can check the operation plan of the train selected from the map, making it easy to link and understand information related to the train's position on the map with information related to the operation plan.

[0102] [(4) Step S14: Transition from displaying trains between stations to displaying a map] Next, we will explain the operation of displaying a list of inter-station trains, which are trains located between railway stations, and displaying the location status, etc. of a train selected from the list on a map, using the flowchart in Figure 5.

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

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

[0105] The fifth on-track status viewing screen G1C is a variation of the second on-track status viewing screen G1A in that an inter-station train location display G14, which displays a list of inter-station trains, is displayed superimposed on a map display G11A.

[0106] The inter-station train location display G14 displays, for each inter-station train, the line name, direction, train number, section currently in operation, number of cars, number of passengers / capacity (occupancy rate), and elapsed time since departure from the previous station, as shown in Fig. 15. In addition, the inter-station trains are displayed in order of the longest elapsed time since departure from the previous station. The method for extracting trains located between stations is not particularly limited, but for example, the train location information D2 of each train obtained in step S11-2 may be compared with the location of each station included in the map information D1 obtained in step S11-1, and the train may be extracted by determining whether the location of each train is a station or a location other than a station.

[0107] In addition, as shown in Figure 15, the inter-station train location display G14 is provided with a condition setting field G141 for setting the conditions for the inter-station trains to be displayed, and is configured so that railway operator staff using the staff terminal 7 can set the conditions for the inter-station trains to be displayed by operating the operation unit 75. As a condition for the trains located between stations to be displayed, it is preferable to be able to set a condition such as the minimum number of minutes that have elapsed since departure from the previous station, as shown in FIG.

[0108] When the fifth on-line status viewing screen G1C is generated, the control unit 11 of the management server 1 transmits data relating to the screen (fifth on-line status viewing screen data D14) from the communication unit 13 to the staff terminal 7 via the communication network N, together with an instruction to display the screen on the display unit 74 (step S14-3).

[0109] In the staff terminal 7 that receives the fifth on-line status viewing screen data D14 via the communication unit 73, the control unit 71, in accordance with instructions from the management server 1, causes the display unit 74 to display the fifth on-line status viewing screen G1C based on the received fifth on-line status viewing screen data D14 (step S14-4).

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

[0111] Specifically, from the list of trains located between stations displayed in the inter-station train location display G14, the display (each row of the inter-station train location display G14) related to the train whose location status you want to check can be selected by clicking, tapping, etc. using the operation unit 75.

[0112] When a specific train is selected from the inter-station train location display G14 on the staff terminal 7, the control unit 71 of the staff terminal 7 transmits inter-station train location selection information D15, which is information related to the train selected from the inter-station train location display G14, from the communication unit 73 via the communication network N to the management server 1 (step S14-6), and in the management server 1 that receives the information, the control unit 11 generates the sixth track status viewing screen (step S14-7).

[0113] The sixth on-track status viewing screen is a screen in which, for the third on-track status viewing screen G1B, the map display G11B is displayed with the range of the map around the on-track position of the train selected in step S14-5, and a train icon G113 relating to the train selected in step S14-5 is displayed, and a train details display G114 relating to details of the train selected in step S14-5 is displayed around the train icon G113.

[0114] When the sixth on-line status viewing screen is generated, the control unit 11 of the management server 1 transmits data relating to the screen (sixth on-line status viewing screen data D16) from the communication unit 13 to the staff terminal 7 via the communication network N, together with an instruction to display the screen on the display unit 74 (step S14-8).

[0115] In the staff terminal 7 that has received the 6th on-line status viewing screen data D16 via the communication unit 73, the control unit 71, in accordance with instructions from the management server 1, causes the display unit 74 to display the 6th on-line status viewing screen based on the received 6th on-line status viewing screen data D16 (step S14-9).

[0116] [Explanation of effects] According to the train management support system 100 of this embodiment, the display can be transitioned from the inter-station train location display to the map as described above, thereby achieving the following effects.

[0117] That is, according to this embodiment, the management server 1 generates a fifth on-track status viewing screen G1C including a station-to-station train location display G14, and transmits the fifth on-track status viewing screen data D14, which is data relating to the screen, to the staff terminal 7, so that the staff terminal 7 displays the station-to-station train location display G14, which is a display relating to a list of station-to-station trains included in the fifth on-track status viewing screen G1C, on the display unit 74.

[0118] Then, when one of the trains displayed in the inter-station train location display G14 is selected by a railway operator employee using the employee 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 a map display G11B including the running position of the selected train, and by sending the sixth on-track status viewing screen data D16, which is data related to this screen, to the employee terminal 7, the sixth on-track status viewing screen is displayed on the display unit 74 of the employee terminal 7. This allows a map display G11B including the running position of the train selected on the inter-station train location display G14 to be displayed on the display unit 74, and also allows a train icon G113 indicating the running position of the train selected on the inter-station train location display G14 to be displayed on the map display G11B.

[0119] Therefore, railway operator staff using the staff terminal 7 can check a list of inter-station trains, which are trains located between railway stations, and if there is a train in the list whose location they wish to check, they can also check the location of that train on a map.

[0120] (5) Delayed display transition Next, the transition of the display regarding the train delay situation in this system will be explained with reference to FIG.

[0121] [A. Transition of displayed icons] When the delay time of the train is less than a predetermined first time (for example, 3 minutes), nothing is displayed around the train icon G113 displayed on the second train location status viewing screen G1A, the third train location status viewing screen G1B, the fourth train location status viewing screen G1C, and the sixth train location status viewing screen, and only the train icon G113 is displayed, as shown in Figure 16(a).

[0122] In contrast, if the delay time of the train is equal to or greater than a predetermined first time (e.g., 3 minutes) and less than a predetermined second time (e.g., 10 minutes), a first delay display G115A is displayed, indicating that the train delay is equal to or greater than the predetermined first time and less than the predetermined second time, as shown in Figure 16(b). The first delay display G115A may be any display that can be distinguished from a state in which only the train icon G113 is displayed and a state in which a second delay display G115B (described later) is displayed around the train icon G113, and may be, for example, a circular area in a predetermined color (e.g., yellow) displayed around the train icon G113, as shown in Fig. 16(b). Such train icons G113 around which the first delay display G115A is displayed can be collectively regarded as icons indicating trains whose delay exceeds a predetermined first time but does not exceed a predetermined second time.

[0123] Furthermore, when the delay time of the train exceeds a predetermined second time (for example, 10 minutes), a second delay display G115B is displayed, indicating that the train delay is greater than or equal to the predetermined second time, as shown in Figure 16(c). The second delay display G115B may be any display that can be distinguished from a state in which only the train icon G113 is displayed and a state in which the first delay display G115A is displayed around the train icon G113, and 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 color of the first delay display G115A. Such train icons G113 with the second delay display G115B displayed around them can be collectively regarded as icons indicating trains whose delay exceeds the predetermined second time.

[0124] As described above, 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. Therefore, when the train delay time increases and exceeds the predetermined first time, an icon with the first delay display G115A displayed around the train icon G113 will be displayed for trains that had previously only displayed the train icon G113, and when the delay time exceeds the predetermined second time, an icon with the second delay display G115B displayed around the train icon G113 will be displayed for trains that had previously displayed the first delay display G115A around the train icon G113.

[0125] In the above explanation, only the train icon G113 is displayed when the train delay is less than a first time, and when the train delay is equal to or greater than the first time but less than a second time, the first delay display G115A is displayed in addition to the train icon G113, and when the train delay is equal to or greater than the second time, the second delay display G115B is displayed in addition to the train icon G113.However, the terms "less than ~ hours" and "equal to or greater than ~ hours" do not limit whether or not they include these values, and it is also possible to configure the system so that 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 equal to or less than the second time, the first delay display G115A is displayed in addition to the train icon G113, and when the train delay is greater than the second time, the second delay display G115B is displayed in addition to the train icon G113. In either case, when only the train icon G113 is displayed, that icon corresponds to the icon that is displayed when the train's delay time does not exceed the first time; when the first delay display G115A is displayed in addition to the train icon G113, the combination of these corresponds to the icon that is displayed when the train's delay time exceeds the specified first time but does not exceed the second time; and when the second delay display G115B is displayed in addition to the train icon G113, the combination of these corresponds to the icon that is displayed when the train's delay time exceeds the specified second time.

[0126] Furthermore, the display is not limited to the above three stages, and for example, the second delay display G115B may be displayed only when the train delay time does not exceed a 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 onwards.

[0127] [Method of obtaining information on delay times] To transition the icons as described above, it is necessary to acquire information related to the delay time of each train in the management server 1. The information related to the delay time of each train may be received by the communication unit 13 from an external system that manages information related to the delay time of trains and acquired information may be used as is, or may be calculated in the management server 1 as follows.

[0128] In other words, train delays can occur when a train stops between stations where it would not normally stop due to a personal injury accident or equipment failure, or when a train stops at a station but for a longer period than normal.

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

[0130] That is, the elapsed time information D5 that the management server 1 acquires from the train information server 3 in step S11-2 is information related to the elapsed time since each train departed from the previous station, and if this elapsed time since departure from the previous station exceeds the normal time required for the train to arrive at the next station after departing from the previous station, the train will be delayed by the 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.

[0131] For example, if the normal time it takes for a train to depart from its previous station, Station A, and arrive at its next station, Station B, is 5 minutes, and 10 minutes have passed since the train departed Station A, the delay time is calculated as 10-5=5 minutes. In addition, if a train experiences a delay while traveling through multiple sections (between stations), the delay times calculated in this way for each section can be added together, and the total delay time for each section can be used as the delay time for the train.

[0132] On the other hand, when a train stops at a station, the delay time of the train can be calculated using information about the train that is stopping at such a station (train located at the station).

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

[0134] For example, if a train normally stops at station A for 5 minutes, but the train stops there for 10 minutes, the delay is calculated as 10-5=5 minutes. If a train is delayed at multiple stations, the delay times calculated in this way at each station can be added together to determine the delay time of the train.

[0135] In addition, if there are both delays occurring between the above stations and delays occurring at stations, the train delay time can be calculated by adding up all the delay times calculated in the sections between each station as described above and all the delay times at each station.

[0136] [C. Explanation of effects] According to the train management support system 100 of this embodiment, the display relating to the train delay status is transitioned as described above, and the following effects can be obtained.

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

[0138] That is, as shown in Figures 16(b) and 16(c), the train icon G113 with the first delay display G115A or the second delay display G115B displayed around it can be viewed as a single icon, and since screens such as the second on-track status viewing screen G1A are updated at predetermined time intervals, the control unit 11 of the management server 1 will cause the display unit 74 of the staff terminal 7 to display an icon consisting of only the train icon G113 when the train delay does not exceed the predetermined first time, and when the train delay escalates and the delay exceeds the predetermined first time, will display an icon with the first delay display G115A displayed around the train icon G113 instead of the icon consisting of only the train icon G113, and when the train delay further escalates and the delay exceeds the predetermined second time, will display an icon with the second delay display G115B displayed around the train icon G113 instead of the icon with the first delay display G115A displayed around the train icon G113.

[0139] Therefore, railway operator staff using the staff terminal 7 can grasp the delay status of multiple trains displayed on the screen at once simply by distinguishing the type of icon displayed on the screen such as the second on-track status viewing screen G1A, making it easy to grasp the delay status of multiple trains displayed on the screen at the same time.

[0140] In addition, the display transitions between three stages: the train icon G113 only, the first delay display G115A displayed around the train icon G113, and the second delay display G115B displayed around the train icon G113. This allows railway operator staff using the staff terminal 7 to determine not only whether a delay has occurred but also the approximate length of the delay, simply by distinguishing the type of icon.

[0141] Furthermore, if the displayed icons are changed in more detail, railway operator staff using the staff terminal 7 can understand the delay time in more detail simply by distinguishing the type of icon. For example, in the case of a five-stage transition, the second delay display G115B is displayed only when the train delay time exceeds the predetermined second time but does not exceed the predetermined third time, a third delay display different from the first and second delay displays is displayed when the train delay time exceeds the predetermined third time but does not exceed the predetermined fourth time, and a fourth delay display different from the first, second, and third delay displays is displayed when the train delay time exceeds the predetermined fourth time. In this case, railway operator staff using the staff terminal 7 can tell which of the five stages the delay time falls into simply by distinguishing the type of icon.

[0142] In addition, the management server 1 acquires elapsed time information D5 for trains located between stations and uses this information to calculate the stop time between stations and ultimately the delay time, making it possible to acquire information regarding the delay time for trains located between stations for which information regarding the delay time cannot be directly obtained from outside.

[0143] In addition, the management server 1 acquires information regarding the stop time at a station for trains located at the station, and uses this information to calculate the excess time of the stop time at the station relative to a specified time, and ultimately the delay time, making it possible to acquire information regarding the delay time even for trains located at stations for which information regarding the delay time cannot be directly obtained from outside.

[0144] (6) Adjustment of train intervals, etc. Next, we will explain how to adjust train headway (determine train stop times at stations) using this system when trains are delayed.

[0145] [A. Method of adjusting train intervals] When a train is delayed, the management server 1 acquires information on the train delay time, for example, as described in (5), and the control unit 11 adjusts the train intervals for the railway line on which the delayed train runs, as follows: As specific adjustment methods, the following two patterns can be considered.

[0146] (a) Equalizing passenger load factors The first adjustment method is to adjust the train headway so as to equalize the occupancy rate of each train running on the line where the delay is occurring.

[0147] Specifically, the control unit 11 of the management server 1 determines the stop time at a station for each train traveling on a railway line experiencing a delay, based on the occupancy rate information D3 acquired in step S11-2, by shortening the stop time at a station for trains with higher occupancy rates and lengthening the stop time at a station for trains with lower occupancy rates. As a result, trains with lower occupancy rates will have longer stop times at stations, resulting in more passengers boarding, while trains with higher occupancy rates will have shorter stop times at stations, resulting in fewer passengers boarding. Therefore, it is possible to adjust the train headway so that the occupancy rates of each train running on a railway line experiencing delays are equalized.

[0148] (a) Equalizing station congestion rates The second adjustment method involves adjusting train intervals so as to equalize the congestion rate at stations on the railway line where delays are occurring.

[0149] First, the control unit 11 acquires information relating to the congestion rate for each station on the railway line where a delay is occurring.

[0150] Specifically, the control unit 11 first acquires information on the number of users present within the station premises for each station. The acquisition method is not particularly limited, and for example, the number may be calculated from images taken by a camera installed within the station premises, or information on the number of visitors recorded at the ticket gates of each station within a predetermined time period in the past may be acquired and then estimated based on that information. Then, the congestion rate of each station can be calculated by dividing the number of passengers on the premises of each station by a predetermined number that represents the number of people that can enter each station. Furthermore, the information relating to the congestion rate of each station may be acquired by receiving it from an external system via the communication unit 13, instead of being acquired by calculation in the management server 1.

[0151] In addition, if the railway line experiencing a delay includes stations where passengers do not board or disembark, such as signal stations or unused temporary stations, it is preferable that the management server 1 excludes such stations and obtains information related to congestion rates only for stations on the railway line experiencing a delay where passengers board or disembark.

[0152] When the control unit 11 of the management server 1 acquires information on the congestion rate of each station, the control unit 11 determines the stop time at stations for each train traveling on the line where the delay is occurring based on the acquired congestion rate of each station, so as to equalize the congestion rate of each station on the line where the delay is occurring and prevent congestion from concentrating at a specific station.

[0153] For example, if there is a station where a large number of passengers are getting off the train and the congestion rate is high, the arrival time of the train at that station will be delayed (the stop time at the previous station will be extended) and the stop time at the station for each train running on the delayed line will be determined. This makes it easier to delay the arrival of trains at stations with high congestion rates and reduce the number of people remaining at the station until the next train arrives, thereby reducing the congestion rate at stations with high congestion rates and adjusting the train intervals so as to equalize the congestion rates at stations for each train running on a railway line experiencing delays. The above adjustment method is merely one example, and the control unit 11 of the management server 1 can appropriately determine the train stop time that will equalize the congestion rate at each station, using, in addition to the congestion rate at each station, information on, for example, the number of people entering each station per time period and the number of people getting off the train at each station, as necessary.

[0154] Furthermore, as described above, when information on congestion rates is obtained only for stations where passengers board and disembark among stations on a railway line experiencing delays, the stop time at stations for each train traveling on the line experiencing delays will be determined so that the congestion rates at stations where such passengers board and disembark are uniform.

[0155] When the management server 1 calculates the congestion rate of each station, the calculated congestion rate can be used for purposes other than adjusting the train operation intervals.

[0156] First, when used to instruct the implementation of entry restrictions at stations, a numerical value for the congestion rate that requires entry restrictions is set for each station in advance, and the numerical value is stored in memory unit 12. Control unit 11 compares the calculated congestion rate value for each station with the congestion rate value that requires entry restrictions for each station stored in memory unit 12, and determines whether the calculated congestion rate exceeds the congestion rate that requires entry restrictions. Then, if there is a station where the calculated congestion rate exceeds the congestion rate that requires entry restrictions, the control unit 11 will send a specified command to implement entry restrictions from the communication unit 13 via the communication network N to the staff terminal 7 used by the staff at that station. This allows the station staff to be instructed to implement entry restrictions at stations where the congestion rate exceeds a predetermined value.

[0157] Furthermore, when used to provide information to users at stations, the control unit 11 can transmit information related to the calculated congestion rate from the communication unit 13 via the communication network N to terminal devices such as smartphones and tablet terminals used by users of the railway line. This allows railway line users to be provided with information on the congestion rate at each station, and encourages railway line users to take actions that take into account the congestion rate at the station.

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

[0159] In other words, conventionally, adjustments to train intervals have been made simply to make the intervals between trains uniform, but because such adjustments to train intervals are not made taking into account the actual congestion status of trains and stations, there is a possibility that, for example, a crowded train may stop for a longer period of time, causing further congestion, or that many people may get off at a crowded station, causing further congestion.

[0160] In this regard, according to the train management support system 100 of this embodiment, first, the management server 1 acquires information on the occupancy rate of each train traveling on the route where a delay is occurring, and when determining the stop time of each train at a station by equalizing the occupancy rate of each train traveling on the route where a delay is occurring, it becomes possible to prevent passengers from concentrating on a particular train, and to more easily prevent crowded trains from occurring.

[0161] Furthermore, when the management server 1 acquires information on the congestion rate at each station on the route where delays are occurring and determines the stop time of each train at each station by equalizing the congestion rate at each station, equalizing the congestion rate at each station on the route where delays are occurring can prevent passengers from concentrating at specific stations at specific times, making it easier to prevent congested stations from occurring.

[0162] (7) Display of information regarding train abnormalities Next, the display of information relating to train abnormalities in this system will be described.

[0163] [A Displayed Icon] When an abnormality occurs in a train, an icon indicating the occurrence of the abnormality and the type of abnormality may be displayed around the train icon G113 displayed on the second train location status viewing screen G1A, the third train location status viewing screen G1B, the fourth train location status viewing screen G1C, the fifth train location status viewing screen G1C, and the sixth train location status viewing screen.

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

[0165] Possible types of abnormalities include, for example, vehicle breakdowns, trouble between passengers, etc., and different types of icons may be displayed for each type of abnormality.

[0166] Furthermore, the management server 1 may determine the priority of response for trains experiencing abnormalities, and the information may be 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, or the sixth on-track status viewing screen.

[0167] Specifically, for example, a priority for response is set in advance for each type of abnormality, and when an abnormality occurs on a train, information related to the type of abnormality is obtained.If abnormalities occur on multiple trains, the type of abnormality with a higher priority is given priority, and a priority for response to the train in which an abnormality has occurred is determined.An icon indicating this priority is then displayed around the train icon 113 related to the train in which an abnormality has occurred when 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 or the sixth on-line status viewing screen is generated.

[0168] Furthermore, for example, the passenger load factor information D3 acquired in step S11-2 may be used to determine the priority of responses to trains in which an abnormality has occurred, such that trains with higher passenger load factors are given priority.

[0169] Furthermore, for example, the priority for responding to a train in which an abnormality has occurred may be determined by using both information regarding the type of abnormality and occupancy rate information D3, and first giving priority to the type of abnormality with a higher priority, and then, for trains in which the same type of abnormality has occurred, using occupancy rate information D3 to give priority to trains with higher occupancy rates.

[0170] [Explanation of effects] According to the train management support system 100 of this embodiment, by displaying information related to abnormalities occurring on trains and the priority of responses to trains in which abnormalities have occurred as described above, the following effects can be obtained.

[0171] In other words, according to this embodiment, when a specified 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 occurred (around the train icon G113), thereby generating a screen such as the second on-track status viewing screen G1A, sending data related to the screen to the staff terminal 7, and displaying the screen on the display unit 74 of the staff terminal 7, so that information related to the abnormality that occurred in the train can be displayed at the position of the train where the abnormality occurred on the map.

[0172] This allows railway company staff using staff terminals 7 to grasp information about abnormalities occurring in trains together with the location information of the trains.

[0173] Furthermore, according to this embodiment, when a specified abnormality occurs on a train, the management server 1 acquires information related to the abnormality, and uses the acquired information and / or occupancy rate information D3 to determine the priority of response to the train in which the abnormality occurred.The information related to the determined priority is then displayed at the position of the train in which the abnormality occurred (around the train icon G113), and a screen such as the second on-track status viewing screen G1A is generated, and data related to the screen is sent to the staff terminal 7.By displaying the screen on the display unit 74 of the staff terminal 7, information related to the priority of response to the abnormality that occurred on the train can be displayed at the position of the train in which the abnormality occurred on the map.

[0174] This allows railway operator staff using staff terminals 7 to grasp information regarding abnormalities that may occur on trains, as well as information regarding the priority of responding to those abnormalities, along with the location information of the train.

[0175] [2 Disaster Actions] Next, the operation of the train management support system 100 in the event of a disaster will be described with reference to the flowcharts of FIGS.

[0176] [(1) Step S21: Determining the number of personnel to be dispatched to the train stopping between stations and the dispatch route] First, the operation of this system when determining personnel to be dispatched to a train stopped between stations in the event of a disaster and the route to be used for dispatching will be described with reference to the flowchart in FIG.

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

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

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

[0180] The personnel list information D17 includes, for example, information about each personnel, such as the name, department, position, and available tasks. Furthermore, for example, the personnel location information D18 for each personnel is acquired at predetermined intervals by the location information acquisition unit 76 of the staff terminal 7, and is sent to the personnel information server 4 in association with the identification information of each personnel. The personnel information server 4 updates the location information of each personnel stored in the memory unit 42 each time information is acquired from the staff terminal 7, so that the latest location information of each personnel is always stored in the memory unit 42 of the personnel information server 4.

[0181] Specifically, the control unit 11 of the management server 1 sends a predetermined command from the communication unit 13 to the personnel information server 4 via the communication network N, and in the personnel information server 4 that receives this command, the control unit 41 sends the personnel list information D17 and personnel location information D18 stored in the memory unit 42 from the communication unit 43 via the communication network N to the management server 1, and the management server 1 obtains the personnel list information D17 and personnel location information D18 by receiving the data sent from the personnel information server 4 via the communication unit 13.

[0182] Next, the control unit 11 of the management server 1 acquires from the disaster information server 5, from the evacuation order information D19 stored in the storage unit 52, information related to evacuation orders issued to local governments around the stop position of the train that stops between stations (the position related to the on-track position information D2 acquired in step S21-1) (step S21-3). As the evacuation order information D19, every time an evacuation order is issued in each local government due to some kind of disaster, information related to the evacuation order may be acquired by the disaster information server 5, linked to the identification information of the local government that issued the evacuation order, and stored in the storage unit 52. In this case, local governments broadly include prefectures, cities, towns, villages, etc., regardless of their unit. Evacuation orders broadly include those that call on people within the local government to evacuate, regardless of the name they are actually given.

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

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

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

[0186] Furthermore, the control unit 11 compares the stopping location of the train stopping between stations with the location related to the personnel location information D18 of the personnel extracted in step S21-4-1, extracts the personnel extracted in step S21-4-1 whose location related to the personnel location information D18 is closest to the stopping location 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).

[0187] When extracting in step S21-4-2, it is possible to simply extract the personnel with the closest straight-line distance as described above, but it is more preferable to calculate the distance of the travel path (shortest travel distance along the road) for each personnel to reach the stopping position of the train that stops between stations, and then extract the personnel with the shortest distance. Furthermore, it is even more preferable to use information related to road congestion (such as the occurrence of traffic jams) to calculate the time required for each person to travel to the stopping location of a train that stops between stations, and then extract the person who takes the shortest time.

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

[0189] In step S21-5, if it is determined that the personnel determined in step S21-4 have not been determined as personnel to be dispatched to other trains stopping between stations during the overlapping time period, the personnel are determined as personnel to be dispatched to the train stopping between stations for which information was received in step S21-1, and the process proceeds to step S21-7.

[0190] On the other hand, if it is determined in step S21-5 that the personnel determined in step S21-4 have been determined as personnel to be dispatched to other trains stopping between stations during the overlapping time period, it is determined whether the priority of personnel dispatch for the train stopping between stations about which information was obtained in step S21-1 is higher than that of the other trains stopping between stations (step S26-6).

[0191] Specifically, for example, the passenger load factor information D3 acquired in step S21-1 may be referenced, and the higher the passenger load factor of a train, the higher the priority of personnel dispatching may be.

[0192] In step S21-6, if it is determined that the train that stops between stations, information of which was obtained in step S21-1, has a higher priority for personnel dispatch than other trains that stop between stations, 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 the train that stops between stations, information of which was obtained in step S21-1, has a lower priority for personnel dispatch than other trains that stop between stations, the process returns to step S21-4, and the personnel to be dispatched are determined again, excluding the personnel determined the first time in step S21-4.

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

[0194] The route information D20 is information that includes information about the location, facilities, and surrounding terrain of the tracks of each railway line, and includes information about points where it is possible to enter and exit the tracks of each line, specifically points where facilities are installed that allow entry and exit into the tracks and points where the terrain around the tracks allows entry and exit into the tracks.

[0195] As a specific acquisition method, the control unit 11 of the management server 1 transmits information such as the line name from the communication unit 13 via the communication network N to the route information server 6, which can identify the railway line on which the inter-station stopping train, whose information was acquired in step S21-1, runs. In the route information server 6 that receives this information, the control unit 61 extracts information about the railway line from the route information D20 stored in the memory unit 62 and transmits it from the communication unit 63 via the communication network N to the management server 1. The management server 1 receives the data sent from the route information server 6 via the communication unit 13, thereby acquiring the route information D20 about the railway line on which the inter-station stopping train, whose information was acquired in step S21-1, runs.

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

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

[0198] In this case, a point where there is equipment that allows entry onto the tracks is, for example, a point where there is a railroad crossing or an entrance for staff, and a point where the terrain around the tracks allows entry onto the tracks is, for example, a point where the tracks are installed on the ground rather than on an elevated track or in a tunnel.

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

[0200] Next, the control unit 11 determines whether or not the route extracted in step S21-8-1 passes through a local government entity for which an evacuation order has been issued according to the evacuation order information D19 acquired in step S21-3 (step S21-8-2).

[0201] If it is determined that the route extracted in step S21-8-1 does not pass through the local government for which an evacuation order has been issued in accordance with the evacuation order information D19 obtained in step S21-3, the route extracted in step S21-8-1 is determined as the route for dispatching personnel determined in step S21-4 to the inter-station stopping train for which information was obtained in step S21-1.

[0202] On the other hand, if it is determined that the route extracted in step S21-8-1 passes through a local government for which an evacuation order has been issued according to the evacuation order information D19 acquired in step S21-3, the control unit 11 will exclude that route and then return to step S21-8-1 to extract a route again.

[0203] Once the dispatch personnel and dispatch route have been determined, the control unit 11 of the management server 1 generates dispatch command information D21, which is information related to specified commands including the location of the destination train stopping between stations and the route to be used when heading towards that train stopping between stations, and transmits the dispatch command related to the information from the communication unit 13 via the communication network N to the staff terminal 7 used by the personnel determined in step S21-4, together with a command to display the dispatch command related to the information on the display unit 74 (step S21-9).At the staff terminal 7 that receives this via the communication unit 73, the control unit 11, in accordance with the command from the management server 1, displays the dispatch command related to the received information on the display unit 74 (step S21-10). This allows the railway company staff member using the staff terminal 7 to follow the displayed dispatch route and head out to rescue the train that is stopping between stations.

[0204] [Explanation of effects] According to the train management support system 100 of this embodiment, the following effects can be obtained by determining the personnel to be dispatched to a train that stops between stations and the dispatch route as described above.

[0205] That is, according to this embodiment, the management server 1 acquires the on-line location information D2 for trains that stop between stations, and then determines the route to be used when dispatching personnel to the location related to such on-line location information D2, thereby making it possible to present an appropriate route to personnel dispatched to trains that stop between stations that will allow them to reach the train to which they are being dispatched.

[0206] In addition, the management server 1 obtains route information D20 from the route information server 6 and uses this information to determine the route for dispatching personnel, making it possible to determine an appropriate route taking into account the track conditions of the route on which the inter-station train is stopped.

[0207] Furthermore, the route information D20 acquired by the management server 1 includes information regarding accessible points, which are points where trains that stop between stations can enter the tracks of a line where they are stopped. By determining the route that enters the tracks from among such points (accessible points) that is closest to the stopping position of the train that stops between stations (the position related to the on-track location information D2) as the dispatch route, the management server 1 can present to personnel dispatched to trains that stop between stations a route that allows reliable entry onto the tracks and requires the shortest distance to travel within the tracks.

[0208] In addition, the management server 1 acquires evacuation order information D19 from the disaster information server 5, and uses the information to determine whether the extracted route passes through a local government for which an evacuation order has been issued. If the extracted route passes through a local government for which an evacuation order has been issued, the route is extracted again, and a dispatch route from a train that stops between stations is determined, avoiding routes that pass through a local government for which an evacuation order has been issued. This will make it possible to present safer routes to personnel dispatched to trains that stop between stations, avoiding routes that pass through local governments where evacuation orders have been issued.

[0209] In addition, the management server 1 acquires the on-line location information D2 for trains that stop between stations, and then acquires personnel list information D17 and personnel location information D18 from the personnel information server 4, and uses this information to determine the personnel to be dispatched to trains located between stations.This makes it possible to determine appropriate personnel to be dispatched to trains that stop between stations, taking into consideration the location of trains that stop between stations and the location of each personnel.

[0210] Furthermore, when specific personnel are determined to be dispatched to multiple trains that stop between stations during overlapping time periods, by determining the priority of personnel dispatch for such multiple trains that stop between stations, it becomes possible to dispatch the personnel to trains that stop between stations with a higher priority, and to dispatch other personnel to trains with a lower priority.

[0211] In addition, the management server 1 acquires passenger occupancy rate information D3 for trains that stop between stations, and uses this information to determine the priority of the above-mentioned dispatch, making it possible to determine the priority of dispatching personnel by giving priority to trains with higher passenger occupancy rates.

[0212] [(2) Step S22: Determining an evacuation route from a train stopping between stations] Next, the operation of this system when determining a route to be used to evacuate passengers from a train stopped between stations in the event of a disaster will be described with reference to the flowchart in FIG.

[0213] [A. Flow of operation] When a train stops between stations during a disaster such as an earthquake, the management server 1 acquires information related to the train (track location information D2 and occupancy rate information D3) in the same manner as in step S21-1 (step S22-1). Note that here too, trains that stop during a disaster include not only trains that stop after a disaster actually occurs, but also trains that stop when a disaster is predicted, for example, when an evacuation order is issued by a local government or a special warning is issued by the Japan Meteorological Agency.

[0214] Next, as in step S21-3, the control unit 11 of the management server 1 acquires from the disaster information server 5, from the evacuation instruction information D19 stored in the memory unit 52, information relating to evacuation instructions issued to local governments surrounding the stopping location of the inter-station stopping train (the location related to the on-line location information D2 acquired in step S22-1) (step S22-2).

[0215] Next, the control unit 11 of the management server 1 acquires from the route information server 6 information about the railway lines on which the inter-station stopping train, the information of which was acquired in step S22-1, runs, from the route information D20, which is information about railway lines stored in the memory unit 62 (step S22-3).

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

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

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

[0219] In this case too, points where facilities that allow for exit from the tracks are installed are, for example, points where railroad crossings or staff entrances are installed, and points where the terrain around the tracks allows for exit from the tracks are, for example, points where the tracks are installed on the ground rather than on an elevated track or in a tunnel.

[0220] Next, the control unit 11 determines whether or not the route extracted in step S22-4-1 passes through the local government for which an evacuation order has been issued according to the evacuation order information D19 acquired in step S22-2 (step S22-4-2).

[0221] If it is determined that the route extracted in step S22-4-1 does not pass through a local government entity for which an evacuation order has been issued according to the evacuation order information D19 obtained in step S22-2, the route extracted in step S22-4-1 is determined as the evacuation route for passengers from the inter-station train for which information was obtained in step S22-1.

[0222] On the other hand, if it is determined that the route extracted in step S22-4-1 passes through a local government for which an evacuation order has been issued according to the evacuation order information D19 acquired in step S22-2, the control unit 11 will exclude that route and return to step S22-4-1 to extract a route again.

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

[0224] [Explanation of effects] According to the train management support system 100 of this embodiment, the following effects can be obtained by determining an evacuation route from a train that stops between stations as described above.

[0225] That is, according to this embodiment, the management server 1 acquires the on-line location information D2 for trains that stop between stations, and then acquires route information D20 from the route information server 6, and then uses the route information D20 to determine an evacuation route from the train that stops between stations, including a point where it is possible to escape from the tracks. This makes it possible to present passengers of a train stopping between stations that is stopped on a track with limited escape points with an appropriate evacuation route from the train that is stopping between stations that will allow them to escape from the track.

[0226] Furthermore, the route information D20 acquired by the management server 1 includes information regarding escape points, which are points where a train that stops between stations can exit the tracks of a line where it is stopped, and when the management server 1 determines, as an evacuation route, a route from among such points (escape points) that exits the tracks from a point that is closest to the stopping position of the train that stops between stations (the position related to the on-track location information D2), it becomes possible to present, as an evacuation route from a train that stops between stations, a route that allows for reliable escape from the tracks and requires the shortest distance within the tracks.

[0227] In addition, the management server 1 acquires evacuation order information D19 from the disaster information server 5, and uses the information to determine whether the extracted route passes through a local government for which an evacuation order has been issued. If the extracted route passes through a local government for which an evacuation order has been issued, the route is extracted again, and an evacuation route from a train that stops between stations is determined, avoiding routes that pass through the local government for which an evacuation order has been issued. This makes it possible to present safer routes to passengers on trains that stop between stations as evacuation routes, avoiding routes that pass through local governments where evacuation orders have been issued.

[0228] [(3) Step S23: Determining the section to be suspended based on information issued by local governments] Next, we will explain the operation of this system when a disaster occurs, consolidating evacuation instructions issued by each local government and determining sections where train service will be suspended based on that information, using the flowchart in Figure 8.

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

[0230] Specifically, each time an evacuation order is issued in a local government due to some kind of disaster, the disaster information server 5 acquires information related to the evacuation order, and the disaster information server 5 immediately transmits the acquired information to the management server 1 via the communication network N, which is then received by the communication unit 13, allowing the management server 1 to acquire the evacuation order information D19. In addition, if the format of information related to evacuation orders differs depending on the local government, the disaster information server 5 may change the format of the information or merge / separate the information, etc., and use the information with a unified format as the evacuation order information D19.

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

[0232] Next, the control unit 11 of the management server 1 generates integrated evacuation order information D23, which is information that integrates evacuation order information D19 related to multiple local governments, based on the information acquired in steps S23-1 and S23-2, and stores it in the memory unit 12 (step S23-3).

[0233] That is, because evacuation orders are usually issued for each local government, evacuation order information D19 is information related to evacuation orders issued individually for each local government (for example, information linking the identification information of the local government, such as the name, with information indicating that an evacuation order has been issued), and by combining this information with map information D1 containing information related to the geographical extent of each local government, and linking the local government for which an evacuation order has been issued with the information related to the geographical extent of that local government, integrated evacuation order information D23 is generated, which is information that allows the area for which evacuation orders have been issued across local governments to be confirmed.

[0234] The integrated evacuation order information D23 may be image data that displays the area where evacuation orders have been issued on a map across local governments. Such image data can also be said to link the local governments for which evacuation orders have been issued with information related to the geographical area of ​​the local governments, and corresponds to the integrated evacuation order information D23, which is information that integrates evacuation order information D19 related to multiple local governments.

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

[0236] When the suspended section is determined, the control unit 11 of the management server 1 generates a suspended section confirmation screen on which the determined suspended section can be confirmed (step S23-5). The suspension section confirmation screen is a screen that displays, for example, a map related to map information D1, and also displays on the map the railway lines that exist within the area related to the map in such a way that the parts that are located within the suspension section can be distinguished from the parts that are not, for example by changing the display color.

[0237] When the suspension section confirmation screen is generated, the control unit 11 of the management server 1 transmits the data relating to the screen (suspension section confirmation screen data D24) along with an instruction 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 station located within the suspension section (step S23-6).

[0238] At the staff terminal 7 that receives the suspended section confirmation screen data D24 via the communication unit 73, the control unit 71, in accordance with instructions from the management server 1, causes the display unit 74 to display the suspended section confirmation screen based on the received suspended section confirmation screen data D24 (step S23-7).

[0239] This allows station staff located within the suspended section to confirm that the station they are located at is within the suspended section.

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

[0241] That is, according to this embodiment, the management server 1 acquires evacuation order information D19, which is information related to evacuation orders issued by each local government, and integrates this information to generate integrated evacuation order information D23, which is information that allows confirmation of the extent to which evacuation orders have been issued across local governments, and uses this information to determine sections where train service will be suspended.

[0242] Normally, evacuation orders are issued by local governments individually for each local government, and it is often difficult to take all of these into consideration when determining the sections where train services will be suspended. However, according to this embodiment, by generating in advance integrated evacuation order information D23, which is information that allows the area where evacuation orders have been issued across local governments to be confirmed, it becomes easy to take into consideration all of the evacuation orders issued by each local government and determine the sections where train services will be suspended so as to include all areas where evacuation orders have been issued.

[0243] [(4) Step S24: Vehicle evacuation instructions based on information issued by local governments] Next, the operation of this system when there is a risk of flooding during rainfall and when it integrates information on precipitation and river water levels issued by local governments and determines, based on that information, whether or not to evacuate train cars from a train storage location (car depot) at a railway operator will be explained using the flowchart in Figure 9. Regardless of the actual name, a place where train cars are stored when not in use is generally referred to as a "car depot."

[0244] [A. Flow of operation] When rain falls in a local government within a predetermined area (within the area whose map information is included in the map information D1) for which 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 area of ​​each local government issued by each local government, and the river water level information D26 is information on the water levels of rivers flowing within the area of ​​each local government issued by each local government.

[0245] Specifically, each time information regarding precipitation and river water levels is transmitted from each local government, the disaster information server 5 acquires the information, and the disaster information server 5 immediately transmits the acquired information to the management server 1 via the communication network N, which is then received by the communication unit 13, allowing the management server 1 to acquire precipitation information D25 and river water level information D26.

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

[0247] Next, 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 that integrates precipitation information D25 related to multiple local governments, and integrated river water level information D28, which is information that integrates river water level information D26 related to multiple local governments, and stores them in the memory unit 12 (step S24-3).

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

[0249] Furthermore, river water level information D26 is information relating to the water levels of rivers flowing within each local public body, issued individually by each local public body (for example, information linking the local public body's identification information, such as its name, with the identification information (river name, etc.) of each river flowing within that local public body, and information relating to the water levels of each river in the portion that flows within that local public body). By combining this information with map information D1, which includes information relating to the geographical extent of each local public body and the location information of each vehicle depot, and linking the water levels of each river in each local public body with the information relating to the geographical extent of that local public body, integrated river water level information D28 is generated, which is information that allows the water levels of rivers to be confirmed across local public bodies.

[0250] The integrated precipitation information D27 may be image data that displays the amount of precipitation at each location on a map across local governments. Such image data can also be said to link the amount of precipitation in each local government with information related to the geographical area of ​​the local government, and corresponds to the integrated precipitation information D27 that is information that integrates precipitation information D25 related to multiple local governments. The integrated river water level information D28 may also be image data that displays the water levels of each river on a map across local governments. Such image data can also be said to link the water levels of each river in each local government with information related to the geographical area of ​​the local government, and corresponds to the integrated river water level information D28, which is information that integrates the river water level information D26 related to multiple local governments.

[0251] Next, the control unit 11 of the management server 1 determines whether or not there is a possibility of flooding at each railyard based on the information generated in step S24-3 (step S24-4).

[0252] Specifically, for example, since the integrated precipitation information D27 generated in step S24-3 includes the location information of each vehicle depot and information on the amount of precipitation in each local government, as described above, for each vehicle depot, based on the integrated precipitation information D27, a value is calculated by adding up the precipitation in the local government in which the vehicle depot is located and in all local governments located upstream of the river from that local government, and if this value exceeds a predetermined value, it is determined that there is a possibility of flooding at that vehicle depot.

[0253] Furthermore, for example, since the integrated river water level information D28 generated in step S24-3 includes the location information of each vehicle depot and information on the water level of each river within the area where it flows through each local government, as described above, for each vehicle depot, based on the integrated river water level information D28, reference can be made to information on the river water level in the local government in which the vehicle depot is located and in local governments located upstream of the river from that local government, and if any of this information exceeds a predetermined water level, it can be determined that there is a possibility of flooding at that vehicle depot.

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

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

[0256] This allows staff at a depot that has been determined to be at risk of flooding to check the message and realize that they need to evacuate vehicles from the depot where they are located.

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

[0258] That is, according to this embodiment, the management server 1 acquires precipitation information D25, which is information related to precipitation issued by each local government, and river water level information D26, which is information related to river water levels issued by each local government, and integrates these to generate integrated precipitation information D27, which is information that allows precipitation to be confirmed across local governments, and also generates integrated river water level information D28, which is information that allows river water levels to be confirmed across local governments, and uses these pieces of information to determine whether or not train cars need to be evacuated from each vehicle depot.

[0259] Normally, information regarding precipitation and river water levels issued by local governments is issued individually for each local government, and it is often difficult to take all of this information into consideration when deciding whether or not to evacuate train cars from each vehicle depot. However, according to this embodiment, by generating in advance integrated precipitation information D27, which is information that allows precipitation to be confirmed across local governments, and integrated river water level information D28, which is information that allows river water levels to be confirmed across local governments, it becomes easy to take information regarding precipitation or river water levels across local governments into consideration when deciding whether or not to evacuate train cars from each vehicle depot.

[0260] In particular, the occurrence of flooding is affected not only by the amount of precipitation and river water levels in the local government where the vehicle depot is located, but also by the amount of precipitation and river water levels in local government bodies located upstream of the river.According to this embodiment, the need to evacuate vehicles from each vehicle depot can be determined more accurately by using information on the amount of precipitation or river water levels in local government bodies located upstream of the river from the location of the vehicle depot, in addition to the local government to which the vehicle depot belongs.

[0261] [(5) Step S25: Determining whether or not trains stopping between stations need to move during a disaster] Next, the operation of the present system when determining whether or not a train stopped between stations during a disaster needs to move from its stopping position will be described with reference to the flowchart in FIG.

[0262] [A. Flow of operation] When a train stops between stations during a predetermined type of disaster such as an earthquake, the management server 1 acquires information related to the train (track location information D2) in the same manner as in steps S21-1 and S22-1 (step S25-1). Note that here too, trains that stop during a disaster include not only trains that stop after a disaster actually occurs, but also trains that stop when a disaster is predicted, for example, when an evacuation order is issued by a local government or a special warning is issued by the Japan Meteorological Agency.

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

[0264] No-stopping area information D30 is information relating to areas on each railway line where trains are not permitted to stop, i.e., parts of the railway line that have been pre-set as places where trains should not stop in the event of a disaster. For example, parts where it is dangerous to stop trains in the event of a disaster because they are located in low-lying areas and there is a risk of flooding in the event of a tsunami can be extracted in advance, and the location information of those parts can be stored.

[0265] As a specific acquisition method, the control unit 11 of the management server 1 transmits information such as the line name from the communication unit 13 via the communication network N to the route information server 6, which can identify the railway line on which the inter-station stopping train, whose information was acquired in step S25-1, runs. In the route information server 6 that receives this information, the control unit 61 extracts information about the railway line from the no-stopping area information D30 stored in the memory unit 62, and transmits it from the communication unit 63 via the communication network N to the management server 1. The management server 1 receives the data sent from the route information server 6 via the communication unit 13, thereby acquiring the no-stopping area information D30 about the railway line on which the inter-station stopping train, whose information was acquired in step S25-1, runs.

[0266] Next, the control unit 11 of the management server 1 acquires information from the route information server 6, from the damage status information D31, which is information related to the damage status of railway lines and surrounding facilities due to the disaster stored in the memory unit 62, regarding the railway lines on which the inter-station stopping trains for which information was acquired in step S25-1 run (step S25-3).

[0267] The damage status information D31 is, for example, information relating to the area where train operation is disrupted due to damage to the tracks or surrounding equipment (overhead lines, signals, points, etc.) where the disruption occurs (parts of the railway line where trains cannot run (for example, parts where the tracks are broken) and parts where it is not appropriate for trains to run (for example, parts where running is dangerous due to failures in surrounding equipment)).Information relating to the damage status is obtained in real time by sensors installed on the tracks and surrounding equipment, and all of it is sent to the route information server 6, where the latest information is always stored.

[0268] As a specific acquisition method, the control unit 11 of the management server 1 transmits information such as the line name from the communication unit 13 via the communication network N to the route information server 6, which can identify the railway line on which the inter-station stopping train, whose information was acquired in step S25-1, runs. In the route information server 6 that receives this information, the control unit 61 extracts information about the railway line from the damage situation information D31 stored in the memory unit 62, and transmits it from the communication unit 63 via the communication network N to the management server 1. The management server 1 receives the data sent from the route information server 6 via the communication unit 13, thereby acquiring the damage situation information D31 about the railway line on which the inter-station stopping train, whose information was acquired in step S25-1, runs.

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

[0270] Specifically, the location associated with the latest on-line location information D2 of the train that stops between stations obtained in step S25-1 is compared with the damage status information D31 obtained in step S25-3, and if the location associated with the latest on-line location information D2 of the train that stops between stations obtained in step S25-1 is located within an area where the movement of the train associated with the damage status information D31 obtained in step S25-3 is being disrupted, it is determined that the train that stops between stations for which the on-line location information D2 was obtained in step S25-1 is unable to move, and if the location associated with the latest on-line location information D2 of the train that stops between stations obtained in step S25-1 is located outside the area where the movement of the train associated with the damage status information D31 obtained in step S25-3 is being disrupted, it is determined that the train that stops between stations for which the on-line location information D2 was obtained in step S25-1 is able to move. If the control unit 11 determines that the movement is not possible, it ends the process, and if it determines that the movement is possible, it proceeds to step S25-5.

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

[0272] Specifically, the location associated with the latest on-line location information D2 of the train stopping between stations obtained in step S25-1 is compared with the area associated with the no-stop area information D30 obtained in step S25-2, and if the location associated with the latest on-line location information D2 of the train stopping between stations obtained in step S25-1 is located within the area associated with the no-stop area information D30 obtained in step S25-2, it is determined that the train stopping between stations for which the on-line location information D2 was obtained in step S25-1 needs to move, and if the location associated with the latest on-line location information D2 of the train stopping between stations obtained in step S25-1 is located outside the area associated with the no-stop area information D30 obtained in step S25-2, it is determined that the train stopping between stations for which the on-line location information D2 was obtained in step S25-1 does not need to move. If the control unit 11 determines that movement is not required, it ends the process, and if it determines that movement is required, it proceeds to step S25-6.

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

[0274] Specifically, the location associated with the latest on-line location information D2 of the train stopping between stations obtained in step S25-1 is compared with the areas where trains are not permitted to stop according to the no-stopping area information D30 obtained in step S25-2, and the areas where train operation is being disrupted according to the damage status information D31 obtained in step S25-3, and the destination of the train stopping between stations is determined to be the closest location that can be reached from the location associated with the latest on-line location information D2 of the train stopping between stations obtained in step S25-1 without passing through the areas where train operation is being disrupted according to the damage status information D31 obtained in step S25-3, among the areas outside the areas where trains are not permitted to stop according to the no-stopping area information D30 obtained in step S25-2.

[0275] After determining the destination of the inter-station stopping train in step S25-6, the control unit 11 of the management server 1 then transmits an instruction to move the train and information regarding the destination of the inter-station stopping train determined in step S25-6 (train destination information D32), together with an instruction regarding the information and an instruction to display the destination on the display unit 74, from the communication unit 13 via the communication network N to the staff terminal 7 used by the crew of the inter-station stopping train whose information was obtained in step S25-1 (step S25-7).

[0276] At the staff terminal 7 that receives the instruction to move the train and the train destination information D32 via the communication unit 73, the control unit 71, in accordance with the instructions of the management server 1, causes the display unit 74 to display a predetermined message instructing the train to move and the destination related to the train destination information D32 based on the received information (step S25-8).

[0277] This allows a train that stops in an area where stopping is not permitted in the event of a disaster, as specified in the no-stopping area information D30, to be sent instructions for moving from that location and information regarding the destination to the staff terminal 7 used by the crew of the inter-station stopping train that is able to move from that location, and the crew can then move the train in accordance with the information received by the staff terminal 7.

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

[0279] That is, according to this embodiment, the management server 1 acquires information on the train's stopping location by acquiring the on-track location information D2 of the train that has stopped during a disaster, and determines whether the train needs to move from its stopping location. This makes it possible to provide the train's crew with information on whether the train should be moved from its stopping location when it stops during a disaster.

[0280] Conventionally, the decision as to whether or not to move a train stopped in the event of a disaster has depended on the individual judgment of the crew, which has created the risk that the crew may make a wrong decision, leading to a more dangerous situation, or that the individual crew may bear excessive responsibility. However, according to this embodiment, such risks can be reduced.

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

[0282] In addition, the management server 1 obtains no-stopping area information D30 from the route information server 6, and using the no-stopping area information D30, if the train's stopping position is within an area where stopping is not permitted according to the no-stopping area information D30, it determines that the train needs to move from its stopping position, and determines that the destination of the train should be a point outside the area where stopping is not permitted according to the no-stopping area information D30.This makes it possible to easily determine whether movement is necessary and decide the destination of the train, simply by determining whether the train is inside or outside a predetermined area where stopping is not permitted.

[0283] In addition, the management server 1 acquires disaster status information D31 from the route information server 6 and uses this information to determine whether or not a train that has stopped during a disaster can move.Only when it is determined that movement is possible is it determined that movement is necessary in determining whether or not movement is necessary, thereby preventing a determination that a train needs to move even when train operation is being hindered due to damage to the tracks or surrounding facilities.

[0284] [(6) Step S26: Issuance of an alert in the event of a landslide] Next, the operation of this system when issuing an alert to notify of the risk of a landslide disaster occurring when there is a risk of a landslide disaster occurring during rainfall will be described with reference to the flowchart in FIG.

[0285] [A. Flow of operation] When rain falls in a local government within a predetermined area (within the area whose map information is included in the map information D1) for which information is managed by this system, the management server 1 acquires information relating to the distribution of risk levels of heavy rain warnings issued by the Japan Meteorological Agency (heavy rain warning risk distribution information D33) from the disaster information server 5 (step S26-1). The heavy rain warning risk distribution information D33 indicates the increased risk of flooding during rainfall by color-coding each 1 km square area on the map in five levels.

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

[0287] The information acquired in step S26-1 may be any information that indicates the increased risk of disasters occurring during rainfall by region, and is not necessarily limited to information related to the risk distribution of heavy rain warnings issued by the Japan Meteorological Agency as described above.

[0288] Each time 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 any area with a risk level above a predetermined level (for example, above 4 out of 5 levels) (step S26-2). If any area with a risk level equal to or higher than a predetermined level is included, the process proceeds to step S26-3, and if not, the process continues to acquire information from step S26-1.

[0289] If the heavy rain warning risk distribution information D33 acquired in step S26-1 includes an area where the risk level is equal to or higher than a predetermined level, the management server 1 subsequently acquires, from the disaster information server 5, information on the range of the track that may be affected in the event of a landslide or other landslide (landslide impact range information D34) (step S26-3).

[0290] Landslide disaster affected area information D34 can be prepared by first investigating the topography, geology, etc. around the railway line, selecting points where landslides and other landslides may occur during rainfall, linking the information about those points with information about the area on the railway line that would be affected (could be damaged by the landslide) if a landslide were to occur at that point, and storing this information in the disaster information server 5.

[0291] As a specific acquisition method, for example, the control unit 11 of the management server 1 sends a predetermined command from the communication unit 13 via the communication network N to the disaster information server 5 to transmit the landslide disaster impact area information D34, and in the disaster information server 5 that receives this, the control unit 51 transmits the landslide disaster impact area information D34 stored in the memory unit 52 from the communication unit 53 via the communication network N to the management server 1, and the management server 1 receives the data transmitted from the disaster information server 5 via the communication unit 13, thereby acquiring the landslide disaster impact area information D34.

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

[0293] Specifically, by comparing the areas where the risk level according to the heavy rain warning risk distribution information D33 determined in step S26-2 is above a predetermined level with the information on locations where landslides may occur during rainfall included in the landslide disaster impact area information D34 obtained in step S26-3, if there is a location included in the landslide disaster impact area information D34 where landslides may occur during rainfall that is located within an area where the risk level according to the heavy rain warning risk distribution information D33 is above a predetermined level, the area on the railway line that is linked to that location and stored in the landslide disaster impact area information D34 can be determined as the location for issuing an alert. In addition, if there are no points included in the landslide disaster impact area information D34 where landslides may occur during rainfall that are located within an area where the risk level related to the heavy rain warning risk distribution information D33 is at or above a predetermined level, it can be assumed that no alert issuance location exists.

[0294] When the location of the alert issuance is determined in step S26-4, the control unit 11 of the management server 1 transmits the alert issuance location information D35, which is information relating to the determined location of the alert, from the communication unit 13 to the staff terminal 7 via the communication network N, together with an instruction to display the information relating to the location of the alert on the display unit 74 (step S26-5).

[0295] As the alert issuance location information D35, for example, image data can be generated that makes the area on the track determined as the alert issuance location in step S26-4 identifiable by displaying it on a map in a different color from other parts of the track, and then the image data can be sent to the staff terminal 7.

[0296] The destination staff terminal 7 may be, for example, all staff terminals 7, or staff terminals 7 carried by staff working at stations or the like located within a predetermined distance from the selected alert issuance location on the tracks. Alternatively, the alert may be transmitted to a staff terminal 7 only when a transmission request is received from the staff terminal 7.

[0297] At the staff terminal 7 that receives the alert issuance location information D35 via the communication unit 73, the control unit 71, in accordance with instructions from the management server 1, causes the display unit 74 to display information relating to the alert issuance location based on the received alert issuance location information D35 (step S26-6). For example, if the alert issuance location information D35 as described above is generated as image data that makes the area on the track determined in step S26-4 identifiable by, for example, displaying it on a map in a different color from other parts of the track, then an image related to the image data can be displayed on the display unit 74.

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

[0299] That is, according to this embodiment, the management server 1 acquires heavy rain warning risk distribution information D33, which is information indicating the increased risk of disaster occurrence by region during rainfall, and landslide disaster impact range information D34, which includes information on predetermined locations where landslides may occur, and uses this information to determine the location where an alert should be issued.

[0300] This allows the location for issuing an alert to be determined using both information on predetermined locations where landslides may occur and information on the increased risk during actual rainfall, making it possible to accurately determine the area on the railway line that may be affected by a landslide as the location for issuing an alert.

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

[0302] [1 Various processes on staff terminals] The above operation has been described as a case in which the management server 1 performs processing such as generating various information and images based on information obtained from other servers (map information server 2, train information server 3, personnel information server 4, disaster information server 5, and route information server 6).

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

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

[0305] In this case, the "occupancy rate" in the above operation description is replaced with "number of passengers." For example, in step S11, the train icon G113 is displayed so that its height changes depending on the number of passengers on the train, rather than the train's occupancy rate. When adjusting the interval between trains, the interval is adjusted so as to equalize the number of passengers on the trains.

[0306] Since the train occupancy rate is simply the number of passengers on the train divided by a specified capacity, the same effect as described in the above operation can be obtained even if the information related to the number of passengers is used directly without calculating the occupancy rate as described above.

[0307] [3 Change the display of each screen] In the above explanation of the operation, the screens shown in Figures 12 to 15 each display real-time information at the time the screen is viewed, but any screen may also be configured to display information relating to a past time specified by a railway operator employee using the employee terminal 7. In this case, since the information is not real-time, the playback speed (the speed at which the screen transitions) may be adjustable.

[0308] Furthermore, in all of the screens shown in Figures 13 to 15, the screen is illustrated as a 3D display screen including height information, but it may also be possible to switch between a 2D display that does not include height information and a 3D display as shown.

[0309] In addition, in all of the screens shown in Figures 13 to 15, the track display G111 showing the railway tracks is shown in a flat manner, but the tracks may also be drawn in three dimensions, reflecting the height of each track (the elevation of the point where the track is located).

[0310] Furthermore, an operation status display showing the train operation status may be displayed on any of the screens shown in FIGS. To display the operational status, for example, a railway route map may be displayed, and the parts of the route map where operational problems (such as suspension of service or delays) are occurring may be displayed so that they can be distinguished from other parts, for example by changing the color. In addition to displaying the route map as described above, the name of the route where a specific operational problem is occurring may be linked to information about the nature of the problem (such as the type of problem, such as suspension of service or delay, the expected time when service will resume in the case of suspension of service, and the specific length of the delay in the case of a delay) and displayed as text information.

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

[0312] In addition, in step S14, the inter-station train location display G14, which displays a list of inter-station trains, is displayed on the display unit 74, and a train for which the train icon G113 is to be displayed is selected from the list of inter-station trains. However, instead of this, it is also possible to display a list of all trains or a list of trains stopped at a station on the display unit 74, and select from the list.

[0313] [5. Display of disaster information by 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, the management server 1 may generate a facility-specific disaster information display screen G2 as shown in Figure 17, and then transmit data related to the screen from the communication unit 13 to the staff terminal 7 via the communication network N, so that the screen is displayed on the display unit 74 of the staff terminal 7.

[0314] As shown in FIG. 17, the facility-specific disaster information display screen G2 includes an announcement warning display G21 that displays announced evacuation orders, warnings, etc. in chronological order along with the names of the local governments to which the orders are issued, an announcement facility display G22 that displays, for each facility, such as a station, evacuation orders, warnings, etc. that have been issued for the location where the facility is located, and a legend G23.

[0315] The issuing facility display G22 displays a graph showing the type of evacuation order, warning, etc. issued for the location of each facility and the time of the announcement. The type of evacuation order, warning, etc. issued can be identified based on the color of the graph and by referring to the color legend shown in legend G23, which is set for each type of evacuation order, warning, etc.

[0316] [6. Changes in transportation equipment] In the above description of the operation, all steps are described assuming that the transportation device transporting passengers is a train, but the normal operation can also be applied to other transportation devices used to transport passengers according to a predetermined operation plan, such as buses, airplanes, etc. In either case, the number of passengers on each transport vehicle (number of passengers) divided by the predetermined capacity of the transport vehicle corresponds to the occupancy rate of the transport vehicle. [Explanation of symbols]

[0317] 100 Train Management Support System 1. Management server (transport equipment management support device) 11 control unit (third acquisition means, first display control means, second display control means, third display control means, fourth display control means, stopping time determination means, seventh acquisition means) 12 Storage section 13 Communication Department (first acquisition means, second acquisition means, third acquisition means, fourth acquisition means, fifth acquisition means, sixth acquisition means, seventh acquisition means) 2. Map information server 3 Train information server 4 Personnel Information Server 5. Disaster Information Server 6 Route information server 7 Staff terminals 71 Control Unit 72 Memory section 73 Communications Department 74 Display section (display means) 75 Operation section 76 Location information acquisition unit D1 Map information D2 Line location information D3 Occupancy rate information D5 Elapsed time information (train location information between stations) G1 1st line status viewing screen G1A 2nd line status viewing screen G1B 3rd line status viewing screen G1C 5th line status viewing screen G11, G11A, G11B map display G113 Train Icon (1st Icon, 2nd Icon, 3rd Icon) G115A 1st delay display (2nd icon) G115B 2nd delay display (3rd icon)

Claims

1. a first acquisition means for acquiring map information; a second acquisition means for acquiring information on the location of a train, which is a specific type of transportation equipment, located within the area related to the map information; a third acquisition means for acquiring delay time information, which is information relating to a delay time of the train, when a delay occurs in the train; 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 a first icon at the location of the train on the map when the delay time of the train does not exceed a predetermined first time; a third display control means for displaying a second icon in place of the first icon at the location of the train on the map when a delay time of the train exceeds a predetermined first time; a stop time determination means for determining a stop time at a station for each train running on a railway line on which a delayed train runs when the third acquisition means acquires the delay time information; a sixth acquisition means for acquiring information regarding the number of passengers or the occupancy rate of each train running on the railway line; Equipped with The transportation equipment management support device is characterized in that the stop time determination means determines the stop time at a station for each train running on the railway line so as to equalize the number of passengers or occupancy rate of each train running on the railway line.

2. a first acquisition means for acquiring map information; a second acquisition means for acquiring information on the location of a train, which is a specific type of transportation equipment, located within the area related to the map information; a third acquisition means for acquiring delay time information, which is information relating to a delay time of the train, when a delay occurs in the train; 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 a first icon at the location of the train on the map when the delay time of the train does not exceed a predetermined first time; a third display control means for displaying a second icon in place of the first icon at the location of the train on the map when a delay time of the train exceeds a predetermined first time; a stop time determination means for determining a stop time at a station for each train running on a railway line on which a delayed train runs when the third acquisition means acquires the delay time information; a seventh acquisition means for acquiring information about a congestion rate of each station on the railway line; Equipped with The transportation equipment management support device is characterized in that the stop time determination means determines the stop time at a station for each train running on the railway line so as to equalize the congestion rate at each station on the railway line.

3. The transportation equipment management support device of claim 1 or 2, characterized in that it is further provided with a fourth display control means for displaying a third icon instead of the second icon at the location of the train on the map when the train's delay time exceeds a predetermined second time.

4. a fourth acquisition means for acquiring inter-station located train information, which is information related to inter-station located trains that are trains located between stations; The transportation equipment management support device according to claim 1 or 2, characterized in that the third acquisition means calculates the delay time of the train located between stations using the train information located between stations acquired by the fourth acquisition means.

5. a fifth acquisition means for acquiring station-located train information, which is information related to station-located trains that are trains located at stations; The transportation equipment management support device according to claim 1 or 2, characterized in that the third acquisition means calculates the delay time of the train located at the station using the station-located train information acquired by the fifth acquisition means.

6. In a transportation equipment management support method using a transportation equipment management support device, a first acquisition step of acquiring map information; a second acquisition step of acquiring information regarding the location of a train, which is a specific type of transportation equipment, located within the area related to the map information; a third acquisition step of acquiring delay time information, which is information regarding a delay time of the train, when a delay occurs in the train; 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 a first icon at the location of the train on the map when the delay time of the train does not exceed a predetermined first time; a third display control step of displaying a second icon in place of the first icon at the location of the train on the map when a delay time of the train exceeds a predetermined first time; a stop time determination step of determining a stop time at a station of each train running on a railway line on which a delayed train runs when the delay time information is acquired in the third acquisition step; a sixth acquisition step of acquiring information about the number of passengers or the occupancy rate of each train running on the railway line; Including, A transportation equipment management support method characterized in that the stop time determination step determines the stop time at a station for each train running on the railway line so as to equalize the number of passengers or occupancy rate of each train running on the railway line.

7. In a transportation equipment management support method using a transportation equipment management support device, a first acquisition step of acquiring map information; a second acquisition step of acquiring information regarding the location of a train, which is a specific type of transportation equipment, located within the area related to the map information; a third acquisition step of acquiring delay time information, which is information regarding a delay time of the train, when a delay occurs in the train; 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 a first icon at the location of the train on the map when the delay time of the train does not exceed a predetermined first time; a third display control step of displaying a second icon in place of the first icon at the location of the train on the map when a delay time of the train exceeds a predetermined first time; a stop time determination step of determining a stop time at a station of each train running on a railway line on which a delayed train runs when the delay time information is acquired in the third acquisition step; a seventh acquisition step of acquiring information about a congestion rate of each station on the railway line; Including, A transportation equipment management support method characterized in that the stop time determination step determines the stop time at a station for each train running on the railway line so as to equalize the congestion rate at each station on the railway line.

8. Computer, a first acquisition means for acquiring map information; a second acquisition means for acquiring information regarding the location of a train, which is a specific type of transportation equipment, located within an area related to the map information; a third acquisition means for acquiring delay time information, which is information relating to a delay time of the train, when a delay occurs in the train; 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 a first icon at the location of the train on the map when the delay time of the train does not exceed a predetermined first time; a third display control means for displaying a second icon in place of the first icon at the location of the train on the map when a delay time of the train exceeds a predetermined first time; a stop time determination means for determining a stop time at a station of each train running on a railway line on which a delayed train runs when the third acquisition means acquires the delay time information; a sixth acquisition means for acquiring information about the number of passengers or the occupancy rate of each train running on the railway line; A transportation equipment management support program characterized in that the stop time determination means determines the stop time at a station for each train running on the railway line so as to equalize the number of passengers or occupancy rate of each train running on the railway line.

9. Computer, a first acquisition means for acquiring map information; a second acquisition means for acquiring information regarding the location of a train, which is a specific type of transportation equipment, located within an area related to the map information; a third acquisition means for acquiring delay time information, which is information relating to a delay time of the train, when a delay occurs in the train; 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 a first icon at the location of the train on the map when the delay time of the train does not exceed a predetermined first time; a third display control means for displaying a second icon in place of the first icon at the location of the train on the map when a delay time of the train exceeds a predetermined first time; a stop time determination means for determining a stop time at a station of each train running on a railway line on which a delayed train runs when the third acquisition means acquires the delay time information; a seventh acquisition means for acquiring information about a congestion rate of each station on the railway line; A transportation equipment management support program characterized in that the stop time determination means determines the stop time at a station for each train running on the railway line so as to equalize the congestion rate at each station on the railway line.

Images