Train crew support device, train crew support system, and train crew support method

Abstract

To provide a train crew support device, a train crew support system, a train crew support method, and a train crew support program, which facilitate appropriate setting of a braking starting position to be notified to a crew of a train.SOLUTION: The train crew support device includes: acquisition means (a communication unit 13) for acquiring information concerning a stop position of a target train or a speed-limited section; and braking starting position determination means (a control unit 11) for determining a braking starting position which is a position at which braking of the target train should be started before the stop position of the target train or the speed-limited section. The braking starting position determination means predicts a travel distance required for lowering the speed of the target train to a predetermined speed using at least one of information concerning an occupancy of the target train, information concerning a travel speed of the target train, and information concerning weather.SELECTED DRAWING: Figure 1

Description

Technical Field

[0001] The present invention relates to a train crew support device and a train crew support system and Train crew support method In the law and is concerned with them.

Background Art

[0002] The operation of a train is usually performed by an operator. However, in order to suppress errors in the operation by the operator who drives the train, it is required to appropriately support the operation of the train by the operator without completely leaving the train operation to the operator. Therefore, a system is known that aims to provide information for driving support to an operator while the train is in operation at an appropriate timing. (See Patent Document 1).

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] Among the operations during the operation of the train by the operator, the most important one is the braking operation when stopping the train at a station or the like, or when decelerating the train in a slowdown section or the like. That is, if the operator makes a mistake in the start position of the braking operation, there is a possibility that the train cannot be stopped at a predetermined position or that the speed limit is exceeded in the slowdown section. Therefore, it is important to notify and support the operator of the start position of the braking operation.

[0005] In this regard, even in the system described in Patent Document 1, it is possible to notify the operator of the start position of the braking operation. However, it is not easy to accurately set such a start position of the braking operation for each of the stop position, the slowdown section, etc. one by one.

[0006] The object of the present invention is a train crew support device and train crew support system that facilitates the appropriate setting of the braking start position to be notified to the train crew. and Train Crew Support Method Law It is about providing. [Means for solving the problem]

[0007] To solve the above problems, the invention described in claim 1 is: Train crew support system In, An acquisition means for acquiring information related to the stopping position or speed restriction section of the target train, The system includes a braking start position determination means for determining a braking start position, which is the position where braking of the target train should begin before the aforementioned stopping position or speed limit section. Train crew support system, Equipped with a terminal device carried by the train crew, The terminal device includes a notification control means that notifies the crew of the determined braking start position via a notification means. 、 The notification control means, when a notification relating to the stopping position and a notification relating to the speed limit section overlap, If the braking start position related to the stopping position is located before the start of the speed-restricted section, both the notification related to the stopping position and the notification related to the speed-restricted section shall be made by the notification means. If the braking start position related to the stopping position is located within a speed-restricted section, the notification means shall only provide notifications related to the speed-restricted section. It is characterized by the following:

[0008] The invention described in claim 2 is the train crew support described in claim 1. system In, The braking start position determination means is characterized by predicting the distance required to reduce the speed of the target train to a predetermined speed, using at least one of the following: information relating to the occupancy rate of the target train, information relating to the running speed of the target train, and information relating to the weather.

[0009] The invention described in claim 3 is the train crew support described in claim 2. system In, The braking start position is the position where the target train should begin braking before reaching the stopping position. The braking start position determination means is characterized by predicting the distance required to bring the target train to a stop based on its running speed.

[0010] The invention described in claim 4 is the train crew support described in claim 3. system In, The braking start position determination means inputs information related to the occupancy rate of the train, information related to the running speed of the train, and information related to the weather into a prediction model that predicts the running distance required to stop the train, and is characterized by predicting the running distance required to stop the target train from its running speed by inputting information related to the occupancy rate of the target train, information related to the running speed of the target train, and information related to the weather at the stop position.

[0011] The invention according to claim 5 is the train crew support according to claim 2 system In this case, the braking start position is the position where the target train should start braking before the speed limit section, and the braking start position determination means is characterized by predicting the running distance required to decelerate the target train from its running speed to the restricted speed in the speed limit section.

[0012] The invention according to claim 6 is the train crew support according to claim 5 system In this case, the braking start position determination means inputs information related to the occupancy rate of the train, information related to the running speed of the train, information related to the restricted speed in the speed limit section, and information related to the weather into a prediction model that predicts the running distance required to decelerate the train from its running speed to the restricted speed, and is characterized by predicting the running distance required to decelerate the target train from its running speed to the restricted speed by inputting information related to the occupancy rate of the target train, information related to the running speed of the target train, information related to the restricted speed in the speed limit section, and information related to the weather in the speed limit section. [[ID=二十四]] [[ID=二十五]]

[0013] [[ID=二十六]] The invention according to claim 7 is the train crew support according to claim 2 system In this case, the braking start position determination means is further characterized by using information related to the vehicle type of the target train to predict the running distance required to reduce the speed of the target train to a predetermined speed.

[0014] The invention according to claim 8 is the train crew support according to any one of claims 1 to 7 system wherein the braking start position is the position where the target train should start braking before the speed limit section, further comprising a speed limit required section determination means for determining a speed limit required section which is a section where the train needs to travel at a limited speed when the train approaches the speed limit section, the speed limit required section determination means is characterized in that it determines the speed limit required section by using information related to the length of the target train.

[0015] The invention according to claim 9 is the train crew support according to claim 8 system wherein the speed limit required section determination means is characterized in that it determines the end point of the speed limit required section as the position advanced in the traveling direction of the target train by the length of the target train from the end point of the speed limit section.

[0018] The invention according to claim 10 is a train crew support method, wherein The train crew support system performs the following: an acquisition step of acquiring information related to the stop position or speed limit section of the target train, a braking start position determination step of determining a braking start position which is the position where the target train should start braking before the stop position or the speed limit section, The terminal device carried by the train crew performs the following actions: A notification control step in which the determined braking start position is notified to the crew member by a notification means, Includes, The notification control step occurs when a notification regarding the stopping position and a notification regarding the speed limit section overlap. If the braking start position related to the stopping position is located before the start of the speed-restricted section, both the notification related to the stopping position and the notification related to the speed-restricted section shall be made by the notification means. If the braking start position related to the stopping position is located within a speed-restricted section, the notification means is characterized in that it only provides notification related to the speed-restricted section.

Advantages of the Invention

[0020] According to the present invention, it is possible to provide a train crew support device, a train crew support system, a train crew support method, and a train crew support program that can easily set an appropriate braking start position to be notified to the train crew. [Brief explanation of the drawing]

[0021] [Figure 1] This is a block diagram showing the configuration of a train crew support system according to an embodiment. [Figure 2] This flowchart shows the flow of operations when determining the braking start position before the stopping position of the train crew support system according to the embodiment. [Figure 3] This flowchart shows the flow of operations when determining the section where the train crew support system according to the embodiment should actually slow down in a slow-down section. [Figure 4] This flowchart shows the flow of operations when determining the braking start position before a slow-speed section in the train crew support system according to the embodiment. [Figure 5] This flowchart shows the flow of operations when a notification is given before the stopping position by the train crew support system according to the embodiment. [Figure 6] This flowchart shows the flow of operations when a notification is issued before a slow-speed section by the train crew support system according to the embodiment. [Figure 7] This figure shows the point location confirmation screen of the train crew support system according to the embodiment. [Modes for carrying out the invention]

[0022] The following describes an embodiment of the present invention, the train crew support system 100, based on Figures 1 to 7. However, the technical scope of the present invention is not limited to the illustrated examples.

[0023] [Explanation of the Structure] As shown in Figure 1, the train crew support system 100 is comprised of a management server 1, a crew terminal 2, and a wearable terminal 3, which are connected to each other via a communication network N.

[0024] [1 Management Server] Management server 1 is, for example, a computer owned by a railway operator that manages and operates the train crew support system 100, and performs tasks such as determining the braking start position, as described later. As shown in Figure 1, the management server 1 is configured to include, for example, a control unit 11, a storage unit 12, and a communication unit 13.

[0025] Furthermore, the management server 1 does not necessarily have to be implemented by a single computer. For example, multiple computers may be connected via a communication network N, and the functions of the management server 1 may be implemented by multiple computers. In this case, the combination of these multiple connected computers would constitute the management server 1.

[0026] The control unit 11 is the part that controls the operation of the management server 1, and is configured with, for example, a CPU (Central Processing Unit), ROM (Read Only Memory), RAM (Random Access Memory), etc., and comprehensively controls each part of the management server 1 through cooperation between the CPU and program data etc. stored in the storage unit 12.

[0027] The storage unit 12 is the part that stores various information necessary for the operation of the management server 1. For example, it is composed of an HDD (Hard Disk Drive), semiconductor memory, etc., and stores data necessary for the operation of the management server 1, such as program data, in a read / write format from the control unit 11. Furthermore, the memory unit 12 stores a program that includes various commands to the control unit 11 for operating the management server 1, as will be described in the operation explanation below. Details of the data stored in the memory unit 12 will be described in the operation description.

[0028] The communication unit 13 is the part used for communication between the management server 1 and the crew terminal 2, etc. It is a communication interface having, for example, a communication IC (Integrated Circuit) and a communication connector, and under the control of the control unit 11, it performs data communication via the communication network N using a predetermined communication protocol.

[0029] [2 Crew Terminal] Crew terminal 2 is an information device, such as a smartphone or tablet, carried by each crew member of a train that uses this system to receive information related to the braking start position, and is used for receiving information related to the braking start position from management server 1, as described later. Although only one crew terminal 2 is shown in Figure 1, in reality, a large number of crew terminals 2 are connected to the management server 1 via the communication network N, depending on the number of train crew members who receive information such as the braking start position.

[0030] As shown in Figure 1, the crew terminal 2, like the management server 1, comprises a control unit 21, a storage unit 22, and a communication unit 23, and further comprises a display unit 24, an operation unit 25, and a location information acquisition unit 26.

[0031] The configurations of the control unit 21 and the communication unit 23 are identical to those of the control unit 11 and the communication unit 13 in the management server 1. The storage unit 22, like the storage unit 12 in the management server 1, is composed of, for example, an HDD, semiconductor memory, etc., and stores a program that includes various commands to the control unit 21 for operating the crew terminal 2, as will be described in the operation description below. Details of the data stored in the memory unit 22 will be described in the operation description.

[0032] The display unit 24 includes a display such as an LCD (Liquid Crystal Display), and displays an image on the display based on a display control signal output from the control unit 21.

[0033] The operation unit 25 includes, for example, a keyboard having character input keys, numeric input keys, and other keys associated with various functions, and receives operation input from the user of the crew terminal 2 and outputs an operation signal corresponding to the operation input to the control unit 21. The operation unit 25 may also be, for example, a touch panel formed integrally with the display unit 24.

[0034] The location information acquisition unit 26 is responsible for acquiring information regarding the location of the crew terminal 2, and for example, a GPS (Global Positioning System) receiver is used. The GPS receiver receives GPS signals, which are positioning radio waves provided from multiple GPS satellites that make up the GPS system, and uses these signals to acquire location information of the crew terminal 2, and by extension, the location information of the train being operated by the train crew member carrying the crew terminal 2. Since the crew member operating the train is on board the front end of the train, the location information of the front end of the train is acquired. The location information acquisition unit 26 can be any device capable of acquiring location information from the crew terminal 2, and is not limited to a GPS receiver. For example, a receiver for signals related to other satellite positioning systems may be used.

[0035] [3 Wearable devices] The wearable terminal 3 is formed in a shape that can be worn by train crew members while they are driving the train, such as a wristwatch, and is an information device worn by each crew member while they are driving the train. As described later, based on the information received from the crew terminal 2, the sounding unit 36 ​​sounds to notify the train crew members of the braking start position, etc. Although only one wearable terminal 3 is shown in Figure 1, in reality, a large number of wearable terminals 3 are provided depending on the number of train crew members who receive information such as the braking start position, and crew terminals 2 and wearable terminals 3 held by the same crew member are connected via a communication network N.

[0036] As shown in Figure 1, the wearable terminal 3, similar to the crew terminal 2, for example, comprises a control unit 31, a storage unit 32, a communication unit 33, a display unit 34, and an operation unit 35, and is further configured to include a sound unit 36.

[0037] The configurations of the control unit 31, communication unit 33, display unit 34, and operation unit 35 are the same as those of the control unit 21, communication unit 23, display unit 24, and operation unit 25 in the crew terminal 2. The memory unit 32, like the memory unit 22 in the crew terminal 2, is composed of, for example, an HDD, semiconductor memory, etc., and stores a program that includes various commands to the control unit 31 for operating the wearable terminal 3, as will be described in the operation description below.

[0038] The sound-emitting unit 36 ​​is the part that notifies the train crew wearing the wearable terminal 3 of information through sound and vibration. For example, it is equipped with a speaker and a vibrator, and based on a control signal output from the control unit 31, it emits a predetermined sound from the speaker and vibrates the vibrator to notify the train crew wearing the wearable terminal 3 of events such as reaching the braking start position, as described later.

[0039] [4 Communication Networks] The communication network N is, for example, the internet, a telephone network, a mobile phone network, a wireless LAN network, etc., and connects the various devices that make up the train crew support system 100, as shown in Figure 1. The communication network N is not particularly limited as long as it is capable of connecting the various devices that make up the train crew support system 100 as described above, and enabling the transmission and reception of data between them.

[0040] [2. Explanation of Operation] Next, the operation of the train crew support system 100 according to this embodiment will be described. The operation of the train crew support system 100 consists of two main processes: pre-train operation setup (steps S11 to S13) and notifications during train operation (steps S21 to S22).

[0041] [1. Settings before train operation] First, the operation of this system when determining the braking start position, etc., before the train begins operation will be explained according to the flowcharts in Figures 2 to 4.

[0042] [(1) Step S11: Determination of the braking start position before the stopping position] First, the operation of this system in determining the braking start position before the train's stopping point will be explained according to the flowchart in Figure 2.

[0043] When using this system to determine the braking start position before the train's stopping point, the crew member scheduled to operate the train performs a predetermined operation using the operation unit 25 of the crew member terminal 2 before the train starts running, and inputs identification information such as the train number of the train they are scheduled to operate (step S11-1). For example, the train number can be entered as the identification information. In addition to the train number, the number of cars in the train, the type of train, the type of cars, etc., may also be entered.

[0044] When train identification information is entered, the control unit 21 of the crew terminal 2 transmits the entered train identification information (train identification information D1) from the communication unit 23 to the management server 1 via the communication network N (step S11-2).

[0045] Upon receiving the train identification information D1 via the communication unit 13, the management server 1 acquires information (stopping position information D2) relating to the stopping position of the train associated with the train identification information D1 during its operation, and stores it in the storage unit 12 in association with the train identification information D1 (step S11-3). The stopping position information D2 may be information that identifies the stopping position of the train at a station (the position of the front end of the train when it stops) based on the kilometer mileage set on the track (the distance along the track from a predetermined position which is the starting point of the track).

[0046] The method of acquisition is not particularly limited. For example, it may be acquired by communicating with an external system that manages train route information and receiving the information transmitted from that system via the communication unit 13. Alternatively, the train crew member who entered the train identification information D1 in step S11-1 may input it, for example, by specifying it on the map displayed on the display unit 24 of the crew terminal 2.

[0047] Next, the management server 1 acquires information regarding the passenger load before each stopping position of the train associated with the train identification information D1 (passenger load information before stopping position D3), and stores it in the storage unit 12 in association with the train identification information D1 acquired in step S11-2 (step S11-4). For the passenger load information before stopping position D3, it is sufficient to acquire information regarding the past passenger load of the section immediately preceding each stopping position for the same train number on the same day of the week. If you have multiple data points, you can either take the average of those points or retrieve the most recent data.

[0048] The method of acquisition is not particularly limited; for example, it can be acquired by communicating with an external system that manages information related to past train occupancy rates and receiving the information transmitted from that system via the communication unit 13.

[0049] Next, the management server 1 acquires information (pre-stop speed information D4) related to the train's running speed before braking begins at each stopping position for the train associated with the train identification information D1, and stores it in the storage unit 12 in association with the train identification information D1 acquired in step S11-2 (step S11-5). For the pre-stop speed information D4, it is sufficient to acquire information related to the running speed before braking begins for each stopping position of past trains of the same type (local, rapid, etc.). If there are multiple data points, the average value may be taken, or the most recent data may be acquired.

[0050] The method of acquisition is not particularly limited; for example, it can be acquired by communicating with an external system that manages information related to the train's past running speed, and then receiving the information transmitted from that system via the communication unit 13.

[0051] Next, the management server 1 acquires information (stopping position weather information D5) regarding the weather at each stopping position at the time the train related to the train identification information D1 is running, and stores it in the storage unit 12 in association with the train identification information D1 acquired in step S11-2 (step S11-6). For the stopping position weather information D5, it is sufficient to acquire information regarding the weather forecast (sunny, cloudy, rainy, etc.) at each stopping position at the time the train reaches that position.

[0052] The method of acquisition is not particularly limited; for example, it can be acquired by communicating with an external system that manages weather forecast information and receiving the information transmitted from that system via the communication unit 13. Alternatively, the crew member scheduled to operate the train may input the information using the operation unit 25 of the crew terminal 2 before the start of operation.

[0053] Next, in the management server 1, the control unit 11 predicts the distance required for braking before each stopping position (in this case, the distance required from the running speed related to the running speed information D4 before the stopping position to the stopping position) for the train from which the train identification information D1 was acquired in step S11-2 (step S11-7).

[0054] Specifically, the prediction of the braking distance can be performed by inputting information about the train's braking distance (distance required from running speed to stopping) into a prediction model that outputs information about the train's braking distance (distance required from running speed to stopping) when information about the train's occupancy rate, running speed, and weather is input, for each stopping position related to the stopping position information D2, as well as information about the train's running speed before braking at each stopping position obtained in step S11-4, as well as information about the weather at each stopping position obtained in step S11-5, and as well as information about the weather at each stopping position obtained in step S11-6. This allows the model to output information about the braking distance for each stopping position related to the stopping position information D2.

[0055] Furthermore, such a predictive model may be pre-generated using machine learning with training data that links information related to train occupancy rates, train speeds, and weather conditions at the train's location with actual measured distances required for train braking, and then stored in the storage unit 12 of the management server 1, or it may be retrieved and used from an external system.

[0056] In step S11-7, when information relating to the predicted distance required for braking is obtained for each stopping position related to the stopping position information D2 acquired in step S11-3, the control unit 11 determines the braking start position for each stopping position based on this information (step S11-8). Specifically, from each stopping position, in addition to the predicted braking distance obtained in step S11-7, a predetermined distance before the stopping position on the track (the position on the track that the train will reach before the stopping position) is determined as the braking start position at each stopping position, as a margin to ensure that the train can stop reliably.

[0057] For example, if the predicted braking distance obtained in step S11-7 for a given stopping position is 250m and the predetermined distance is 100m, then the braking start position is determined to be 350m before the stopping position on the track.

[0058] When the braking start position is determined in step S11-8, the control unit 11 of the management server 1 transmits the braking start position information D6, which is information relating to the braking start position for each determined stopping position, from the communication unit 13 via the communication network N to the crew terminal 2 that transmitted the train identification information D1 in step S11-2 (step S11-9). The braking start position information D6 before the stopping position should be information that identifies the braking start position based on the kilometer mark set on the track.

[0059] In the crew terminal 2, which has acquired the stopping position braking start position information D6 transmitted from the management server 1 via the communication unit 23, the control unit 21 stores the acquired stopping position braking start position information D6 in the storage unit 22 (step S11-10).

[0060] [(2) Step S12: Determining the section where slow speed should actually be applied within the slow speed zone] Next, we will explain the operation of this system in determining the section where a train should actually slow down within a designated slow-speed zone, following the flowchart in Figure 3.

[0061] When using this system to determine the section in which a train should actually slow down, the crew member scheduled to operate the train enters identification information such as the train number of the train they are scheduled to operate before the start of train operation, similar to step S11-1 (step S12-1). Once the train identification information is entered, the control unit 21 of the crew member terminal 2 transmits the entered train identification information (train identification information D1) from the communication unit 23 to the management server 1 via the communication network N (step S12-2).

[0062] Upon receiving the train identification information D1 via the communication unit 13, the management server 1 acquires information (slow-speed section information D7) relating to the slow-speed sections during the operation of the train associated with the train identification information D1, and stores it in the storage unit 12 in association with the train identification information D1 (step S12-3). The slow-speed section information D7 includes information relating to the starting point of the slow-speed section (slow-speed section start point information D71) and information relating to the ending point of the slow-speed section (slow-speed section end point information D72) for each slow-speed section set on the track on which the train is scheduled to travel. The information D71 for the start point of the slow-speed section and D72 for the end point of the slow-speed section should be information that identifies the start and end points of the slow-speed section based on the kilometer markings set on the track.

[0063] The method of acquisition is not particularly limited. For example, it may be acquired by communicating with an external system that manages train route information and receiving the information transmitted from that system via the communication unit 13. Alternatively, the train crew member who entered the train identification information D1 in step S12-1 may input it by specifying it on a map displayed on the display unit 24 of the crew terminal 2, for example.

[0064] Next, the management server 1 acquires information regarding the number of cars in the train formation related to the train identification information D1 (car count information D8), and stores it in the storage unit 12 in association with the train identification information D1 acquired in step S12-2 (step S12-4).

[0065] The method of acquisition is not particularly limited; for example, it can be acquired by communicating with an external system that manages information related to the number of cars in a train set for each train number, and then receiving the information transmitted from that system via the communication unit 13.

[0066] Next, the management server 1 calculates the train length (the length of the train composed of the number of cars at the time of operation) of the train related to the train identification information D1 based on the number of cars information D8 obtained in step S12-4 (step S12-5). Specifically, the train length can be calculated by multiplying the number of vehicles related to the vehicle count information D8 obtained in step S12-4 by a predetermined length for each vehicle in the train. For example, if there are two train cars and each car is 20m long, the total train length would be calculated as 2 x 20 = 40m.

[0067] In step S12-5, the train length related to the train identification information D1 is calculated, and based on this information, the control unit 11 determines the section where the train should actually slow down for each of the slow-down section information D7 acquired in step S12-3 (step S12-6).

[0068] Since trains must travel at a reduced speed if even a portion of their route is within a designated reduced-speed zone, the actual section where a train must travel at a reduced speed will be longer than the designated reduced-speed zone. In other words, a train is required to travel at a reduced speed from the time the front of the train reaches the start of the reduced speed section specified by the reduced speed section start information D71 until the rear of the train reaches the end of the reduced speed section specified by the reduced speed section end information D72, that is, until the front of the train reaches a position that is the length of the train ahead of the end of the reduced speed section specified by the reduced speed section end information D72.

[0069] Based on the above points, the control unit 11 determines the section in which the train should actually slow down. That is, as described above, when the front end of the train is used as the reference point, the starting position of such a section coincides with the starting point of the slow-down section related to the slow-down section start point information D71, but the ending position of such a section is a position advanced by the train length calculated in step S12-5 from the end point of the slow-down section related to the slow-down section end point information D72.

[0070] For example, for a certain slow-speed section, if the starting point of the slow-speed section according to the slow-speed section start information D71 is 2k300m in kilometers relative to a predetermined position (2.3km from the starting point of the reference track), and the ending point of the slow-speed section according to the slow-speed section end information D72 is 2k400m in kilometers relative to the above position (2.4km from the starting point of the reference track), and the train length calculated in step S12-5 is 40m, then the starting point of the section where slow speed should actually be applied will be determined to be 2k300m, and the ending point of the section where slow speed should actually be applied will be determined to be 2k440m.

[0071] Once the section where the train should actually slow down is determined in step S12-6, the control unit 11 of the management server 1 transmits the information D9, which is information relating to the determined section where the train should actually slow down, from the communication unit 13 via the communication network N to the crew terminal 2 that transmitted the train identification information D1 in step S12-2 (step S12-7).

[0072] The slow-speed section information D9 includes, for each slow-speed section set on the track on which the train is scheduled to travel, information relating to the start point of the section where the train must travel at a slow speed (2k300m in the above example) and information relating to the end point of the section where the train must travel at a slow speed (2k440m in the above example), D91 and D92 respectively.

[0073] Both the information D91 indicating the start point of the section requiring slow speed and the information D92 indicating the end point of the section requiring slow speed should be information that identifies the location based on the kilometer markings set on the railway line, as described above.

[0074] In the crew terminal 2, which has acquired slow-speed section information D9 transmitted from the management server 1 via the communication unit 23, the control unit 21 stores the acquired slow-speed section information D9 in the storage unit 22 (step S12-8).

[0075] [(3) Step S13: Determining the braking start position before the slow-speed section] Next, the operation of this system in determining the braking start position before the slow-speed section will be explained according to the flowchart in Figure 4.

[0076] When using this system to determine the braking start position before a slow-speed section, the crew member scheduled to operate the train inputs identification information such as the train number of the train they are scheduled to operate (step S13-1) before the train starts running, similar to steps S11-1 and S12-1. Once the train identification information is input, the control unit 21 of the crew member terminal 2 transmits the input train identification information (train identification information D1) from the communication unit 23 to the management server 1 via the communication network N (step S13-2).

[0077] Upon receiving the train identification information D1 via the communication unit 13, the management server 1 acquires the slow-speed section information D7 in the same manner as in step S12-3, and also acquires information related to the slow-speed setting for each slow-speed section related to the slow-speed section information D7 (slow-speed information D10), and stores these in the storage unit 12, linked to the train identification information D1 (step S13-3).

[0078] For the slow speed information D10, it is sufficient to obtain information related to the specific slow speed (e.g., 10 km / h) set for each slow-speed section related to the slow-speed section information D7.

[0079] The method of acquisition is not particularly limited. Both the slow-speed section information D7 and the slow-speed information D10 may be acquired, for example, by communicating with an external system that manages train route information and receiving the information transmitted from that system via the communication unit 13, or by having the train crew who entered the train identification information D1 in step S13-1 input the information.

[0080] Next, the management server 1 acquires information regarding the passenger load before each slow-speed section of the train related to the train identification information D1 (passenger load information before slow-speed section D11), and stores it in the storage unit 12 in association with the train identification information D1 acquired in step S13-2 (step S13-4). For the passenger load information before slow-speed section D11, it is sufficient to acquire information regarding the past passenger load of the section to which the position immediately preceding each slow-speed section belongs, for the same train number on the same day of the week. If there are multiple data points, the average value may be taken, or the most recent data may be acquired.

[0081] The method of acquisition is not particularly limited; for example, it can be acquired by communicating with an external system that manages information related to past train occupancy rates and receiving the information transmitted from that system via the communication unit 13.

[0082] Next, the management server 1 acquires information (pre-slow-speed section speed information D12) relating to the running speed of the train associated with the train identification information D1 before braking begins in each slow-speed section, and stores it in the storage unit 12 in association with the train identification information D1 acquired in step S13-2 (step S13-5). For the pre-slow-speed section speed information D12, it is sufficient to acquire information relating to the running speed before braking begins for each slow-speed section of past trains of the same train type (local, rapid, etc.). If there are multiple data, the average value may be taken, or the most recent data may be acquired.

[0083] The method of acquisition is not particularly limited; for example, it can be acquired by communicating with an external system that manages information related to the train's past running speed, and then receiving the information transmitted from that system via the communication unit 13.

[0084] Next, the management server 1 acquires information regarding the weather in each slow-speed section at the time of operation of the train related to the train identification information D1 (slow-speed section weather information D13), and stores it in the storage unit 12 in association with the train identification information D1 acquired in step S13-2 (step S13-6). For the slow-speed section weather information D13, it is sufficient to acquire information regarding the weather forecast (sunny, cloudy, rainy, etc.) for the location at the time the train reaches each slow-speed section.

[0085] The method of acquisition is not particularly limited; for example, it can be acquired by communicating with an external system that manages weather forecast information and receiving the information transmitted from that system via the communication unit 13. Alternatively, the crew member scheduled to operate the train may input the information using the operation unit 25 of the crew terminal 2 before the train begins operation.

[0086] Next, in the management server 1, the control unit 11 predicts the distance required for braking before each slow-speed section (in this case, the distance required to decelerate from the running speed related to the running speed information D12 before the slow-speed section to the slow-speed information D10) for the train from which the train identification information D1 was acquired in step S13-2 (step S13-7).

[0087] Specifically, the prediction of the braking distance can be obtained by inputting information related to the braking distance (the distance required to decelerate from running speed to slow speed) into a prediction model that outputs information related to the braking distance (the distance required to decelerate from running speed to slow speed) for each slow-speed section related to the slow-speed section information D7, specifically the information related to the slow speed in each slow-speed section obtained in step S13-3, the information related to the train's occupancy rate before each slow-speed section obtained in step S13-4, the information related to the train's running speed before braking in each slow-speed section obtained in step S13-5, and the information related to the weather in each slow-speed section obtained in step S13-6. This allows the model to output information related to the braking distance for each slow-speed section related to the slow-speed section information D7.

[0088] Furthermore, such a predictive model may be pre-generated using machine learning with training data that links information on the slow speed in slow-speed sections, information on the train's occupancy rate, information on the train's running speed, and information on the weather at the train's location with information on the measured distance required to brake from the train's running speed to a slow speed, and then stored in the memory unit 12, or it may be called up and used from an external system.

[0089] In step S13-7, when information relating to the predicted distance required for braking for each slow-speed section related to the slow-speed section information D7 acquired in step S13-3 is obtained, the control unit 11 determines the braking start position for each slow-speed section based on this information (step S13-8). Specifically, the braking start position for each slow-speed section is determined by adding a predetermined distance before the starting point of the slow-speed section (the position on the track where the train will reach before the slow-speed section) as a margin to ensure that the train can reliably decelerate to a slow speed, in addition to the predicted distance required for braking obtained in step S13-7, from the starting point of the slow-speed section information D71.

[0090] When the braking start position is determined in step S13-8, the control unit 11 of the management server 1 transmits the braking start position information D14, which is information relating to the braking start position for each determined slow-speed section, from the communication unit 13 via the communication network N to the crew terminal 2 that transmitted the train identification information D1 in step S13-2 (step S13-9). The braking start position information D14 before the slow-speed section should be information that identifies the braking start position based on the kilometer mark set on the track.

[0091] In the crew terminal 2, which has been acquired by receiving the slow-speed section braking start position information D14 transmitted from the management server 1 via the communication unit 23, the control unit 21 stores the acquired slow-speed section braking start position information D14 in the storage unit 22 (step S13-10).

[0092] [2. Notifications during train operation] Next, the operation of this system in notifying the train driver when the train approaches the braking start position will be explained according to the flowcharts in Figures 5 and 6.

[0093] [(1) Step S21: Notification before stopping] First, the operation of this system when a train driven by a crew member of a train carrying a crew member terminal 2, in which the braking start position information D6 before the stopping position was stored in the storage unit 22 in step S11-10, approaches the stopping position determined in step S11, will be explained according to the flowchart in Figure 5.

[0094] Before the train begins operation, when a train crew member carrying the crew terminal 2 performs a predetermined operation, the control unit 21 of the crew terminal 2 causes the location information acquisition unit 26 to acquire the location information of the crew terminal 2 at predetermined time intervals (step S21-1).

[0095] Each time the crew terminal 2's location information is acquired by the location information acquisition unit 26, the control unit 21 of the crew terminal 2 determines whether the location associated with the location information is within a predetermined distance from the location associated with the braking start position information D6 stored in the storage unit 22 in step S11-10 (step S21-2). Such predetermined distances may be set in advance, or they may be set by the crew of the train using the crew terminal 2.

[0096] If the determination in step S21-2 determines that the location is not within a predetermined distance, the control unit 21 continues to make the same determination each time the location information of the crew terminal 2 is acquired by the location information acquisition unit 26. In response to this, if the determination in step S21-2 determines that the vehicle is located within a predetermined distance, the control unit 21 of the crew terminal 2 transmits information relating to a predetermined command to sound the sounding unit 36 ​​(stop position alert start command information D15) from the communication unit 23 to the wearable terminal 3 via the communication network N (step S21-3).

[0097] When the wearable terminal 3 receives the stop position alert start command information D15 transmitted from the crew terminal 2 via the communication unit 33, the control unit 31 causes the sounding unit 36 ​​to start sounding (step S21-4).

[0098] After transmitting the stop position alert start command information D15, the control unit 21 in the crew terminal 2 determines at predetermined intervals whether or not the wearable terminal 3 has sounded the sounding unit 36 ​​for a predetermined time or number of times (step S21-5).

[0099] If the determination in step S21-5 determines that the sounding unit 36 ​​has sounded for a predetermined time or number of times, the control unit 21 of the crew terminal 2 transmits information relating to a predetermined command to stop the sounding of the sounding unit 36 ​​(stop position alert termination command information D16) from the communication unit 23 to the wearable terminal 3 via the communication network N (step S21-6).

[0100] When the wearable terminal 3 receives the stop position alert termination command information D16 transmitted from the crew terminal 2 via the communication unit 33, the control unit 31 terminates the sounding of the sounding unit 36 ​​(step S21-7).

[0101] [(2) Step S22: Notification before the slow-speed section] Next, the operation of this system when a train driven by a crew member of a train carrying a crew member terminal 2, in which the braking start position information D14 before the slow-speed section was stored in the storage unit 22 in step S13-10, approaches the slow-speed section where the braking start position was determined in step S13, will be explained according to the flowchart in Figure 6.

[0102] As described in step S21-1, when a predetermined operation is performed by a train crew member holding a crew member terminal 2 before the train starts running, the control unit 21 of the crew member terminal 2 causes the location information acquisition unit 26 to acquire the location information of the crew member terminal 2 at predetermined time intervals (step S22-1).

[0103] Each time the crew terminal 2's location information is acquired by the location information acquisition unit 26, the control unit 21 of the crew terminal 2 determines whether the location associated with the location information is within a predetermined distance from the location associated with the pre-slow-speed braking start location information D14 stored in the storage unit 22 in step S13-10 (step S22-2). Such predetermined distances may be set in advance, or they may be set by the crew of the train using the crew terminal 2.

[0104] If the determination in step S22-2 determines that the location is not within a predetermined distance, the control unit 21 continues to make the same determination each time the location information of the crew terminal 2 is acquired by the location information acquisition unit 26. In response to this, if the determination in step S22-2 determines that the vehicle is located within a predetermined distance, the control unit 21 of the crew terminal 2 transmits information relating to a predetermined command to sound the sounding unit 36 ​​(slow-speed section alert start command information D17) from the communication unit 23 to the wearable terminal 3 via the communication network N (step S22-3).

[0105] When the wearable terminal 3 receives the slow-speed section alert start command information D17 transmitted from the crew terminal 2 via the communication unit 33, the control unit 31 causes the sounding unit 36 ​​to start sounding (step S22-4). It is preferable that the sound produced at this time is different from the sound produced in step S21-4.

[0106] After transmitting the slow-speed section alert start command information D17, the control unit 21 of the crew terminal 2 determines, each time the location information of the crew terminal 2 is acquired by the location information acquisition unit 26, whether the location information is within a predetermined distance from the location related to the slow-speed section end point information D92 stored in the storage unit 22 in step S12-8 (step S22-5). Such predetermined distances may be set in advance, or they may be set by train crew members using the crew terminal 2.

[0107] If the determination in step S22-5 determines that the vehicle is located within a predetermined distance, the control unit 21 of the crew terminal 2 transmits information relating to a predetermined command to stop the sounding of the sounding unit 36 ​​(slow-speed section alert termination command information D18) from the communication unit 23 to the wearable terminal 3 via the communication network N (step S22-6).

[0108] When the wearable terminal 3 receives the slow-speed section alert termination command information D18 transmitted from the crew terminal 2 via the communication unit 33, the control unit 31 terminates the sounding of the sounding unit 36 ​​(step S22-7).

[0109] In addition, the crew terminal 2 acquires information relating to the speed of the train being operated by the crew member of the train possessing the crew terminal 2 at predetermined intervals between the transmission of the slow-speed section alert start command information D17 in step S22-3 and the transmission of the slow-speed section alert end command information D18 in step S22-6. The method of acquisition is not particularly limited; for example, it may be acquired by communicating with another system that manages information relating to the train's speed in real time, or, as explained in step S22-1, since the location information acquisition unit 26 continues to acquire location information at predetermined intervals, the speed may be calculated from the distance between two pieces of location information acquired by such location information acquisition unit 26.

[0110] If the speed information acquired as described above is below a predetermined speed, the control unit 21 of the crew terminal 2 transmits information relating to a predetermined command to stop the sounding of the sounding unit 36 ​​from the communication unit 23 to the wearable terminal 3 via the communication network N, even before determining in step S22-5 that the vehicle is located within a predetermined distance from the position related to the end point information D92 of the section requiring slowing down. Upon receiving this information, the control unit 31 of the wearable terminal 3 stops the sounding of the sounding unit 36.

[0111] Furthermore, after transmitting information relating to a predetermined command to stop the sounding of the sounding unit 36 ​​as described above to the wearable terminal 3, if, before determining in step S22-5 that the vehicle is located within a predetermined distance from the position related to the end point information D92 of the section requiring slowing down, the speed information acquired as described above again exceeds a predetermined speed, the control unit 21 of the crew terminal 2 transmits information relating to a predetermined command to restart the sounding of the sounding unit 36 ​​from the communication unit 23 to the wearable terminal 3 via the communication network N. Upon receiving this, the control unit 31 of the wearable terminal 3 restarts the sounding of the sounding unit 36.

[0112] In other words, the wearable terminal 3 will sound the alarm unit 36 ​​and alert the train crew only when the train's speed exceeds a predetermined speed, from the time the front end of the train (since the crew of a train carrying the crew terminal 2 rides at the front end of the train, the position of the crew terminal 2 is the position of the front end of the train) reaches a position within a predetermined distance from the position related to the position of starting braking before the slow-speed section information D14, until the front end of the train reaches a position within a predetermined distance from the end of the slow-speed section related to the end-point information D92.

[0113] [(3) Alerts when the stopping position and the slow-speed zone are close together] When the train's stopping position and the slow-speed section are close together, the notification regarding the stopping position described in step S21 and the notification regarding the slow-speed section described in step S22 will overlap. The handling of such cases will be explained below.

[0114] First, if the stopping position is located within or after the slow-speed section, and the braking start position determined in step S11 for that stopping position is located before the start of the slow-speed section, then both the processing in step S21 and the processing in step S22 are performed, and the wearable terminal 3 will duplicate the notification regarding the stopping position described in step S21 and the notification regarding the slow-speed section described in step S22.

[0115] Next, if the stopping position is located within or after the slow-speed section, and the braking start position determined in step S11 for that stopping position is located within the slow-speed section, then only the process in step S22 is performed, and the wearable terminal 3 only provides the notification related to the slow-speed section as explained in step S22.

[0116] This makes it possible to omit the process in step S21 only when the braking start position related to the stopping position is within the slow-speed section and notification regarding the stopping position is not required.

[0117] [Explanation of the third effect] Next, the effects of the train crew support system 100 according to this embodiment will be described.

[0118] According to the train crew support system 100 of this embodiment, the management server 1 acquires stopping position information D2 or slow-speed section information D7 for the target train to be used for determining the braking start position (in this case, the train from which train identification information D1 has been acquired from the crew terminal 2), and determines the braking start position, which is the position in which braking should begin for the target train before the stopping position related to the stopping position information D2 or the slow-speed section related to the slow-speed section information D7. As a result, the braking start position is determined on the management server 1, making it easy to appropriately set the braking start position to be notified to the train crew using the crew terminal 2.

[0119] Furthermore, when the management server 1 acquires the stopping position information D2 and determines the position where braking should begin before the stopping position related to the stopping position information D2, it is possible to determine the braking start position as a position where the target train can be reliably stopped before the stopping position by predicting the distance required to stop the target train based on its running speed.

[0120] Furthermore, by generating a predictive model in advance that uses information on train occupancy rates, train speed, and weather conditions to predict the distance required to stop a train, and then inputting information on the occupancy rate of the target train, the target train's speed, and the weather conditions at the stopping location into this predictive model to predict the distance required to stop the target train based on its speed, the accuracy of the distance prediction described above can be improved.

[0121] Furthermore, when the management server 1 acquires the slow-speed section information D7 and determines the position where braking should begin before the slow-speed section related to the slow-speed section information D7, it is possible to determine the braking start position as the position where the target train can be reliably slowed down to the slow-speed section related to the slow-speed section information D7 by predicting the distance required to decelerate the target train from its running speed to the slow-speed section related to the slow-speed section information D7.

[0122] Furthermore, by generating a predictive model in advance that uses information on train occupancy rates, train speeds, slow speeds in slow-speed sections, and weather conditions to predict the distance required to decelerate a train from its running speed to a slow speed, and then inputting this information into the predictive model to predict the distance required to decelerate a target train from its running speed to a slow speed, the accuracy of the distance prediction can be improved.

[0123] Furthermore, the management server 1 determines the sections where the train actually needs to travel at a reduced speed, taking into account the length of the train, for each reduced-speed section through which the target train that has acquired the reduced-speed section information D7 passes. This makes it possible to notify the train crew using the crew terminal 2 of the sections where the train actually needs to travel at a reduced speed.

[0124] Furthermore, by determining the end of the section requiring slow speeds as a point in the direction of travel of the target train equal to the length of the target train, from the end of the slow-speed section, the section from the front of the train to the rear of the train exiting the slow-speed section can be determined as the section requiring slow speeds, with the front of the train as the reference point.

[0125] [4. Variation] Next, a modified example of the train crew support system 100 according to this embodiment will be described.

[0126] [1. Changes to the method of determining location] In the above explanation of the operation, the position on the track, such as the starting point of braking for the train and the start and end points of sections requiring slow speed, was described in the case where the position is determined by the kilometer markings set on the track. In this regard, it is preferable to determine each position by kilometer markings as described above because it is easy for railway operator personnel such as train crews to commonly recognize them, but it is also possible to determine each position in other ways. For example, in cases where no kilometer markers are set on the railway line, each location may be identified by latitude and longitude.

[0127] [2. Changing notification methods] In the above description of the operation, we explained the case in which the train crew is notified of the braking start position, etc., by the sounding of the sounding unit 36 ​​of the wearable terminal 3, but the notification method is not limited to this. For example, the wearable terminal 3 may be omitted, and the crew terminal 2 itself may be equipped with a sounding unit, and the train crew may be notified by the sounding unit on the crew terminal 2. Alternatively, the crew terminal 2 may be linked with other systems installed on the train to notify the train crew. In the former case, the sounding unit provided in the crew terminal 2 corresponds to the notification means in this invention, and in the latter case, the mechanism for notifying train crew members provided in other systems corresponds to the notification means in this invention. Furthermore, in either case, the control unit 21 of the crew terminal 2 that causes these notification means to issue notifications corresponds to the notification control means in this invention.

[0128] Furthermore, the method of notifying train crew members of the braking start position, etc., is not necessarily limited to the sounding of the sounding unit. Instead of sounding the sounding unit, or in addition to sounding the sounding unit, notification may also be given to train crew members by displaying a predetermined message on the display unit 34 of the wearable terminal 3 or the display unit 24 of the crew terminal 2.

[0129] [3. Adding or reducing the information used] In the above explanation of the operation, we described the case where information related to the train's occupancy rate, train's speed, and weather conditions is used to determine the braking start position before the stopping position, and where information related to the train's occupancy rate, train's speed, the slow speed in the slow-speed section, and weather conditions is used to determine the braking start position before the slow-speed section. However, it is also possible to determine the braking start position using further information in addition to this information.

[0130] For example, since the deceleration of a train (the negative acceleration when braking) is expected to differ depending on the type of train car, it may be possible to use information related to such train car types. In this case, in step S11-7 or step S13-7, for example, information relating to the train's vehicle type can be added as training data linked to information relating to the measured distance required for braking when generating the prediction model, and the prediction model generated in this way can then be input with the information relating to the train's vehicle type for which the braking distance is to be predicted, in addition to the information described in step S11-7 or step S13-7.

[0131] Furthermore, in cases where specific information cannot be obtained, it is possible to determine the braking start position without using some of the information used in the above description of the operation. However, this is not preferable for determining the braking start position accurately. Even when some information is not used, it is preferable to use at least information related to the train's running speed when determining the braking start position before the stopping position, and to use at least information related to the train's running speed and information related to the slow speed in the slow speed section when determining the braking start position before the slow speed section.

[0132] [4. Determining the braking start position using real-time information] In the above description of the operation, we have described cases in which the braking start position before the stopping position in step S11 and the braking start position before the slow-speed section in step S13 are determined in advance before the start of train operation. However, if it is possible to obtain information in real time regarding the actual occupancy rate and running speed of the train while it is running, as well as the weather conditions at the point where the train is running, the braking start position may be determined and notified during the operation of the train using such real-time information.

[0133] In this case, when a train in operation approaches a stopping position or a slow-speed section, the management server 1 acquires information on the train's occupancy rate, running speed, and weather conditions at the train's current location. Based on the acquired information, it determines the braking start position and immediately transmits the information regarding the determined braking start position to the crew terminal 2. The crew terminal 2 then uses the acquired information to issue a notification in the same manner as described in step S21 or step S22.

[0134] Furthermore, information regarding the occupancy rate may be obtained by acquiring real-time information on the weight of each train and calculating it based on that information. That is, the number of passengers on a train can be calculated by subtracting the weight of the train when there are no passengers on board from the weight of each train, and then dividing that by a predetermined value representing the weight of one passenger. By dividing the calculated number of passengers by the predetermined capacity, information regarding the occupancy rate of each train can be obtained in real time.

[0135] [5. Processing on the management server upon notification] In the above description of the operation, the case in step S21, before the stopping position notification, was described in which the crew terminal 2 uses the stopping position start position information D6 stored in the crew terminal 2 to perform processing such as determining when the braking start position has been reached. Similarly, the case in step S22, before the slow-speed section notification, was described in which the crew terminal 2 uses the slow-speed section start position information D14 stored in the crew terminal 2 to perform processing such as determining when the braking start position has been reached. However, instead, the stopping position start position information D6 and the slow-speed section start position information D14 may be stored in the storage unit 12 of the management server 1, and the management server 1 may perform processing such as determining when the braking start position has been reached.

[0136] In this case, the crew terminal 2 immediately transmits the location information acquired in step S21-1 or step S22-1 to the management server 1. At the management server 1, the control unit 11 determines whether the braking start position has been reached in the same manner as described in step S21-2 or step S22-2. If it determines that the train is located within a predetermined distance from the position related to the braking start position information D6 before the stopping position or the braking start position information D14 before the slow-speed section, the control unit 13 transmits a command to the crew terminal 2 via the communication network N to sound the alarm unit 36 ​​of the wearable terminal 3. Upon receiving this command, the crew terminal 2's control unit 21 transmits a command to the wearable terminal 3 via the communication network N from the communication unit 23 to sound the alarm unit 36.

[0137] Furthermore, the determination process at the end of notification (steps S21-5 and S22-5) may also be performed by the control unit 11 on the management server 1, and then a command to stop the ringing of the ringing unit 36 ​​of the wearable terminal 3 is sent from the communication unit 13 to the crew terminal 2 via the communication network N. Upon receiving this command, the control unit 21 on the crew terminal 2 sends a command to stop the ringing of the ringing unit 36 ​​from the communication unit 23 to the wearable terminal 3 via the communication network N.

[0138] [6. Changes to speed limit zones] In the above explanation of the operation, a slow-speed section was given as an example of a speed-restricted section, which is a section in which the train's running speed is restricted to a predetermined speed (referred to as the speed limit; a slow-speed section is one example) compared to a normal section. However, for speed-restricted sections other than slow-speed sections, it is possible to determine the section in which the train should actually run at the speed limit in the same manner as explained in step S12, determine the braking start position before the speed-restricted section in the same manner as explained in step S13, and then give a notification before the speed-restricted section in the same manner as explained in step S22.

[0139] Other speed restriction sections besides slow-speed sections include, for example, sections where switches are installed on the tracks, or sections where the tracks are curved, in which the train's speed is restricted compared to normal sections.

[0140] [7 Display at each position] The position determined in steps S11 to S13 (the position related to any of the following: braking start position information D6 before stopping, slow speed section start point information D91, slow speed section end point information D92, or braking start position information D14 before slow speed section) may be displayed on the display unit 24 of the crew terminal 2, so that the crew of the train using the crew terminal 2 can confirm the braking start position related to braking start position information D6 before stopping, the start point of the slow speed section related to slow speed section start point information D91, the end point of the slow speed section related to slow speed section end point information D92, and the braking start position related to braking start position information D14 before slow speed section.

[0141] In this case, for example, as shown in the point location confirmation screen G1 in Figure 7, a map is displayed, and if any of the following exist on the track R on the map: the braking start position related to the braking start position information D6 before the stopping position, the starting point of the section requiring slow speed related to the section requiring slow speed start point information D91, the ending point of the section requiring slow speed related to the section requiring slow speed end point information D92, or the braking start position related to the braking start position information D14 before the slow speed section, a screen displaying a predetermined icon A at that position is shown on the display unit 24, so that the crew of the train using the crew terminal 2 can confirm each position.

[0142] In Figure 7, Icon A is shown with the contents of each icon blank. However, it is preferable to display railway-specific marks, such as railway meters or slow-speed signals, within the icon to make it possible to identify what location the icon represents. [Explanation of symbols]

[0143] 100 Train Crew Support System 1. Management Server (Train Crew Support System) 11 Control Unit (means for determining braking start position, means for determining speed restriction required section) 12 Storage section 13. Communications Department (Means of Acquisition) 2. Crew terminal (terminal device) 21 Control Unit (Notification Control Means) 22 Memory section 23 Communications Department 24 Display 25 Control section 26 Location information acquisition section 3. Wearable devices (notification methods) N Communication Network D2 Stop position information D3 Occupancy information before stopping position D4 Information on the speed of travel before stopping position D5 Stop position weather information D6 Braking start position information before stop position D7 Slow-down section information D71 Information on the starting point of the slow-speed section D72 Information on the end of the slow-speed section D8 Vehicle Count Information D9 Information on sections requiring slow speed D91 Information on the starting point of the section requiring slow speed. D92 Information on the end of the section requiring slow speed D10 Slow Speed ​​Information D11 Ridership information before slow-speed section D12 Speed ​​information before slow-speed zone D13 Weather information for slow-speed sections D14 Information on the starting position of braking before a slow-speed section

Claims

1. An acquisition means for acquiring information relating to the stopping position or speed restriction section of a target train, A train crew support device comprising: braking start position determination means for determining a braking start position, which is the position in which braking of the target train should begin before the aforementioned stopping position or speed limit section; Equipped with a terminal device carried by the train crew, The terminal device includes a notification control means that notifies the crew of the determined braking start position via a notification means, The notification control means, when a notification relating to the stopping position and a notification relating to the speed limit section overlap, If the braking start position related to the stopping position is located before the start of the speed-restricted section, both the notification related to the stopping position and the notification related to the speed-restricted section shall be made by the notification means. A train crew support system characterized in that, if the braking start position related to the stopping position is located within a speed-restricted section, the notification means only provides notification related to the speed-restricted section.

2. The train crew support system according to claim 1, characterized in that the braking start position determination means predicts the distance required to reduce the speed of the target train to a predetermined speed using at least one of the following: information relating to the occupancy rate of the target train, information relating to the running speed of the target train, and information relating to the weather.

3. The braking start position is the position where the target train should begin braking before reaching the stopping position. The train crew support system according to claim 2, characterized in that the braking start position determination means predicts the distance required to bring the target train to a stop from its running speed.

4. The braking start position determination means uses a predictive model that predicts the distance required to stop the train using information relating to the train's occupancy rate, information relating to the train's running speed, and information relating to the weather. The train crew support system according to claim 3, characterized in that it predicts the distance required to bring the target train to a stop based on its running speed by inputting information relating to the occupancy rate of the target train, information relating to the running speed of the target train, and information relating to the weather at the stopping position.

5. The braking start position is the position where the target train should begin braking before the speed restriction section. The train crew support system according to claim 2, characterized in that the braking start position determination means predicts the distance required to decelerate the target train from its running speed to the speed limit in the speed-restricted section.

6. The braking start position determination means uses a predictive model that predicts the distance required to decelerate the train from its running speed to the speed limit, using information relating to the train's occupancy rate, information relating to the train's running speed, information relating to the speed limit in the speed-restricted section, and information relating to the weather. The train crew support system according to claim 5, characterized in that it predicts the distance required to decelerate the target train from its running speed to the speed limit by inputting information relating to the occupancy rate of the target train, information relating to the running speed of the target train, information relating to the speed limit in the speed-restricted section, and information relating to the weather in the speed-restricted section.

7. The train crew support system according to claim 2, characterized in that the braking start position determination means further uses information relating to the vehicle type of the target train to predict the distance required to reduce the speed of the target train to a predetermined speed.

8. The braking start position is the position where the target train should begin braking before the speed restriction section. The system further comprises a means for determining a speed restriction zone, which is a section in which a train must travel at the speed limit when it approaches the aforementioned speed restriction zone. The train crew support system according to any one of claims 1 to 7, characterized in that the speed restriction section determination means determines the speed restriction section using information relating to the length of the target train.

9. The train crew support system according to claim 8, characterized in that the means for determining the speed restriction required section determines the end point of the speed restriction required section to be a position advanced in the direction of travel of the target train by the length of the target train from the end point of the speed restriction section.

10. The train crew support system performs the following: An acquisition step to obtain information related to the stopping position or speed restriction section of the target train, A braking start position determination step, which determines the braking start position, which is the position in which the braking of the target train should begin before the aforementioned stopping position or speed limit section, The terminal device carried by the train crew performs the following actions: A notification control step in which the determined braking start position is notified to the crew member by a notification means, Includes, The notification control step occurs when a notification regarding the stopping position and a notification regarding the speed limit section overlap. If the braking start position related to the stopping position is located before the start of the speed-restricted section, both the notification related to the stopping position and the notification related to the speed-restricted section shall be made by the notification means. A train crew support method characterized in that, when the braking start position related to the stopping position is located within a speed-restricted section, the notification means is used to provide only notification related to the speed-restricted section.

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