JP2024057303A - Transport machine management support apparatus, transport machine management support method, and transport machine management support program - Google Patents

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

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

For example, when employees of operators who handle transportation equipment that transports passengers according to a set operation plan (hereinafter referred to as "passenger transportation operators"), such as railway operator employees such as station staff and train crew members, bus operator employees such as drivers, and airline 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 (trains, buses, airplanes, etc.) that is in operation. Therefore, a system is known that aims to provide railway operator employees with location information and delay information of each train in operation (see, for example, Patent Document 1).

JP 2015-155220 A

When there is a delay in the operation of a transportation device transporting passengers according to a set operation plan, it is often the case that multiple transportation devices are delayed at the same time, so staff at the passenger transportation company need to understand the delay situation for multiple delayed transportation devices.
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 on 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 the pop-up screen for each transportation equipment one by one, which is extremely time-consuming.

The objective 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 can easily grasp the delay status of multiple transportation equipment simultaneously.

In order to solve the above problems, the present invention provides a transportation equipment management support device, comprising:
A first acquisition means for acquiring map information;
a second acquisition means for acquiring information regarding the location of a specific type of transportation equipment located within an area related to the map information;
a third acquisition means for acquiring delay time information, which is information regarding a delay time of the transportation equipment, when a delay occurs in the transportation equipment;
a first display control means for causing a display means to display a map based on the map information acquired by the first acquisition means;
a second display control means for displaying a first icon at a location of the transportation device on the map when a delay time of the transportation device 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 transportation device on the map when a delay time of the transportation device exceeds a predetermined first time;
The present invention is characterized by comprising:

The present invention relates to a transportation equipment management support device, comprising:
The present invention is characterized in that it further comprises a fourth display control means for displaying a third icon instead of the second icon at the location of the transportation equipment on the map when the delay time of the transportation equipment exceeds a predetermined second time.

The present invention relates to a transportation equipment management support device, comprising:
the transportation device is a train,
A fourth acquisition means for acquiring inter-station located train information which is information related to an inter-station located train that is a train located between stations,
The third acquisition means is characterized in that it calculates a delay time of the train located between the stations using the inter-station located train information acquired by the fourth acquisition means.

The present invention relates to a transportation equipment management support device, comprising:
the transportation device is a train,
A fifth acquisition means for acquiring station-located train information which is information related to a station-located train that is a train located at a station,
The third acquisition means is characterized in that it calculates a delay time of the train located at the station using the station-located train information acquired by the fifth acquisition means.

The present invention relates to a transportation equipment management support device, comprising:
the transportation device is a train,
When the third acquisition means acquires the delay time information, the system is characterized in that it is provided with a stop time determination means which determines the stop time at a station of each train running on the railway line on which the delayed train runs.

The present invention relates to a transportation equipment management support device, comprising:
A sixth acquisition means for acquiring information regarding the number of passengers or the passenger occupancy rate of each train running on the railway line,
The stop time determination means is characterized in that it determines the stop time of each train traveling on the railway line at a station so as to equalize the number of passengers or the occupancy rate of each train traveling on the railway line.

The seventh aspect of the present invention provides a transportation equipment management support device according to the fifth aspect,
a seventh acquisition means for acquiring information on a congestion rate of each station on the railway line;
The stop time determination means determines the stop time of each train traveling on the railway line at a station so as to equalize the congestion rate at each station on the railway line.

The present invention provides a transportation equipment management support method, comprising:
A first acquisition step of acquiring map information;
a second acquisition step of acquiring information regarding the location of a specific type of transportation equipment located within an area related to the map information;
a third acquisition step of acquiring delay time information, which is information regarding a delay time of the transportation equipment, when a delay occurs in the transportation equipment;
a first display control step of causing a display means to display a map based on the map information acquired in the first acquisition step;
a second display control step of displaying a first icon at a location of the transportation device on the map when a delay time of the transportation device 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 transportation device on the map when a delay time of the transportation device exceeds a predetermined first time;
The present invention is characterized by comprising:

The present invention provides a transportation equipment management support program, comprising:
Computer,
A first acquisition means for acquiring map information;
A second acquisition means for acquiring information regarding a location of a transportation device located within an area related to the map information;
a third acquisition means for acquiring delay time information, which is information regarding a delay time of the transportation equipment, when a delay occurs in the transportation equipment;
a first display control means for causing a display means to display a map based on the map information acquired by the first acquisition means;
a second display control means for displaying a first icon at a location of the transportation device on the map when a delay time of the transportation device 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 transportation device on the map when a delay time of the transportation device exceeds a predetermined first time;
The present invention is characterized in that it functions as a

The present invention provides a transport equipment management support device, a transport equipment management support method, and a transport equipment management support program that can easily grasp the delay status of multiple transport equipment simultaneously.

1 is a block diagram showing a configuration of a train management support system according to an embodiment. 4 is a flowchart showing a flow of operations performed when checking the on-track status, etc., of the train management support system according to the embodiment. 4 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. 4 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. 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. 4 is a flowchart showing the flow of operations performed 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. 5 is a flowchart showing a flow of operations performed when determining an evacuation route from a train that stops between stations in the train management support system according to the embodiment. 5 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. 10 is a flowchart showing a 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. 1 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 that stops between stations needs to move during a disaster. 1 is a flowchart showing the flow of operations performed when issuing an alert in the event of a landslide risk in the train management support system according to an embodiment. FIG. 2 is a diagram showing a first track status viewing screen of the train management support system according to the embodiment. FIG. 13 is a diagram showing a second track status viewing screen of the train management support system according to the embodiment. FIG. 13 is a diagram showing a third track status viewing screen of the train management support system according to the embodiment. FIG. 13 is a diagram showing a fifth on-track status viewing screen of the train management support system according to the embodiment. 1A and 1B are diagrams showing the transition of icons when a train is delayed in the train management support system of an embodiment, in which (a) shows a state in which only the train icon is displayed, (b) shows a state in which a first delay display is displayed in addition to the train icon, and (c) shows a state in which a second delay display is displayed in addition to the train icon. FIG. 2 is a diagram showing a facility-specific disaster information display screen of the train management support system according to the embodiment.

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

[First Configuration]
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 an employee terminal 7, which is a terminal device used by each employee of the railway operator, and these devices are connected via a communication network N.

It should be noted that the above-mentioned servers do not necessarily need to be provided separately, and a single device may function as multiple servers.
Conversely, each of the above-mentioned 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.

[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 in the operation explanation below 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.

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

[(2) Storage Unit]
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 described in the operation explanation below and data generated in the management server 1 in a manner that can be read and written by the control unit 11.
In addition, the memory unit 12 stores a program including various instructions 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.

[(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.

[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 described below.

As shown in FIG. 1, the map information server 2 is configured similarly to the management server 1, and includes, for example, a control unit 21, a memory unit 22, and a communication unit 23.

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 is configured, for example, by a HDD, a semiconductor memory, etc., similar to the storage unit 12 in the management server 1, and stores the map information D1.

[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-line 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.

As shown in FIG. 1, the train information server 3 is configured similarly to the management server 1, and includes, for example, a control unit 31, a memory unit 32, and a communication unit 33.

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 memory unit 32, like the memory unit 12 in the management server 1, is composed of, for example, a HDD, a semiconductor memory, etc., and stores therein the track location information D2, the occupancy rate information D3, the operation plan information D4, and the elapsed time information D5.

[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 position information D18, as described below, and transmits them to the management server 1.

As shown in FIG. 1, the personnel information server 4 is configured similarly to the management server 1, and includes, for example, a control unit 41, a memory unit 42, and a communication unit 43.

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 memory unit 42 is configured, for example, by a HDD, a semiconductor memory, etc., similar to the memory unit 12 in the management server 1, and stores the personnel list information D17 and the personnel position information D18.

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

As shown in FIG. 1, the disaster information server 5 is configured similarly to the management server 1, and includes, for example, a control unit 51, a memory unit 52, and a communication unit 53.

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, similar to the memory unit 12 in the management server 1, is composed of, for example, a 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.

[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 situation information D31, as described below, and transmits them to the management server 1.

As shown in FIG. 1, the route information server 6 is configured similarly to the management server 1, and includes, for example, a control unit 61, a memory unit 62, and a communication unit 63.

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

[7 Staff Terminal]
The staff terminal 7 is an information device such as a smartphone or tablet terminal carried by each staff member of the railway operator, and is used to display information received from the management server 1, as described below.
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.

As shown in FIG. 1, the staff terminal 7 is configured to include a control unit 71, a memory unit 72, and a communication unit 73, similar to the management server 1, and further includes a display unit 74, an operation unit 75, and a location information acquisition unit 76.

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, a 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 explanation below.

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

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 a 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.

The location information acquisition unit 76 is a part that acquires information about 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 is capable of acquiring location information of the staff terminal 7. For example, a receiver for signals related to other satellite positioning systems may be used.

[8 Communication Network]
The communication network N is, for example, the Internet, a telephone line network, a mobile phone communication network, a wireless LAN communication network, etc., and connects the various 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.

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

[1 Normal operation]
First, the operation of the train management support system 100 under normal circumstances will be described with reference to the flowcharts of FIG. 2 to FIG.
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.

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

[A. Operation flow]
When using this system to check the location status of each train, etc., 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 the map information D1 from the map information server 2 (step S11-1).

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

As a specific acquisition method, for example, the control unit 11 of the management server 1 transmits a predetermined command from the communication unit 13 via the communication network N to the map information server 2 to transmit the map information D1. In the map information server 2 that receives this, the control unit 21 transmits the map information D1 stored in the memory unit 22 from the communication unit 23 via the communication network N to the management server 1. The management server 1 receives the data transmitted from the map information server 2 via the communication unit 13, thereby acquiring the map information D1.

Next, the control unit 11 of the management server 1 obtains from the train information server 3 the following: on-line location information D2, which is information related to the on-line 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 related 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 related 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 related to the elapsed time since each train located within the area related to the map information D1 departs from the previous station (step S11-2).
The operation plan information D4 is information that indicates the schedule according to which each train will be operated, 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.

As a specific acquisition method, the control unit 11 of the management server 1 transmits a predetermined command from the communication unit 13 via the communication network N to the train information server 3 to transmit the on-track position information D2, the occupancy rate information D3, the operation plan information D4, and the elapsed time information D5. In the train information server 3 that receives this command, the control unit 31 transmits the on-track position information D2, the occupancy rate information D3, the operation plan information D4, and the 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 receives the data transmitted from the train information server 3 via the communication unit 13, thereby acquiring the on-track position information D2, the occupancy rate information D3, the operation plan information D4, and the elapsed time information D5.

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 FIG. 12, the first track status viewing screen G1 is a screen that displays a map display G11 in which a map is displayed, a diagram display G12 in which a diagram is displayed, and a line information display G13 in which line information is displayed.

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

The diagram display G12 displays a diagram relating to 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 direction selection field G122, and a diagram display field G123.

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's staff member using the staff 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 diagram display area G123 during the previous use may be automatically selected, or a specific route may be automatically selected.

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 the staff of the railway company using the staff 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 area G123 during the previous use may be automatically selected, or a specific direction may be automatically selected.

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

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.

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's staff member using the staff 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.

The destination selection field G132 is an input field for selecting the destination 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 the staff of the railway company using the staff 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 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 direction may be automatically selected.

The total number of passengers display field G133 is a display field in which 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 is displayed 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 for the destination selected in the destination selection field G132 is displayed in a bar graph for each time period.

When the first track status viewing screen G1 is generated, the control unit 11 of the management server 1 transmits data relating to that screen (first track status viewing screen data D6) together with a command to display that screen on the display unit 74 from the communication unit 13 via the communication network N to the staff terminal 7 (step S11-4).

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).

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. This causes the first train location status viewing screen G1 displayed on the display unit 74 of the staff terminal 7 to be updated at predetermined time intervals, so that 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 to display the latest information in real time, which is also the case for the second train location status viewing screen G1A, the third train location status viewing screen G1B, the fourth train location status viewing screen, the fifth train location status viewing screen G1C and the sixth train location status viewing screen described below.

When the first on-track status viewing screen G1 is displayed on the display unit 74, the railway operator's staff 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). There are no particular limitations on the setting method as long as the railway operator's staff using the staff terminal 7 can set an arbitrary display range.

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 track status viewing screen G1A as shown in FIG. 13 (step S11-8).

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

When the range of the displayed area is narrower than a predetermined range, the map display G11A includes, as shown in FIG. 13, a track display G111 that displays the railroad tracks existing within 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. In addition, a train number display G116 that displays the train number of the train is displayed above the train icon G113.

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 changed gradually in proportion to the occupancy rate, or may be changed stepwise, 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 a predetermined first occupancy rate and less than a predetermined second occupancy rate, a third height when the occupancy rate is equal to or greater than a predetermined second occupancy rate and less than a predetermined third occupancy rate, and a fourth height when the occupancy rate is equal to or greater than a predetermined third occupancy rate. Both the gradual and stepwise cases are included in the case where the height of the train icon G113 changes according to the occupancy rate related to the occupancy rate information D3.

It is also preferable to display the train icon G113 differently for trains stopped at a station and trains located between stations, so that trains stopped at a station can be distinguished from trains located between stations. In FIG. 13, three triangles pointing in the direction of travel are displayed for trains located between stations, while the middle triangle is shown as a square for trains stopped at a station.

In addition, when 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 acquired in step S11-2, 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 that are transporting passengers located within the area related to the map information D1, the train icon G113 can be displayed only for trains that are transporting passengers located within the display range of the map display G11A.
It is also possible to obtain information about all trains located within the area related to the map information D1 in step S11-2, and then in step S11-8, extract only information about trains that are transporting passengers and located within the display range of the map display G11A, and generate the second track status viewing screen G1A by displaying the train icon G113 only for the extracted trains.

When the second track status viewing screen G1A is generated, the control unit 11 of the management server 1 transmits data relating to that screen (second track status viewing screen data D8) together with a command to display that screen on the display unit 74 from the communication unit 13 via the communication network N to the staff terminal 7 (step S11-9).

In the staff terminal 7 that has received the second track 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 track status viewing screen G1A based on the received second track status viewing screen data D8 (step S11-10).

[B. Explanation of Effects]
According to the train management support system 100 of this embodiment, the train location status and the like can be confirmed as described above, and therefore the following effects can be obtained.

In other words, in this embodiment, the management server 1 acquires map information D1 from the map information server 2, acquires on-line location information D2 and occupancy rate information D3 from the train information server 3, generates a second on-line status viewing screen G1A based on these, and transmits second on-line status viewing screen data D8, which is data relating to the screen, to the staff terminal 7, so that the second on-line status viewing screen G1A is displayed on the display unit 74 of the staff terminal 7.
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 running position of the train, on the map display G11A so that its height varies depending on the train's occupancy rate.

Therefore, railway operator staff using the staff terminal 7 can ascertain 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 related to the train congestion status to railway operator staff using the staff terminal 7 in a form that is easy to visually recognize.

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

[A. Operation flow]
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 that train from the diagram display G12 (step S12-1).

Specifically, the user selects the desired route from the route selection field G121, selects the desired destination from the destination selection field G122, and then selects the train number of the train for which the user wishes to check the location 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, or other operations using the operation unit 75.

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 via the communication network N to the management server 1 (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 FIG. 14 (step S12-3).

The third on-line status viewing screen G1B is a map display G11A of the second on-line status viewing screen G1A, in which the displayed map range is the area around the on-line position 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 is a display of details about that train, is displayed.

As shown in FIG. 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.

When the third track status viewing screen G1B is generated, the control unit 11 of the management server 1 transmits data relating to that screen (third track status viewing screen data D10) together with a command to display that screen on the display unit 74 from the communication unit 13 via the communication network N to the staff terminal 7 (step S12-4).

In the staff terminal 7 that has received the third track 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 track status viewing screen G1B based on the received third track status viewing screen data D10 (step S12-5).

[B. 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 obtaining the following effects.

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

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

Therefore, railway operator staff using 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 the train's current position on the map.

(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.

[A. Operation flow]
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 specific train from the map display G11A (step S13-1).

Specifically, the train icon G113 displayed on the map display G11A that corresponds to the train for which the user wishes to check the diagram can be selected by clicking, tapping, or other operations using the operation unit 75.

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 via the communication network N to the management server 1 (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).

The fourth on-track status viewing screen is a screen similar to the second on-track status viewing screen G1A, in which the diagram display G12 is set to a state 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 train diagram related to the map-selected train information D11 is displayed in the diagram display field G123.

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

In the staff terminal 7 that has received the fourth track 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 track status viewing screen based on the received fourth track status viewing screen data D12 (step S13-5).

[B. 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.

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

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-line 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-line status viewing screen data D12, which is data relating to that screen, is sent to the staff terminal 7, thereby causing the fourth on-line status viewing screen to be displayed on the display unit 74 of the staff terminal 7.
This makes it possible to display on the display unit 74 a diagram display G12 including a diagram showing the operation plan of a train selected by an employee of the railway operator using the employee terminal 7 from among the trains whose train icons G113 are displayed on the map display G11A.

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.

[(4) Step S14: Transition from display of inter-station train locations to map]
Next, the operation of displaying a list of inter-station located trains, which are trains that are located between railway stations, and displaying the location status, etc. of a train selected from the list on a map will be explained with reference to the flowchart of Figure 5.

[A. Operation flow]
When the second track status viewing screen G1A is displayed on the display unit 74 in step S11-10, if an employee of the railway operator 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 between stations on the railway line), the employee performs a specified operation using the operation unit 75, and when the operation is performed, the control unit 71 transmits information indicating that the above operation has been performed, that is, inter-station train location display instruction information D13, from the communication unit 73 via the communication network N to the management server 1 (step S14-1).

In the management server 1, which receives the inter-station train location display instruction information D13 via the communication unit 13, the control unit 11 generates the fifth track status viewing screen G1C as shown in FIG. 15 (step S14-2).

The fifth on-line status viewing screen G1C is a variation of the second on-line status viewing screen G1A in which a list of trains located between stations is displayed as a train location display G14, which is superimposed on a map display G11A.

The inter-station train display G14 displays the line name, destination, train number, section currently in operation, number of cars, number of passengers/capacity (occupancy rate), and time elapsed since departure from the previous station for each inter-station train, 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 of extracting trains located between stations is not particularly limited, but for example, the train's on-line location information D2 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 trains may be extracted by determining whether the location of each train is a station or a location other than a station.

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 a railway operator's staff member 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 trains located between stations to be displayed, it is preferable to be able to set a condition such as a minimum number of minutes that have elapsed since departure from the previous station, for example, as shown in FIG.

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

In the staff terminal 7 that has received the fifth track 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 track status viewing screen G1C based on the received fifth track status viewing screen data D14 (step S14-4).

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-station train status display G14, specifically its on-track location and congestion status, the employee selects the train from the on-station train status display G14 (step S14-5).

Specifically, from the list of trains located between stations displayed in the train location display G14, the display related to the train for which you want to check the location status (each row of the train location display G14) can be selected by clicking, tapping, or other operations using the operation unit 75.

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).

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, a train icon G113 relating to the train selected in step S14-5 is displayed, and a train details display G114 relating to the details of the train selected in step S14-5 is displayed around the train icon G113.

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

In the staff terminal 7 that has received the sixth track 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 sixth track status viewing screen based on the received sixth track status viewing screen data D16 (step S14-9).

[B. 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 a map as described above, thereby obtaining the following effects.

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

Then, when one of the trains displayed in the inter-station train location display G14 is selected by a railway operator staff member using the staff terminal 7, a sixth on-line 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 transmitting the data relating to that screen, that is, the sixth on-line status viewing screen data D16, to the staff terminal 7, the sixth on-line status viewing screen is displayed on the display unit 74 of the staff terminal 7.
This allows a map display G11B including the running position of the train selected on the inter-station train 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 display G14 to be displayed on the map display G11B.

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

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

[A. Transition of displayed icons]
When the delay time of the train is less than a predetermined first time (e.g., 3 minutes), nothing is displayed around the train icon G113 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 FIG. 16 (a).

In contrast, when the delay time of the train is equal to or greater than a predetermined first time (e.g., 3 minutes) and is 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 is less than the predetermined second time, as shown in FIG. 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 the 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 with the first delay display G115A displayed around them can be viewed as icons indicating trains whose delay exceeds a predetermined first time and does not exceed a predetermined second time.

In addition, when the delay time of the train becomes equal to or longer than a predetermined second time (e.g., 10 minutes), a second delay display G115B indicating that the train delay is equal to or longer than the predetermined second time is displayed, as shown in FIG. 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 may be, for example, a circular area in a predetermined color (e.g., red) different from the first delay display G115A displayed around the train icon G113 as shown in Fig. 16(c). 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.

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 a specified time interval, so that when the train delay time increases and exceeds the specified first time, an icon with the first delay display G115A displayed around the train icon G113 is displayed for trains that previously only displayed the train icon G113, and when the delay time exceeds the specified second time, an icon with the second delay display G115B displayed around the train icon G113 is displayed for trains that previously displayed the first delay display G115A around the train icon G113.

In the above explanation, only the train icon G113 is displayed when the train delay is less than a first time, the first delay display G115A is displayed in addition to the train icon G113 when the train delay is equal to or greater than the first time and less than the second time, and the second delay display G115B is displayed in addition to the train icon G113 when the train delay is equal to or greater than the second time. However, the terms "less than... hours" and "equal to or greater than... hours" do not limit whether or not they include the respective values, and it is also possible that only the train icon G113 is displayed when the train delay is equal to or less than the first time, the first delay display G115A is displayed in addition to the train icon G113 when the train delay is greater than the first time and equal to or less than the second time, and the second delay display G115B is displayed in addition to the train icon G113 when the train delay is greater than the second time.
In either case, when only the train icon G113 is displayed, that icon corresponds to the icon that is displayed when the train delay time does not exceed the first time, when the first delay display G115A is displayed in addition to the train icon G113, these combined correspond to the icon that is displayed when the train delay time exceeds a predetermined 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, these combined correspond to the icon that is displayed when the train delay time exceeds the predetermined second time.

The display is not limited to the three stages described above. For example, the second delay display G115B may be displayed only when the train delay does not exceed a predetermined third time, and when the train delay 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 onward.

[Method of acquiring 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 directly acquired by receiving the information related to the delay time of each train from a system that manages information related to the delay time of an external train via the communication unit 13, or may be calculated in the management server 1 as follows.

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 for a longer period than normal.

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

In other words, 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 the elapsed time since such 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 a 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.

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

In contrast, when a train stops at a station, the train delay time can be calculated using information about trains stopped at such stations (station-located trains).

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 for 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 trains located at the station by subtracting a specific time scheduled for the train to stop at the station from the acquired time.

For example, if a train normally stops at station A for 5 minutes, but the train stops at station A for 10 minutes, the delay is calculated as 10-5=5 minutes.
In addition, if a train is delayed at multiple stations, the delay times calculated in this manner at each station can be added together and the total delay time at each station can be used as the delay time for that train.

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 the delay times in the sections between each station calculated as above and the delay times at each station.

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

In other words, in 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 track status viewing screen G1A based on this information, and transmits data related to the generated screen to the staff terminal 7, so that the second track status viewing screen G1A or the like is displayed on the display unit 74 of the staff terminal 7.
Then, the second on-track status viewing screen G1A and other screens 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.

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

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 track status viewing screen G1A, even when multiple trains are displayed on the screen, making it easy to grasp the delay status of multiple trains displayed on the screen at the same time.

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

Furthermore, if the displayed icons are made to transition in more detail, railway operator staff using the staff terminal 7 can get a more detailed understanding of the delay time 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, a railway operator employee using the employee terminal 7 can know which of the five stages the delay time falls into simply by determining the type of icon.

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 therefore the delay time, making it possible to acquire information regarding the delay time even for trains located between stations for which information regarding the delay time cannot be directly acquired from outside.

In addition, the management server 1 acquires information on 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 thus the delay time, making it possible to acquire information on the delay time even for trains located at stations for which information on the delay time cannot be directly acquired from outside.

(6) Adjustment of train intervals, etc.
Next, a method for adjusting train headway (determining train stop times at stations) using this system when trains are delayed will be described.

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

[(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 traveling on the line where the delay is occurring.

Specifically, the control unit 11 of the management server 1 determines the stop time at a station for each train traveling on the 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 and therefore more passengers will board, while trains with higher occupancy rates will have shorter stop times at stations and therefore fewer passengers will board. Therefore, it is possible to adjust the train intervals so as to equalize the occupancy rates of each train running on a railway line where a delay is occurring.

[(a) Equalizing station congestion rates]
The second adjustment method involves adjusting train intervals so as to equalize the congestion rates at stations along a railway line where a delay is occurring.

First, the control unit 11 obtains information related to the congestion rate for each station on the railway line where a delay is occurring.

Specifically, the control unit 11 first acquires information on the number of users present within the station for each station. The method of acquisition is not particularly limited, and may be, for example, calculated from an image captured by a camera installed within the station, or may acquire information on the number of visitors within a given period of time in the past recorded at the ticket gates of each station and estimate the number of visitors based on the information.
Then, the congestion rate of each station can be calculated by dividing the number of users present within each station by a predetermined number that represents the maximum number of people that can enter each station.
In addition, information regarding the congestion rate of each station may be obtained by receiving it from an external system via the communication unit 13, rather than by calculation in the management server 1.

If the railway line where the delay is occurring 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 the congestion rate only for stations where passengers board or disembark, among the stations on the railway line where the delay is occurring.

When the control unit 11 of the management server 1 acquires information on the congestion rate of each station, it equalizes the congestion rate of each station on the railway line where the delay is occurring based on the acquired congestion rate of each station, and determines the stop time at stations for each train traveling on the line, so that congestion is not concentrated at any particular station.

For example, if there is a station where a large number of passengers get off the train and the congestion rate is high, the arrival time of the train at that station is delayed (the stop time at the previous station is extended) and the stop time at the station for each train traveling on the delayed line is 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 lowering the congestion rate at stations with high congestion rates and adjusting the train intervals to equalize the congestion rates at stations for each train running on a railway line where a delay is occurring.
Note that the above adjustment method is merely one example, and the control unit 11 of the management server 1 can use, in addition to the congestion rate of each station, information related to, for example, the number of visitors to each station per time period and the number of passengers disembarking from the train at each station, as necessary, to appropriately determine the train stop time that will equalize the congestion rate at each station.

In addition, 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 a delay, the stop time at stations for each train traveling on the line experiencing a delay is determined so that the congestion rates at stations where such passengers board and disembark are equalized.

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

First, when used to instruct the implementation of entry restrictions at stations, a numerical value for the congestion rate requiring entry restrictions is set for each station in advance and stored in the memory unit 12. The control unit 11 compares the congestion rate value calculated for each station with the congestion rate value for each station requiring entry restrictions stored in the memory unit 12, and determines whether the calculated congestion rate exceeds the congestion rate requiring entry restrictions.
Then, when 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 the station.
This allows the system to instruct station staff at stations where the congestion rate exceeds a specified value to implement entry restrictions.

In addition, when used to provide information to station users, 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 makes it possible to provide railway line users with information on the congestion rate at each station, and encourages railway line users to take action that takes into account the congestion rate at the station.

[B. 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.

In other words, train intervals have traditionally been adjusted simply to make the intervals between trains uniform, but because such adjustments to train intervals are not made with consideration for the actual congestion status of trains and stations, there is a possibility that, for example, a crowded train may stop for longer, causing further congestion, or that many passengers may get off at a crowded station, causing further congestion.

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 is possible to suppress the concentration of passengers on a particular train, and it becomes easier to prevent crowded trains from occurring.

In addition, when the management server 1 acquires information on the congestion rate at each station on the route where a delay is 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 a delay is occurring prevents passengers from concentrating at a particular station at a particular time period, making it easier to prevent crowded stations from occurring.

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

[A Displayed Icon]
When an abnormality occurs in a train, icons indicating the occurrence of the abnormality and the type of abnormality that has occurred 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, and the sixth train location status viewing screen.

In this case, the management server 1, for example, acquires information transmitted from an external system that manages information related to abnormalities occurring on trains by receiving it via the communication unit 13, and then displays an icon of a type predetermined according to 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 viewing screen G1A, the third train location viewing screen G1B, the fourth train location viewing screen G1C or the sixth train location viewing screen.

In addition, possible types of abnormality could be, for example, vehicle breakdown, trouble between passengers, etc., and a different type of icon could be displayed for each type of abnormality.

Furthermore, the management server 1 may determine a priority order for dealing with trains experiencing abnormalities, and display the information on 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.

Specifically, for example, a priority order 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 acquired. When abnormalities occur on multiple trains, the type of abnormality with a higher priority is given priority. A priority order for response to the train in which an abnormality has occurred is determined, and an icon indicating the priority order is 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.

In addition, for example, the passenger occupancy rate information D3 acquired in step S11-2 may be used to determine the priority of responses to trains in which an abnormality has occurred, with priority being given to trains with higher passenger occupancy rates.

In addition, for example, the priority order for dealing with trains in which an abnormality has occurred may be determined by first using both the information on the type of abnormality and the occupancy rate information D3, so that the higher the priority of the type of abnormality, the higher the priority. Then, for trains in which the same type of abnormality has occurred, the occupancy rate information D3 may be used to give priority to trains with higher occupancy rates.

[B. Explanation of Effects]
According to the train management support system 100 of this embodiment, by displaying information related to an abnormality that has occurred on a train and the priority of response to a train in which an abnormality has occurred as described above, the following effects can be obtained.

In other words, according to this embodiment, when a specific 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), generating a screen such as the second on-track status viewing screen G1A, transmitting data related to the screen to the staff terminal 7, and displaying the screen on the display unit 74 of the staff terminal 7, thereby making it possible to display information related to the abnormality that occurred in the train at the position on the map of the train where the abnormality occurred.

This allows railway operator staff using staff terminal 7 to grasp information about abnormalities occurring on trains, along with the location information of the train.

In addition, according to this embodiment, when a specific abnormality occurs in a train, the management server 1 acquires information related to the abnormality, and uses the acquired information and/or the occupancy rate information D3 to determine the priority of the response to the train in which the abnormality occurred. The determined information related to the 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 track status viewing screen G1A is generated, data related to the screen is sent to the staff terminal 7, and the staff terminal 7 displays the screen on the display unit 74, so that information related to the priority of the response to the abnormality in the train can be displayed at the position of the train in which the abnormality occurred on the map.

This allows railway operator staff using staff terminal 7 to grasp information about abnormalities occurring on trains, as well as information about the priority of responses to those abnormalities, along with the location information of the train.

[2 Disaster response]
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 FIG. 6 to FIG.

[(1) Step S21: Determining the number of personnel to be dispatched to trains stopping between stations and the dispatch route]
First, the operation of the present 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 of FIG.

[A. Operation flow]
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 the trains that are stopped during a disaster include not only trains that are stopped after a disaster actually occurs, but also trains that are stopped 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.

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

Then, the control unit 11 of the management server 1 acquires 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).

The personnel list information D17 includes, for example, information about each personnel member, such as the name, department, position, and available tasks.
In addition, for example, for each personnel, the personnel position information D18 is acquired at a predetermined interval by the position information acquisition unit 76 of the staff terminal 7, and is linked to the identification information of each personnel and transmitted to the personnel information server 4. Each time the personnel information server 4 acquires information from the staff terminal 7, the position information of each personnel stored in the memory unit 42 is updated, so that the latest position information of each personnel is always stored in the memory unit 42 of the personnel information server 4.

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

Next, the control unit 11 of the management server 1 acquires 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-line position information D2 acquired in step S21-1) from the disaster information server 5, out of the evacuation order information D19 stored in the storage unit 52 (step S21-3). As the evacuation order information D19, each time an evacuation order is issued by each local government due to some disaster, the 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 for people in the local government to evacuate, regardless of the name they are actually given.

Specifically, the control unit 11 of the management server 1 transmits the on-rail position information D2 acquired in step S21-1 from the communication unit 13 via the communication network N to the disaster information server 5. In the disaster information server 5 that receives this, the control unit 51 extracts the evacuation order information D19 issued to local governments located within a predetermined distance from the position related to the acquired on-rail position 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 acquires the evacuation order information D19 by receiving the data transmitted from the disaster information server 5 via the communication unit 13.

Then, the control unit 11 of the management server 1 uses the information received in steps S21-1 to S21-3 to determine the personnel to be dispatched to the inter-station train whose information was obtained in step S21-1 (step S21-4).

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 the evacuation order related to the evacuation order information D19 acquired in step S21-3 has been issued (step S21-4-1).

Furthermore, the control unit 11 compares the stopping location of the train that stops 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 that stops between stations, and determines the extracted personnel as the personnel to be dispatched to the train that stops between stations (step S21-4-2).

In the extraction process in step S21-4-2, the personnel with the closest straight-line distance may be simply extracted as described above, but it is more preferable to calculate the distance of each personnel's travel path to the stopping position of the train that stops between stations (the shortest travel distance along the road) and then extract the personnel with the shortest distance.
Furthermore, it is even more preferable to use information related to road congestion (occurrence of traffic jams, etc.) 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.

The control unit 11 then determines whether the personnel determined in step S21-4 have been determined to be dispatched to other inter-station trains during overlapping time periods (step S21-5).

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.

In contrast, 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 that stop between stations during the overlapping time period, it is determined whether the priority of personnel dispatch for the train that stops between stations about which information was obtained in step S21-1 is higher than that of the other trains that stop between stations (step S26-6).

Specifically, for example, by referring to the occupancy rate information D3 acquired in step S21-1, the train with a higher occupancy rate may be given a higher priority for dispatching personnel.

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

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

The line information D20 is information about the track of each railway line, including information about its location, facilities, and surrounding terrain, and includes information about points at which it is possible to enter and exit the track of each line, specifically, points where facilities are provided that allow for entering and exiting the track, and points where the terrain around the track allows for entering and exiting the track.

As a specific acquisition method, the control unit 11 of the management server 1 transmits information capable of identifying the railway line on which the inter-station stopping train, whose information was acquired in step S21-1, such as the line name, to the line information server 6 from the communication unit 13 via the communication network N. In the line information server 6 that receives this, the control unit 61 extracts information on the railway line from the line 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 transmitted from the line information server 6 via the communication unit 13, thereby acquiring line information D20 on the railway line on which the inter-station stopping train, whose information was acquired in step S21-1, travels.

Then, 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 information was obtained in step S21-1 (step S21-8).

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 onto the tracks and points at which the terrain around the tracks allows entry onto the tracks, as well as their location information. Therefore, from among such points (accessible points), the control unit 11 extracts a route for entering the tracks from a point that is closest to the position related to the on-track position information D2 acquired in step S21-1 (step S21-8-1).

In this case, a point where there is equipment that allows access onto the tracks is, for example, a level crossing or a point where there is a service entrance for staff, and a point where the terrain around the tracks allows access onto the tracks is, for example, a point where the tracks are installed on the ground, rather than an elevated track or tunnel.

Alternatively, instead of the above, information relating to the stopping positions of trains stopping between stations and information relating to the positions of personnel determined in step S21-4 may be used to extract a route that allows entry onto the tracks from the optimal access point located between them.
In this case, for example, the train enters the track from an accessible point that is located at a position that allows the train to move in the shortest time between the stop position of the train that stops between stations and the position of the personnel determined in step S21-4, and such a shortest route is extracted in step S21-8-1. In addition, as such a shortest route, for example, the distance of the movement route between the stop position of the train that stops between stations and the position of the personnel 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 more preferable to use information related to the congestion status of the road (occurrence of traffic jams, etc.) to calculate the time required for each route to move from the position of the personnel determined in step S21-4 to the stop position of the train that stops between stations, and extract the route with the shortest time.

The control unit 11 then determines whether the route extracted in step S21-8-1 passes through a local government entity for which an evacuation order has been issued, as related to the evacuation order information D19 acquired in step S21-3 (step S21-8-2).

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

In contrast, if it is determined that 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, the control unit 11 will remove that route and then return to step S21-8-1 to extract a route again.

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 specific commands including the location of the destination train stopping between stations and the route to be used when heading to the 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). In 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 enables the railway operator's staff using the staff terminal 7 to follow the displayed dispatch route and head out to rescue the train that is stopping between stations.

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

In other words, 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 the on-line location information D2. This makes it possible to present an appropriate route for personnel to reach the train to which they are to be dispatched to trains that stop between stations.

In addition, the management server 1 acquires route information D20 from the route information server 6 and uses that information to determine the dispatch route for 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.

In addition, the line information D20 acquired by the management server 1 includes information regarding entry points, which are points where a train that stops between stations can enter the tracks of a line where the train is stopped. The management server 1 determines, as the dispatch route, a route that can enter the tracks from a point among such points (entry points) that is closest to the stopping position of the train that stops between stations (the position related to the on-line position information D2), and thereby makes it possible to present to personnel dispatched to the train that stops between stations a route that can reliably enter the tracks and requires the shortest distance to travel on the tracks.

In addition, the management server 1 obtains evacuation order information D19 from the disaster information server 5, and uses the information to determine whether the extracted route is a route that passes through a local government entity where an evacuation order has been issued. If the route passes through a local government entity where 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 the local government entity where an evacuation order has been issued.
This will make it possible to present safer routes to personnel assigned to trains that stop between stations, avoiding routes that pass through local governments where evacuation orders have been issued.

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. By using this information to determine the personnel to be dispatched to trains located between stations, it becomes possible to determine appropriate personnel to be dispatched to trains that stop between stations, taking into account the location of trains that stop between stations and the location of each personnel.

In addition, 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 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.

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.

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

[A. Operation flow]
When a train stops between stations during a disaster such as an earthquake, the management server 1 acquires information related to the train (railway 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.

Next, similar to step S21-3, the control unit 11 of the management server 1 acquires information related to evacuation orders 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) from the evacuation order information D19 stored in the memory unit 52 from the disaster information server 5 (step S22-2).

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

The control unit 11 of the management server 1 then determines an evacuation route for passengers from the inter-station train whose information was obtained in step S22-1 (step S22-4).

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 equipment is installed that allows 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 a point that is closest to the position related to the on-track position information D2 acquired in step S22-1 (step S22-4-1).

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

In this case too, points where there is equipment that allows one to exit from within the tracks are, for example, points where there are level crossings or service entrances for staff, and points where the terrain around the tracks allows one to exit from within the tracks are, for example, points where the tracks are installed on the ground, rather than on an elevated track or in a tunnel.

The control unit 11 then determines whether the route extracted in step S22-4-1 passes through a local government entity for which an evacuation order has been issued, as related to the evacuation order information D19 acquired in step S22-2 (step S22-4-2).

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 in accordance with the evacuation order information D19 acquired in step S22-2, the route extracted in step S22-4-1 is determined to be the evacuation route for passengers from the inter-station train for which information was acquired in step S22-1.

In contrast, if it is determined that the route extracted in step S22-4-1 passes through a local government entity for which an evacuation order has been issued according to the evacuation order information D19 acquired in step S22-2, the control unit 11 will remove that route and return to step S22-4-1 to extract a route again.

Once the evacuation route has been determined, the control unit 11 of the management server 1 generates evacuation route information D22, which is information related to the determined evacuation route, and transmits this information, along with a command to display the evacuation route related 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 via the communication unit 73, the control unit 71, in accordance with the command from the management server 1, displays the evacuation route related to the received evacuation route information D22 on the display unit 74 (step S22-6).
This enables the train crew to evacuate the train passengers according to the displayed evacuation route.

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

That is, according to this embodiment, the management server 1 acquires the on-line location information D2 for trains that stop between stations, and further 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 trains stopping between stations that are stopped on tracks with limited escape points with appropriate evacuation routes from the trains stopping between stations that will allow them to escape from the tracks.

In addition, when the line information D20 acquired by the management server 1 includes information on escape points, which are points where a train that stops between stations can exit the tracks of a line where the train is stopped, and 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 position 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 to travel on the tracks.

In addition, the management server 1 obtains 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 entity where an evacuation order has been issued. If the extracted route passes through a local government entity where 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 entity where an evacuation order has been issued.
This makes it possible to present safer evacuation routes to passengers on trains that stop between stations, avoiding routes that pass through local governments where evacuation orders have been issued.

[(3) Step S23: Determining the section to be suspended based on information issued by local governments]
Next, 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, will be explained with reference to the flowchart in Figure 8.

[A. Operation flow]
When a disaster such as an earthquake or heavy rain occurs and evacuation orders are issued by each local government, the management server 1 obtains 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).

Specifically, each time an evacuation order is issued by 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. The information is then received by the communication unit 13, so that the management server 1 acquires the evacuation order information D19.
In addition, in cases where 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., so that information with a unified format, etc. can be used as the evacuation order information D19.

Then, the management server 1 acquires the map information D1 from the map information server 2 (step S23-2).

Then, the control unit 11 of the management server 1 generates integrated evacuation order information D23, which is information that integrates the 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).

In other words, 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 identification information of the local government, such as the name, with information that an evacuation order has been issued), and by combining such information with map information D1, which includes information related to the geographical area of each local government, and linking the local government for which an evacuation order has been issued with the information related to the geographical area of that local government, integrated evacuation order information D23 is generated, which is information that enables confirmation of the area for which evacuation orders have been issued across local governments.

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

Next, the control unit 11 of the management server 1 determines the sections where the train will be suspended (step S23-4).
Specifically, based on the integrated evacuation order information D23 generated in step S23-3, among the railroad tracks within the area related to the map information D1, those railroad tracks that run through the area where evacuation orders have been issued are determined to be sections where train service will be suspended.

When the suspension section is determined, the control unit 11 of the management server 1 generates a suspension section confirmation screen on which the determined suspension 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 railroad tracks 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.

When the operation suspension section confirmation screen is generated, the control unit 11 of the management server 1 transmits data relating to the screen (operation suspension section confirmation screen data D24) together with a command to display the screen on the display unit 74 from the communication unit 13 via the communication network N to the staff terminal 7 used by staff at the station located within the operation suspension section (step S23-6).

In the staff terminal 7 that has received the operation suspension section confirmation screen data D24 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 the operation suspension section confirmation screen based on the received operation suspension section confirmation screen data D24 (step S23-7).

This will allow station staff at stations located within the suspended section to confirm that the station they are at is within the suspended section.

[B. 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 operations will be suspended based on information issued by local governments as described above.

In other words, 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 can confirm the area in which evacuation orders have been issued across local governments, and uses this information to determine the sections in which train operations will be suspended.

Normally, evacuation orders are issued by local governments individually, and it is often difficult to determine the sections where train services will be suspended by taking all of these into account. However, according to this embodiment, by generating in advance integrated evacuation order information D23, which is information that can confirm the area where evacuation orders have been issued across local governments, it becomes easy to take into account all 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.

[(4) Step S24: Vehicle evacuation instructions based on information issued by local governments]
Next, the operation of the system when integrating information on precipitation and river water levels issued by each local government when there is a risk of flooding during rainfall and determining whether or not to evacuate trains from a storage location (car depot) of a railway operator based on the information will be described with reference to the flowchart in Figure 9. Note that a "car depot" is a general term for a location where train cars are stored when not in use, regardless of the actual name.

[A. Operation flow]
When rain falls in a local government within a predetermined area (within the area where map information D1 contains map information) 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.

Specifically, each time information on 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. The management server 1 then acquires the precipitation information D25 and river water level information D26 by receiving the information via the communication unit 13.

Then, the management server 1 acquires the map information D1 from the map information server 2 (step S24-2).

Then, based on the information acquired in steps S24-1 and 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).

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

In addition, the river water level information D26 is information related to the water levels of rivers flowing through each local government issued individually by each local government (for example, information linking identification information of the local government, such as the name, identification information of each river flowing through the local government (river name, etc.), and information related to the water levels of each river in the part that flows through the local government). By combining this information with map information D1 including information related to the geographical extent of each local government and location information of each vehicle depot, and linking the water levels of each river in each local government with the information related to the geographical extent of the local government, integrated river water level information D28 is generated, which is information that allows the water levels of rivers to be confirmed across local governments.

The integrated precipitation information D27 may be image data that displays the amount of precipitation at each point on a map across local governments. Such image data also links 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 obtained by integrating the precipitation information D25 related to multiple local governments.
The integrated river water level information D28 may 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 that is information that integrates the river water level information D26 related to multiple local governments.

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

Specifically, for example, since the integrated precipitation information D27 generated in step S24-3 includes the location information of each depot and information on the amount of precipitation in each local government as described above, a value is calculated for each depot based on the integrated precipitation information D27 by adding up the precipitation in the local government in which the 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 depot.

In addition, 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 the river flows through each local government, as described above, for each vehicle depot, based on the integrated river water level information D28, reference is 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 the local government, and if any of this information exceeds a predetermined water level, it is determined that there is a possibility of flooding at the vehicle depot.

If a vehicle depot is determined to be at risk of flooding in step S24-4, the control unit 11 of the management server 1 transmits train evacuation instruction information D29, which is information including a notification of the possibility of flooding and an instruction to evacuate train cars, together with an instruction to display the notification and instructions related 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 staff stationed at the vehicle depot determined to be at risk of flooding (step S24-5).

In the staff terminal 7 that has received the train evacuation instruction information D29 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 notifying the user of the possibility of inundation due to flooding and instructing the user to evacuate trains, based on the received train evacuation instruction information D29 (step S24-6).

This allows staff at a depot that is deemed at risk of flooding to see the message and realize that they need to evacuate vehicles from the depot where they are located.

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

In other words, 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 them to generate integrated precipitation information D27, which is information that allows for confirmation of precipitation across local governments, and also generates integrated river water level information D28, which is information that allows for confirmation of river water levels across local governments, and uses these pieces of information to determine whether or not to evacuate train cars from each depot.

Normally, information on precipitation and river water levels issued by local governments is issued separately for each local government, so it is often difficult to take all of this information into account when deciding whether or not to evacuate train cars from each depot. However, according to this embodiment, by generating in advance integrated precipitation information D27, which is information that allows for confirmation of precipitation across local governments, and integrated river water level information D28, which is information that allows for confirmation of river water levels across local governments, it becomes easy to decide whether or not to evacuate train cars from each depot when taking into account information on precipitation or river water levels across local governments.

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 depot is located, but also by local government entities located upstream of the river. According to this embodiment, the need to evacuate vehicles from each depot is determined using information on the amount of precipitation or river water levels in local government entities located upstream of the depot's location, in addition to the local government entity to which the depot belongs, allowing for more accurate decisions to be made.

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

[A. Operation flow]
When a train stops between stations during a certain type of disaster such as an earthquake, the management server 1 acquires information related to the train (railway 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.

Then, the control unit 11 of the management server 1 acquires information about the railway line on which the inter-station stopping train, whose information was acquired in step S25-1, runs from the line information server 6, from the stopping prohibition area information D30, which is information about areas where trains are not permitted to stop for each railway line stored in the memory unit 62 (step S25-2).

The 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-defined as places where trains should not stop during a disaster. For example, parts that are dangerous for trains to stop during a disaster because they are located in low-lying areas and are at risk of flooding during a tsunami may be extracted in advance, and the location information of those parts may be stored.

As a specific acquisition method, the control unit 11 of the management server 1 transmits information that can identify the railway line on which the inter-station stopping train, whose information was acquired in step S25-1, such as the line name, to the line information server 6 from the communication unit 13 via the communication network N. In the line information server 6 that receives this, the control unit 61 extracts information about the railway line from the stopping no-stop 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 transmitted from the line information server 6 via the communication unit 13, thereby acquiring the stopping no-stop area information D30 about the railway line on which the inter-station stopping train, whose information was acquired in step S25-1, travels.

Then, the control unit 11 of the management server 1 acquires information about the railway line on which the inter-station stopping train, whose information was acquired in step S25-1, runs from the line information server 6, from among the damage status information D31, which is information about the damage status of the tracks and their surrounding facilities due to the disaster and is stored in the memory unit 62 (step S25-3).

The damage situation information D31 is, for example, information related to the area where train operation is disrupted due to damage to the tracks or surrounding equipment (overhead lines, signals, points, etc.) (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 related to the damage situation 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.

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

Then, the control unit 11 of the management server 1 determines whether or not the inter-station stopping train, about which information was obtained in step S25-1, can move (step S25-4).

Specifically, the location related to 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. If the location related to 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 running of the train related to the damage status information D31 obtained in step S25-3 is being hindered, it is determined that the train that stops between stations for which the on-line location information D2 was obtained in step S25-1 cannot be moved. Conversely, if the location related to 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 running of the train related to the damage status information D31 obtained in step S25-3 is being hindered, it is determined that the train that stops between stations for which the on-line location information D2 was obtained in step S25-1 can be moved.
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.

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

Specifically, the location related to the latest on-line location information D2 of the train stopping between stations obtained in step S25-1 is compared with the area related to the stop-prohibited area information D30 obtained in step S25-2, and if the location related to the latest on-line location information D2 of the train stopping between stations obtained in step S25-1 is located within the area related to the stop-prohibited area information D30 obtained in step S25-2, it is determined that the train stopping between stations, whose on-line location information D2 was obtained in step S25-1, needs to be moved, and if the location related to the latest on-line location information D2 of the train stopping between stations obtained in step S25-1 is outside the area related to the stop-prohibited area information D30 obtained in step S25-2, it is determined that the train stopping between stations, whose on-line location information D2 was obtained in step S25-1, does not need to be moved.
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.

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

Specifically, the location related to the latest on-line location information D2 of the train that stops between stations obtained in step S25-1 is compared with the areas where trains are not permitted to stop related to the stop-prohibited area information D30 obtained in step S25-2, and the areas where train operation is hindered related to the damage status information D31 obtained in step S25-3. Among the areas outside the areas where trains are not permitted to stop related to the stop-prohibited area information D30 obtained in step S25-2, the closest location that can be reached from the location related to the latest on-line location information D2 of the train that stops between stations obtained in step S25-1 without passing through the areas where train operation is hindered related to the damage status information D31 obtained in step S25-3 is determined as the destination of the train that stops between stations.

After determining the destination of the train that stops between stations in step S25-6, the control unit 11 of the management server 1 then transmits an instruction to move the train and information related to the destination of the train that stops between stations determined in step S25-6 (train destination information D32), together with an instruction related to the information and a command 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 train that stops between stations whose information was obtained in step S25-1 (step S25-7).

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 command 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).

As a result, if a train stops in an area related to the no-stop area information D30 during a disaster where stopping is not permitted, instructions to move from that location and information related to the destination can be sent 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 move the train according to the information received by the staff terminal 7.

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

In other words, according to this embodiment, the management server 1 acquires information on the train's stopping location by acquiring on-line location information D2 of a 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 the train stops during a disaster.

Conventionally, the decision as to whether or not to move a train that has stopped during a disaster from its stopping position has depended on the individual judgment of the crew, which has the risk of the crew making a wrong decision and creating a more dangerous situation, or of the crew bearing excessive responsibility. However, this embodiment can reduce such risks.

In addition, by determining the destination of trains that are stopped during a disaster, it will be possible to provide the train crew with information not only on whether or not they need to move, but also on the appropriate destination if movement is required.

In addition, the management server 1 obtains the no-stopping area information D30 from the route information server 6, and using the no-stopping area information D30, if the stopping position of the train 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 the stopping position, and determines that the destination of the train should be a location outside the no-stopping area according to the no-stopping area information D30.By simply judging whether the location is inside or outside a predetermined area where stopping is not permitted, it becomes possible to easily determine whether movement is necessary and to determine the destination.

In addition, the management server 1 obtains the disaster status information D31 from the line information server 6, and uses this information to determine whether or not a train that has stopped during a disaster can be moved. Only when it is determined that the train can be moved is the management server 1 determining that the train needs to be moved. This makes it possible to prevent a determination that the train needs to be moved even when damage to the tracks or surrounding facilities is causing problems with the train's operation.

(6) Step S26: Issuing an alert when a landslide occurs
Next, the operation of the present system when issuing an alert notifying 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 of FIG.

[A. Operation flow]
When rain falls in a local government within a specific area (within the area included in the map information D1) for which information is managed by this system, the management server 1 acquires information on the distribution of risk 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 stages.

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

The information acquired in step S26-1 may be information showing 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.

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 where the risk level is at or above a predetermined level (for example, at or above level 4 out of 5) (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 obtain information from step S26-1.

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

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

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

Then, the control unit 11 of the management server 1 determines the location for issuing an alert (the area on the track where staff should be notified as being potentially affected by a landslide) based on the heavy rain warning risk distribution information D33 acquired in step S26-1 and the landslide disaster impact area information D34 acquired in step S26-3 (step S26-4).

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

When the alert issuance location 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 related to the determined alert issuance location, from the communication unit 13 via the communication network N to the staff terminal 7, together with a command to display the information related to the alert issuance location on the display unit 74 (step S26-5).

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

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 specified distance from the area on the tracks that is the selected alert issuance location. Also, the alert may be transmitted to a staff terminal 7 only when a transmission request is received from the staff terminal 7.

In 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 color different from other parts of the track, then an image related to that image data can be displayed on the display unit 74.

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

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

This allows the system to determine where to issue an alert using both information about previously determined locations where landslides may occur and information about the increased risk during actual rainfall, making it possible to determine with high accuracy the areas on the tracks that may be affected by landslides as the alert issue locations.

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

[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).

In this regard, from the viewpoint of reducing the load on the staff terminal 7, it is preferable to perform various processes in the management server 1 as described above, 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.
When the management server 1 performs processing such as generating various information and images as explained in the above operation description, the management server 1 corresponds to the transport equipment management support device of the present invention, and when the staff terminal 7 instead performs the processing that was performed by the management server 1 in the above operation description, the staff terminal 7 corresponds to the transport equipment management support device of the present invention.

[2. Use of information related to passenger numbers]
In the explanation of each step in the above operation description, we have described the case where the management server 1 obtains and uses the 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.

In this case, the "boarding 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, not the occupancy rate of the train. When adjusting the interval between trains, the interval is adjusted to equalize the number of passengers on the train.

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.

[3. Changing the display of each screen]
In the above description of the operation, a case has been described in which real-time information at the time of viewing the screen is displayed on any of the screens shown in Fig. 12 to Fig. 15, but any of the screens may be configured to display information relating to a past time specified by an employee of the railway business operator 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.

In addition, in each of the screens shown in Figures 13 to 15, the screen is illustrated as a 3D display screen that includes height information, but it may be possible to switch between a 2D display that does not include height information and a 3D display as shown.

In addition, in all of the screens shown in Figures 13 to 15, the track display G111 showing the railroad tracks is shown in a two-dimensional manner, but the tracks may also be drawn three-dimensionally, reflecting the height of each track (the altitude of the point where the track is located).

Further, an operation status display showing the operation status of trains may be displayed on any of the screens shown in FIG. 12 to FIG.
To display operational status, for example, a railway route map may be displayed, and 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 easily 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 content of the problem (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 delay time in the case of a delay, etc.) and displayed as text information.

[4. Change in the method for selecting trains to display icons]
In the explanation of the above operation, the methods of selecting a train for which to display the train icon G113 have been described as selection on a 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.

In addition, in step S14, the inter-station train display G14, which shows 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, 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.

[5. Display of disaster information for each facility]
Based on information such as the integrated evacuation instruction information D23 generated in step S23, the integrated precipitation information D27 generated in step S24, and the integrated river water level information D28 generated in step S24, the management server 1 may generate a facility-specific disaster information display screen G2 as shown in FIG. 17, and then transmit data related to the screen from the communication unit 13 to the staff terminal 7 via the communication network N, thereby displaying the data on the display unit 74 of the staff terminal 7.

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. issued for the location where the facility is located, and a legend G23.

The facility announcement display G22 displays a graph showing the type of evacuation orders, warnings, etc. that have been issued for the location where each facility is located, and the time that they were issued. The type of evacuation orders, warnings, etc. that have been 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.

[6. Changes in transportation equipment]
In the above operation description, all steps are described assuming that the transportation equipment transporting passengers is a train. However, the normal operation can also be applied to other transportation equipment used to transport passengers according to a predetermined operation plan, such as a bus, an airplane, etc.
In either case, the number of passengers on each transportation device (boarding capacity) divided by the predetermined capacity of the transportation device corresponds to the boarding rate of the transportation device.

100 Train management support system 1 Management server (transportation equipment management support device)
11 control unit (third acquisition means, first display control means, second display control means, third display control means, fourth display control means, stopping time determination means, seventh acquisition means)
12 Memory unit 13 Communication unit (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 terminal 71 Control unit 72 Storage unit 73 Communication unit 74 Display unit (display means)
75 Operation unit 76 Position information acquisition unit D1 Map information D2 Current line position information D3 Occupancy rate information D5 Elapsed time information (train location information between stations)
G1 First on-line status viewing screen G1A Second on-line status viewing screen G1B Third on-line status viewing screen G1C Fifth on-line status viewing screen G11, G11A, G11B Map display G113 Train icon (first icon, second icon, third icon)
G115A 1st delay display (2nd icon)
G115B Second delay display (third icon)

Claims (9)

A first acquisition means for acquiring map information;
a second acquisition means for acquiring information regarding the location of a specific type of transportation equipment located within an area related to the map information;
a third acquisition means for acquiring delay time information, which is information regarding a delay time of the transportation equipment, when a delay occurs in the transportation equipment;
a first display control means for causing a display means to display a map based on the map information acquired by the first acquisition means;
a second display control means for displaying a first icon at a location of the transportation device on the map when a delay time of the transportation device 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 transportation device on the map when a delay time of the transportation device exceeds a predetermined first time;
A transportation equipment management support device comprising: The transport equipment management support device according to claim 1, further comprising a fourth display control means for displaying a third icon instead of the second icon at the location of the transport equipment on the map when the delay time of the transport equipment exceeds a predetermined second time. the transportation device is a train,
A fourth acquisition means for acquiring inter-station located train information which is information related to an inter-station located train that is a train located between stations,
2. The transportation equipment management support device according to claim 1, wherein the third acquisition means calculates a delay time of the train located between the stations using the inter-station train information acquired by the fourth acquisition means. the transportation device is a train,
A fifth acquisition means for acquiring station-located train information which is information related to a station-located train that is a train located at a station,
2. The transportation equipment management support device according to claim 1, wherein the third acquisition means calculates a delay time of the train located at the station using the station-located train information acquired by the fifth acquisition means. the transportation device is a train,
The transportation equipment management support device according to any one of claims 1 to 4, characterized in that, when the third acquisition means acquires the delay time information, it is provided with a stop time determination means which determines the stop time at a station of each train running on the railway line on which the delayed train runs. A sixth acquisition means for acquiring information regarding the number of passengers or the passenger occupancy rate of each train running on the railway line,
The transportation equipment management support device according to claim 5, characterized in that the stop time determination means determines the stop time of each train running on the railway line at a station so as to equalize the number of passengers or occupancy rate of each train running on the railway line. a seventh acquisition means for acquiring information on a congestion rate of each station on the railway line;
The transportation equipment management support device according to claim 5, characterized in that the stop time determination means determines the stop time of each train running on the railway line at a station so as to equalize the congestion rate at each station on the railway line. A first acquisition step of acquiring map information;
a second acquisition step of acquiring information regarding the location of a specific type of transportation equipment located within an area related to the map information;
a third acquisition step of acquiring delay time information, which is information regarding a delay time of the transportation equipment, when a delay occurs in the transportation equipment;
a first display control step of causing a display means to display a map based on the map information acquired in the first acquisition step;
a second display control step of displaying a first icon at a location of the transportation device on the map when a delay time of the transportation device 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 transportation device on the map when a delay time of the transportation device exceeds a predetermined first time;
A transportation equipment management support method comprising: Computer,
A first acquisition means for acquiring map information;
A second acquisition means for acquiring information regarding the location of a specific type of transportation equipment located within an area related to the map information;
a third acquisition means for acquiring delay time information, which is information regarding a delay time of the transportation equipment, when a delay occurs in the transportation equipment;
a first display control means for causing a display means to display a map based on the map information acquired by the first acquisition means;
a second display control means for displaying a first icon at a location of the transportation device on the map when a delay time of the transportation device 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 transportation device on the map when a delay time of the transportation device exceeds a predetermined first time;
A transportation equipment management support program characterized by causing the program to function as a transportation equipment management support program.

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