EP4596368A1

EP4596368A1 - Transport management system and transport management method

Info

Publication number: EP4596368A1
Application number: EP24212458.4A
Authority: EP
Inventors: Hisanori Teshima; Yukiko KINOSHITA
Original assignee: Hitachi Ltd
Current assignee: Hitachi Ltd
Priority date: 2024-01-30
Filing date: 2024-11-12
Publication date: 2025-08-06
Also published as: JP2025117142A

Abstract

Provided is a transport management system (100) that displays a timetable of a movable body, the transport management system including a calculator including a computation apparatus (101) that executes a predetermined computation process and a storage apparatus (103) that can be accessed by the computation apparatus. The computation apparatus includes a trajectory drawing unit (111) configured to calculate a first trajectory indicating a top position of the movable body in a three-dimensional space including one dimension representing a time and two dimensions representing a position of the movable body on a plane, based on a timetable of the movable body, track layout, and a travel path of the movable body, and generate data for displaying the calculated first trajectory in the three-dimensional space.

Description

BACKGROUND OF THE INVENTION

1. Field of the Invention

The present invention relates to a transport management system that displays a train graph on a three-dimensional space.

2. Description of the Related Art

A train graph is used to display and manage a timetable of public transportation using movable bodies such as railways and buses. A movable body (for example, a train car) running on a track cannot pass another movable body running on the same track or two movable bodies running on the same track cannot pass each other, unless one of the movable bodies moves to another track.
Examples of the background technique of this technical field include the following prior art. A schedule creation apparatus is described in JP-2012-201153-A , the schedule creation apparatus including means for displaying, in a train graph, train lines in which railway section names, station names of stations included in railway sections, and distances from reference points to stations are displayed, in parallel to a time axis, means for displaying, in the train graph, a junction button associated with another railway section beyond a junction, near the train line corresponding to a junction station belonging to another railway section among the stations, and, when the junction button is pressed, means for reading station order data and junction data based on a railway section code beyond the junction and switching the display of a part of the train line of the railway section displayed in the train graph to a train line that follows the junction station and that belongs to another railway section with the junction station as a starting point.
When train schedule lines on the train graph cross each other in train lines with simple track layout, an irrational timetable that cannot be realized due to a physical obstacle can visually be recognized. However, the conventional train graph cannot visually express the difference in platforms and railway tracks traveled by trains, and hence, the crossing of the train schedule lines does not indicate the irrationality of the timetable in train lines with complicated track layout. Therefore, a transport management system that can accurately display an irrational timetable is demanded.
An object of the present invention is to provide a transport management system that can display physical irrationality of a timetable on a train graph such that the irrationality can promptly be recognized.

SUMMARY OF THE INVENTION

A representative example of the invention disclosed in the present application is as follows. That is, provided is a transport management system that displays a timetable of a movable body, the transport management system including a calculator including a computation apparatus that executes a predetermined computation process and a storage apparatus that can be accessed by the computation apparatus. The computation apparatus includes a trajectory drawing unit configured to calculate a first trajectory indicating a top position of the movable body in a three-dimensional space including one dimension representing a time and two dimensions representing a position of the movable body on a plane, based on a timetable of the movable body, track layout, and a travel path of the movable body, and generate data for displaying the calculated first trajectory in the three-dimensional space.
According to an aspect of the present invention, an irrational timetable can intuitively be recognized. Other problems, configurations, and effects will become apparent from the following detailed description of the preferred embodiment.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 depicts a role of the present invention in a railway service management operation;
FIG. 2 depicts a configuration of a transport management system according to an embodiment of the present invention;
FIG. 3 depicts track layout for the transport management system in the present embodiment to manage services of trains;
FIG. 4 depicts a configuration example of timetable information in the present embodiment;
FIG. 5 depicts a configuration example of track layout information in the present embodiment;
FIG. 6 depicts a configuration example of station and platform information in the present embodiment;
FIG. 7 depicts a configuration example of path information in the present embodiment;
FIG. 8 depicts a configuration example of train information in the present embodiment;
FIG. 9 depicts a configuration example of route information in the present embodiment;
FIG. 10 depicts a configuration example of time information in the present embodiment;
FIG. 11 depicts a configuration example of proximity warning information in the present embodiment;
FIG. 12 depicts a configuration example of train trajectory information in the present embodiment;
FIG. 13 depicts a configuration example of obstacle area information in the present embodiment;
FIG. 14 depicts a configuration example of proximity warning position information in the present embodiment;
FIG. 15 is a flow chart of a process executed by the transport management system of the present embodiment;
FIG. 16 depicts an example of display by the transport management system of the present embodiment;
FIG. 17 is a conceptual diagram of the example of display illustrated in FIG. 16 as viewed from a time axis direction;
FIG. 18 is a flow chart of a train trajectory drawing process in the present embodiment;
FIG. 19 is a flow chart of an obstacle area drawing process in the present embodiment;
FIG. 20 is a flow chart of a train presence area drawing process in the present embodiment;
FIG. 21 depicts an example of division of the train trajectory information;
FIG. 22 depicts services of trains on a track layout diagram;
FIG. 23 depicts another example of the division of the train trajectory information;
FIG. 24 depicts an example of display obtained after the train presence area drawing process;
FIG. 25 is a flow chart of a train occupation area drawing process in the present embodiment;
FIG. 26 depicts an example of display obtained after the train occupation area drawing process in the present embodiment;
FIG. 27 is a flow chart of a route setting area drawing process in the present embodiment;
FIG. 28 depicts an example of display obtained after the route setting area drawing process in the present embodiment;
FIG. 29 is a flow chart of a proximity warning drawing process in the present embodiment;
FIG. 30 depicts an example of display obtained after the proximity warning drawing process in the present embodiment;
FIG. 31 is a flow chart of a train presence drawing process in the present embodiment; and
FIG. 32 depicts an example of display obtained after the train presence drawing process in the present embodiment.

DESCRIPTION OF THE PREFERRED EMBODIMENT

FIG. 1 depicts a role of the present invention in a railway service management operation.
A track circuit detects the travel position of a train running on a railway track, and the service status of the train is input to a transport management system 100. The transport management system 100 controls ground facilities according to a timetable defined in advance and controls the service of the train. For example, the transport management system 100 switches display of a traffic light to control the travel speed of the train and uses a railway switch to control the travel path of the train. The present invention is implemented in the transport management system 100 and is used for simply displaying the timetable, service performance, and service prediction in creating the timetable or in controlling the service.
Although the transport management system that manages railway business, that is, a train running on a railway track, will be described in the following embodiment, the present invention can also be applied to a movable body, such as a guideway bus or a bus rapid transit (BRT), running on a track according to a timetable. Although the transport management system 100 of the present embodiment is a service management system, the present invention may also be applied to a timetable creation system to display train schedule lines in a three-dimensional space.
FIG. 2 depicts a configuration of the transport management system 100 according to an embodiment of the present invention.
The transport management system 100 of the present embodiment includes a calculator including a computation apparatus 101, a memory 102, a storage apparatus 103, an input apparatus 104, an output apparatus 105, and a communication apparatus 106.
The computation apparatus 101 is a processor that executes programs stored in the memory 102. The computation apparatus 101 executes various programs to realize functional units (for example, a train trajectory drawing unit 111, a train presence drawing unit 112, an obstacle area drawing unit 113, and a proximity warning drawing unit 114) of the transport management system 100. Note that some of the processes performed by the processor executing the programs may be executed by a computation apparatus in another form (for example, hardware such as an application specific integrated circuit (ASIC) and a field-programmable gate array (FPGA)).
The memory 102 includes a read only memory (ROM) that is a non-volatile storage element and a random access memory (RAM) that is a volatile storage element. The ROM stores immutable programs (for example, a basic input/output system (BIOS)). The RAM is a high-speed volatile storage element, such as a dynamic random access memory (DRAM), and the RAM temporarily stores programs executed by the computation apparatus 101 and data used in the execution of the programs.
The storage apparatus 103 is a large-capacity non-volatile storage apparatus, such as a magnetic storage apparatus (hard disk drive or HDD) and a flash memory (solid state drive or SSD). The storage apparatus 103 stores data used by the computation apparatus 101 in executing the programs (for example, timetable information 121, track layout information 122, station and platform information 123, path information 124, train information 125, route information 126, time information 127, proximity warning position information 128, and drawing information 129) and programs executed by the computation apparatus 101 (for example, a train trajectory drawing program, a train presence drawing program, an obstacle area drawing program, and a proximity warning drawing program). That is, the programs are read from the storage apparatus 103, loaded to the memory 102, and executed by the computation apparatus 101 to realize the functions of the transport management system 100.
The input apparatus 104 is an interface, such as a keyboard and a mouse, which receives an input from an operator. The output apparatus 105 is an interface, such as a display apparatus and a wearable device (for example, virtual reality (VR) goggles), that outputs an image in a form that allows a user to view execution results of the programs. Note that a terminal (not illustrated) connected to the transport management system 100 through a network may provide the input apparatus and the output apparatus. In this case, the transport management system 100 may have a function of a web server, and the terminal may access the transport management system 100 based on a predetermined protocol (for example, http).
The communication apparatus 106 is a network interface apparatus that controls communication with another apparatus according to a predetermined protocol.
The program executed by the computation apparatus 101 is provided to the transport management system 100 through a removable medium (such as a compact disc ROM (CD-ROM) and a flash memory) or a network and stored in the non-volatile storage apparatus 103 that is a non-transitory storage medium. Therefore, the transport management system 100 preferably includes an interface that reads data from the removable medium.
The transport management system 100 is a calculator system physically provided on one calculator or provided on a plurality of logically or physically constructed calculators, and the transport management system 100 may be operated on a virtual calculator constructed on a plurality of physical calculator resources. For example, the functional units may be operated on separate physical or logical calculators or may be operated on one physical or logical calculator including a combination of calculators.
The train trajectory drawing unit 111 executes a train trajectory drawing process of generating train trajectory information 1110 that is data for drawing a train trajectory in a three-dimensional space. The train trajectory drawing process will be described later with reference to FIG. 18. The train presence drawing unit 112 executes a train presence position drawing process of generating data for drawing a train presence position in the three-dimensional space. The train presence position drawing process will be described later with reference to FIG. 31. The obstacle area drawing unit 113 executes an obstacle area drawing process of generating obstacle area information 1130 that is data for drawing an obstacle area in the three-dimensional space. The obstacle area drawing process will be described later with reference to FIG. 19. The proximity warning drawing unit 114 executes a proximity warning drawing process of generating proximity warning information 1140 that is data for drawing a proximity warning in the three-dimensional space. The proximity warning drawing process will be described with reference to FIG. 29.
The timetable information 121 is information recording the timetable of the train, and a configuration example of the timetable information 121 will be described with reference to FIG. 4. The track layout information 122 is information concerning line segments included in track layout, and a configuration example of the track layout information 122 will be described with reference to FIG. 5. The station and platform information 123 is information concerning a platform that is a railway track where the train can arrive and depart in a station, and a configuration example of the station and platform information 123 will be described with reference to FIG. 6. The path information 124 is information concerning a path connecting platforms of a station, and a configuration example of the path information 124 will be described with reference to FIG. 7. The train information 125 is information concerning the train running on the railway track, and a configuration example of the train information 125 will be described with reference to FIG. 8. The route information 126 is information concerning a route included in a part of the path, and a configuration example of the route information 126 will be described with reference to FIG. 9. The time information 127 is information concerning a time used to display the train presence position, and a configuration example of the time information 127 will be described with reference to FIG. 10. The proximity warning position information 128 is information concerning positions for determining whether or not train trajectories representing services of a plurality of trains are in close proximity, and a configuration example of the proximity warning position information 128 will be described with reference to FIG. 11.
The drawing information 129 includes the train trajectory information 1110 generated by the train trajectory drawing unit 111, the obstacle area information 1130 generated by the obstacle area drawing unit 113, and the proximity warning information 1140 generated by the proximity warning drawing unit 114. The train trajectory information 1110 is data for drawing a train trajectory in a three-dimensional space, and a configuration example of the train trajectory information 1110 will be described with reference to FIG. 12. The obstacle area information 1130 is data for drawing an obstacle area in the three-dimensional space, and a configuration example of the obstacle area information 1130 will be described with reference to FIG. 13. The proximity warning information 1140 is data for drawing a proximity warning in the three-dimensional space, and a configuration example of the proximity warning information 1140 will be described with reference to FIG. 14.
FIG. 3 depicts track layout for the transport management system 100 of the present embodiment to manage the services of the trains.
The track layout illustrated in FIG. 3 includes a combination of line segments E01 to E17 obtained by dividing the track layout, stations S01 and S02, and platforms (platform 1 to platform 3). The line segments E01 to E17 are defined in the track layout information 122 (see FIG. 5), and the stations S01 and S02 and the platforms (platform 1 to platform 3) are defined in the station and platform information 123 (see FIG. 6).
Although an X axis of the track layout illustrated in FIG. 3 represents a coordinate value in a virtual space, a physical distance may be used. Although the track layout in the present embodiment is preferably a track layout diagram used for the service management operation of the railway, a map with illustration of railway tracks may be used as the track layout.
FIG. 4 depicts a configuration example of the timetable information 121 in the present embodiment.
The timetable information 121 records a timetable of trains, records information concerning arrival and departure of each train at each station in one record, and includes train names, station names, platforms, arrival times, departure times, arrival-side railway tracks, and departure-side railway tracks. The train name is unique identification information concerning the train. The station name is unique identification information concerning the station. The platform is identification information concerning the arrival and departure line where the train arrives at and departs from the station. The arrival time is a time at which the train arrives at the station. The departure time is a time at which the train departs from the station. The arrival-side railway track is identification information concerning the railway track where the train runs before entering the platform of the station. The departure-side railway track is identification information concerning the railway track where the train runs after departing from the platform of the station. The arrival-side railway track and the departure-side railway track can identify the railway tracks of the train. Records of the timetable information 121 are lined up in chronological order for each train. Note that, instead of the timetable of the train, information including the performance of the travel of the train and the prediction of the travel of the train may be used for the timetable information 121.
FIG. 5 depicts a configuration example of the track layout information 122 in the present embodiment.
The track layout information 122 records information concerning the line segments of the track layout and includes line segment IDs, start end coordinates, finish end coordinates, and physical lengths. The line segment ID is unique identification information concerning the line segment. The start end coordinates and end point coordinates are coordinates at the start end and the end point of the line segment. Although the start end coordinates and the end point coordinates can be displayed in x and y coordinates in the train line diagram illustrated in FIG. 3, the coordinates may be displayed by the latitude and the longitude in an actual map. The physical length is a physical length (for example, metric representation) of a railway track area represented by the line segment.
FIG. 6 depicts a configuration example of the station and platform information 123 in the present embodiment.
The station and platform information 123 records information concerning platforms that are railway tracks where the trains can arrive and depart in the station, and includes station names, platform names, directions, associated line segment IDs, and distances from line segment start ends to stop target positions. The platform name is unique identification information concerning the platform. The direction indicates whether an up train can run or a down train can run in the platform. The associated line segment ID is identification information concerning the line segment including the platform. The distance from the line segment start end to the stop target position is a distance from the start end of the line segment including the platform to the stop target position of the train, and the distance may be represented in meters, for example.
FIG. 7 depicts a configuration example of the path information 124 in the present embodiment.
The path information 124 records information concerning paths connecting platforms of stations and includes path IDs, departure stations, departure platforms, arrival stations, arrival platforms, railway tracks, and line segment groups on the paths. The path ID is unique identification information concerning the path. The departure station is identification information concerning the station as a start point of the path. The departure platform is identification information concerning the platform as a start point of the path in the station as the start point of the path. The arrival station is identification information concerning the station as an end point of the path. The arrival platform is identification information concerning the platform as an end point of the path in the station as the end point of the path. The railway track is identification information concerning the railway track including the path. The line segment group on the path is identification information concerning the line segment group included in the path, and the line segment group on the path may be sequentially stored from the start point of the path.
FIG. 8 depicts a configuration example of the train information 125 in the present embodiment.
The train information 125 records information concerning the trains running on the railway track and includes train names and train lengths. The train name is unique identification information concerning the train. The train length is a formation length of the train, and the train length may be represented in meters, for example.
FIG. 9 depicts a configuration example of the route information 126 in the present embodiment.
The route information 126 records information concerning routes included in a part of the path and includes route IDs, path IDs, line segment groups on routes, distances from start end line segment start points to start end positions, distances from finish end line segment start points to finish end positions, line segment IDs of route setting start positions, and distances from line segment start points to route setting start positions. The route defined by the route information 126 is a section from a traffic light to the next traffic light. The route ID is unique identification information concerning the route. The path ID is identification information concerning the path including the route. The line segment group on the route is identification information concerning the line segments included in the path including the route. The distance from the start end line segment start point to the start end position is a distance from the start point of the start end line segment positioned at the start end of the route to the start end of the route. The distance from the finish end line segment start point to the finish end position is a distance from a point of the finish end line segment positioned at the finish end of the route to the start end of the route. The line segment ID of the route setting start position is identification information concerning the start end line segment positioned at the start end of the route. The distance from the line segment start point to the route setting start position is a distance from the start point of the start end line segment positioned at the start end of the route to the start end of the route.
FIG. 10 depicts a configuration example of the time information 127 in the present embodiment. The time information 127 is the time used to display the train presence position, and the current time is stored in the time information 127.
FIG. 11 depicts a configuration example of the proximity warning position information 128 in the present embodiment.
The proximity warning position information 128 records target positions for determining whether a plurality of train trajectories are in close proximity, and includes warning position IDs, line segment IDs, distances from line segment start ends, and coordinates. The warning position ID is unique identification information concerning the position for detecting the proximity of the train trajectory. The line segment ID is identification information concerning the line segment including the position for detecting the proximity. The distance from the line segment start end is a distance from the start end of the line segment to the position for detecting the proximity, and the distance may be represented in meters, for example. The coordinates are coordinate values in the virtual space at the position where the proximity is detected.
FIG. 12 depicts a configuration example of the train trajectory information 1110 output by the train trajectory drawing unit 111 in the present embodiment.
The train trajectory information 1110 includes train names, line segment IDs, start end position coordinates (x, y), start end time coordinates (t), finish end position coordinates (x, y), and finish end time coordinates (t). The train name is identification information concerning the train for which the train trajectory is drawn. The line segment ID is identification information concerning the line segment included in the train trajectory. The start end position coordinates (x, y) are coordinates of the start end position of the train trajectory. The start end time coordinate (t) is the time of the start end of the train trajectory. The finish end position coordinates (x, y) are coordinates of the finish end position of the train trajectory. The finish end time coordinate (t) is the time of the finish end of the train trajectory.
Note that, when the train length is taken into account to display the train trajectory, the train trajectory information 1110 includes train trajectory information (front) that is a record of the front of one train and train trajectory information (rear) that is a record of the rear.
FIG. 13 depicts a configuration example of the obstacle area information 1130 output by the obstacle area drawing unit 113 in the present embodiment.
The obstacle area information 1130 includes obstacle area IDs, train names, line segment IDs, area types, position coordinates (x, y) of obstacle area end 1, position coordinates (x, y) of obstacle area end 2, position coordinates (x, y) of obstacle area end 3, position coordinates (x, y) of obstacle area end 4, start end time coordinates (t) of obstacle area ends 1 and 2, and finish end time coordinates (t) of obstacle area ends 3 and 4. The obstacle area ID is unique identification information concerning the detected obstacle area. The train name is identification information concerning the train with the obstacle. The line segment ID is identification information concerning the line segment related to the obstacle. The area type is a type of the obstacle. The position coordinates (x, y) of the obstacle area end 1, the position coordinates (x, y) of the obstacle area end 2, the position coordinates (x, y) of the obstacle area end 3, and the position coordinates (x, y) of the obstacle area end 4 are coordinates at four corners of the obstacle area. The start end time coordinates (t) of the obstacle area ends 1 and 2 are the time of the start end of the obstacle area. The finish end time coordinates (t) of the obstacle area ends 3 and 4 are the time of the finish end of the obstacle area.
FIG. 14 depicts a configuration example of the proximity warning information 1140 output by the proximity warning drawing unit 114 in the present embodiment.
The proximity warning information 1140 includes warning position IDs, train 1, train 2, coordinates (t), time distances [sec], and warning sizes. The warning position ID is unique identification information representing the position of generation of the proximity warning, and the warning position ID of the proximity warning position information 128 is stored in the warning position ID. The train 1 and the train 2 are identification information concerning the trains related to the proximity warning. The coordinate (t) is the time of the detection of the proximity warning. The time distance [sec] is a time difference between the passing time of the train 1 and the passing time of the train 2 at the position of generation of the proximity warning. The warning size is a size of the proximity warning drawn in the space, and the warning size represents the importance of the warning. The warning size may be calculated by a predetermined equation in which the size of the time distance is a variable, or the warning size may be obtained with reference to a prepared table.
FIG. 15 is a flow chart of a process executed by the transport management system 100 of the present embodiment.
The computation apparatus 101 reads various types of input information (1001). The input information includes the timetable information 121, the track layout information 122, the station and platform information 123, the path information 124, the train information 125, the route information 126, the time information 127, and the proximity warning information 128.
The train trajectory drawing unit 111 executes a train trajectory drawing process of generating data for drawing the train trajectory in the three-dimensional space (1002). The details of the train trajectory drawing process will be described with reference to FIG. 18.
The obstacle area drawing unit 113 executes an obstacle area drawing process of generating data for drawing the obstacle area in the three-dimensional space (1003). The details of the obstacle area drawing process will be described with reference to FIG. 19.
The proximity warning drawing unit 114 executes a proximity warning drawing process of generating data for drawing the proximity warning in the three-dimensional space (1004). The details of the proximity warning drawing process will be described with reference to FIG. 29.
The computation apparatus 101 repeatedly determines at predetermined timing whether the time information is changed (1005). If the time is changed, the train presence drawing unit 112 executes a train presence drawing process of generating data for drawing the train presence position in the three-dimensional space (1006). The details of the train presence drawing process will be described with reference to FIG. 31.
When a system end instruction is input, the computation apparatus 101 ends the iterative processing, and the transport management system 100 ends the process.
FIG. 16 depicts an example of display by the transport management system 100 of the present embodiment, and FIG. 17 is a conceptual diagram of the example of display illustrated in FIG. 16 as viewed from a time axis direction.
As illustrated in FIG. 16, a time axis 200 and a distance axis plane 300 including a distance axis are arranged at positions orthogonal to each other in the three-dimensional space output from the output apparatus 105. An intersection of the time axis 200 and the distance axis plane 300 is the display time of the train presence position. The relative positions of the time axis 200 and the distance axis plane 300 can be changed, that is, the time axis 200 or the distance axis plane 300 can be moved, to display the presence position of the train at a certain time.
The track layout is represented in a planar manner in the distance axis plane 300 as illustrated in FIG. 17. For example, the track layout illustrated in FIG. 17 includes a single line part and a station and platform part including two railway tracks that allow two trains to pass each other. In FIG. 17, the single line part of the track layout is arranged on an intermediate plane 210, and the platforms of the station are arranged on a front side plane 220 or a deep side plane 230.
Although the presence position of the train is displayed by an icon corresponding to the train length in FIG. 17, the presence position of the train may be displayed by an icon (for example, a circle) not corresponding to the train length.
In this way, according to the transport management system 100 of the present embodiment, a train graph that is conventionally displayed as a train trajectory on a plane including a one-dimensional distance axis and a one-dimensional time axis can be displayed in a three-dimensional space in which a one-dimensional distance axis is added in the direction orthogonal to the conventional axes. Therefore, the conventionally crossed trajectories of the trains running on two railway tracks of the station and platform part are arranged on the front side plane and the deep side plane, and the train trajectories do not cross each other even when two trains pass each other or one train passes another train in the two railway tracks of the station and platform part.
FIG. 18 is a flow chart of the train trajectory drawing process 1002 in the present embodiment.
In the train trajectory drawing process 1002, the data for drawing the train trajectory information as a line in the three-dimensional space is generated. The train trajectory drawing unit 111 selects two adjacent records with the same train name from among records of the timetable information 121 to create a set of a previous station timetable and a next station timetable, and executes the process of steps 1011 to 1013 for each of the previous station timetable and the next station timetable included in the set.
The train trajectory drawing unit 111 uses as keys the stations, the platforms, and the railway track information concerning the previous station timetable and the next station timetable included in the set to search the path information 124 and acquires the travel path between the stations and the line segments included in the travel path (1011).
The train trajectory drawing unit 111 adds the physical lengths of all of the specified line segments to calculate the physical length of the path (1012). However, when the line segment is the start end of the path, the train trajectory drawing unit 111 uses the departure station and the departure platform of the path as keys and subtracts, from the physical length, the distance from the line segment start point of the record acquired from the station and platform information 123. Similarly, when the line segment is the finish end of the path, the train trajectory drawing unit 111 uses the arrival station and the arrival platform of the path as keys and subtracts, from the physical length, the distance from the line segment start point of the record acquired from the station and platform information 123.
The train trajectory drawing unit 111 creates the train trajectory information 1110 for all of the line segments in the path (1013). For example, when the line segment is not the start end of the path, the start end position coordinates (x, y) are start end coordinates of the line segment. When the line segment is the start end of the path, the start end position coordinates (x, y) can be calculated by the following equation. Note that the train trajectory drawing unit 111 uses the departure station and the departure platform of the path as keys to acquire the distance from the line segment start point from the station and platform information 123. The start end and the finish end of the path are stop target positions of the train. Start end position coordinates (x, y) = start end coordinates of line segment + (finish end coordinates of line segment - start end coordinates) × (distance from line segment start point to stop target position / physical length of line segment)
When the line segment is the start end of the path, the start end time coordinate (t) is the departure time of the previous station timetable. When the line segment is not the start end of the path, the start end time coordinate (t) can be calculated by the following equation. Note that the physical length from the start end of the path to the line segment start end can be calculated by a method same as the method for the physical length of the path. Start end time coordinate (t) = departure time of previous station timetable + (arrival time of next station timetable - departure time of previous station timetable) × (physical length from start end of path to line segment start end / physical length of path).
When the line segment is not the finish end of the path, the finish end position coordinates (x, y) are the finish end coordinates of the line segment. When the line segment is the finish end of the path, the finish end position coordinates (x, y) can be calculated by the following equation. Note that the train trajectory drawing unit 111 uses the arrival station and the arrival platform of the path as keys to acquire the distance from the line segment end point of the record from the station and platform information 123. Finish end position coordinates (x, y) = start end coordinates of line segment + (finish end coordinates of line segment - start end coordinates) × (distance from line segment start point to stop target position / physical length of line segment)
When the line segment is the finish end of the path, the finish end time coordinate (t) is the arrival time of the next station timetable. When the line segment is not the finish end of the path, the finish end time coordinate (t) can be calculated by the following equation. Note that the physical length from the start end of the path to the line segment start end can be calculated by a method same as the method for the physical length of the path. Finish end time coordinate (t) = departure time of previous station timetable + (arrival time of next station timetable - departure time of previous station timetable) × (physical length from start end of path to line segment finish end / physical length of path)
When the train trajectory drawing unit 111 finishes creating the train trajectory information 1110 for all line segments in the path, the train trajectory drawing unit 111 draws, in the three-dimensional space, a straight line connecting the start end and the finish end for each record of the created train trajectory information 1110 and ends the train trajectory drawing process.
FIG. 19 is a flow chart of the obstacle area drawing process 1003 in the present embodiment.
In the obstacle area drawing process 1003, the data for drawing the obstacle area of the train as a plane in the three-dimensional space is generated. The obstacle area drawing unit 113 draws a train presence area (1021). The details of the train presence area drawing process will be described with reference to FIG. 20.
The obstacle area drawing unit 113 draws a train occupation area (1022). The details of the train occupation area drawing process will be described with reference to FIG. 25.
The obstacle area drawing unit 113 draws a route setting area (1023). The details of the route setting area drawing process will be described with reference to FIG. 27.
FIG. 20 is a flow chart of the train presence area drawing process 1021 in the present embodiment.
The obstacle area drawing unit 113 creates the train trajectory information 1110 of the front of the train (1031). For example, the obstacle area drawing unit 113 may use the method of the train trajectory drawing process 1002 to create the train trajectory information 1110.
The obstacle area drawing unit 113 creates the train trajectory information 1110 of the rear of the train (1032). For example, the obstacle area drawing unit 113 may use the method of the train trajectory drawing process 1002 to create the train trajectory information 1110. In this case, the train trajectory information 1110 of the front of the train is obtained if the method of the train trajectory drawing process 1002 is applied as it is. Therefore, the obstacle area drawing unit 113 shifts the start point and the end point of the path in the train rear direction by the train length of the train information 125 to calculate the train trajectory information 1110 of the rear of the train.
The obstacle area drawing unit 113 repeatedly executes the process of steps 1033 to 1035 for all trains and line segment IDs.
The obstacle area drawing unit 113 extracts groups of records in which the train name and the line segment ID coincide from the train trajectory information 1110 (1033). One group includes the train trajectory information (front) that is a record of the front of one train and the train trajectory information (rear) that is a record of the rear of the train.
The obstacle area drawing unit 113 executes, for all of the extracted groups, a record dividing process of the train trajectory information (front) and the train trajectory information (rear) for all combinations of the train trajectory information (front) and the train trajectory information (rear) included in the group (1034). For example, when the start end time coordinate (t) of the train trajectory information (front) < the start end time coordinate (t) of the train trajectory information (rear) < the finish end time coordinate (t) of the train trajectory information (front), the obstacle area drawing unit 113 divides the train trajectory information (front) into two records at the start end time coordinate (t) of the train trajectory information (rear). Similarly, when the start end time coordinate (t) of the train trajectory information (front) < the finish end time coordinate (t) of the train trajectory information (rear) < the finish end time coordinate (t) of the train trajectory information (front), the obstacle area drawing unit 113 divides the train trajectory information (front) into two records at the finish end time coordinate (t) of the train trajectory information (rear). When the start end time coordinate (t) of the train trajectory information (rear) < the start end time coordinate (t) of the train trajectory information (front) < the finish end time coordinate (t) of the train trajectory information (rear), the obstacle area drawing unit 113 divides the train trajectory information (rear) into two records at the start end time coordinate (t) of the train trajectory information (front). Similarly, when the start end time coordinate (t) of the train trajectory information (rear) < the finish end time coordinate (t) of the train trajectory information (front) < the finish end time coordinate (t) of the train trajectory information (rear), the obstacle area drawing unit 113 divides the train trajectory information (rear) into two records at the finish end time coordinate (t) of the train trajectory information (front).
As a result of the division of step 1034, the train trajectory information (front) and the train trajectory information (rear) are divided at the division points as illustrated in FIG. 21, and each record of the obstacle area information 1130 can be created as a rectangle in plan view or a triangle in plan view in the three-dimensional space.
FIG. 23 illustrates another example of the division of the train trajectory information (front) and the train trajectory information (rear), and FIG. 22 depicts, on a track layout diagram, services of trains as a basis of FIG. 23.
In the timetable illustrated in FIG. 22, a train T01 departs at 8:01:00 from the platform 2 of the station S01, and the top of the train T01 reaches a junction of x = 30 at 8:01:15. The top of the train T01 enters the line segment E05 from the line segment E04. Therefore, the train trajectory information (rear) is divided at a division point 1, and an obstacle area O01 is generated.
Subsequently, the top of the train T01 reaches a junction of x = 40 at 8:01:25 and enters the line segment E10 from the line segment E05. Therefore, an obstacle area 003 is generated.
Subsequently, the rear end of the train T01 reaches the junction of x = 30 at 8:01:35 and enters the line segment E05 from the line segment E04. Therefore, obstacle areas 002 and 004 are generated.
Subsequently, the rear end of the train T01 reaches the junction of x = 40 at 8:01:40 and enters the line segment E10 from the line segment E05. Therefore, an obstacle area O05 is generated. The train trajectory information (front) is divided at a division point 2, and an obstacle area O06 is generated.
In this way, the train trajectory information is divided in step 1034, and obstacle area information corresponding to the divided line segments is created in step 1035 illustrated next.
When the dividing process is finished for all combinations, the obstacle area drawing unit 113 creates the obstacle area information 1130 with the start end time coordinate or the finish end time coordinate of the train trajectory information (front) or the train trajectory information (rear) as a vertex (1035). For example, the obstacle area drawing unit 113 executes the following process for each record of the train trajectory information (front) obtained after the division.
The obstacle area drawing unit 113 searches for a record in which the start end time coordinate (t) and the finish end time coordinate (t) coincide from the train trajectory information (rear). If the coinciding record is found, the obstacle area drawing unit 113 uses a method of case 1 to create the obstacle area information 1130.

Case 1

Position coordinates (x, y) of obstacle area end 1 = start end position coordinates (x, y) of train trajectory information (front)
Position coordinates (x, y) of obstacle area end 2 = finish end position coordinates (x, y) of train trajectory information (front)
Position coordinates (x, y) of obstacle area end 3 = start end position coordinates (x, y) of train trajectory information (rear)
Position coordinates (x, y) of obstacle area end 4 = finish end position coordinates (x, y) of train trajectory information (rear)
Time coordinate (t) of obstacle area ends 1 and 2 = start end time coordinate (t) of train trajectory information (front)
Time coordinate (t) of obstacle area ends 3 and 4 = finish end time coordinate (t) of train trajectory information (front)
If the coinciding record is not found as a result of the search, the obstacle area drawing unit 113 uses a method of case 2 to create the obstacle area information 1130.

Case 2

Position coordinates (x, y) of obstacle area end 1 = start end position coordinates (x, y) of train trajectory information (front)
Position coordinates (x, y) of obstacle area end 2 = finish end position coordinates (x, y) of train trajectory information (front)
Position coordinates (x, y) of obstacle area end 3 = start end position coordinates (x, y) of train trajectory information (front)
Position coordinates (x, y) of obstacle area end 4 = start end position coordinates (x, y) of train trajectory information (front)
Time coordinate (t) of obstacle area ends 1 and 2 = start end time coordinate (t) of train trajectory information (front)
Time coordinate (t) of obstacle area ends 3 and 4 = finish end time coordinate (t) of train trajectory information (front)
The obstacle area drawing unit 113 further executes the following process for each record of the train trajectory information (rear) obtained after the division. The obstacle area drawing unit 113 searches for a record in which the start end time coordinate (t) and the finish end time coordinate (t) coincide from the train trajectory information (front). If the coinciding record is found, the obstacle area drawing unit 113 does not create the obstacle area information 1130. If the coinciding record is not found, the obstacle area drawing unit 113 uses a method of case 3 to create the obstacle area information 1130.

Case 3

Position coordinates (x, y) of obstacle area end 1 = finish end position coordinates (x, y) of train trajectory information (rear)
Position coordinates (x, y) of obstacle area end 2 = finish end position coordinates (x, y) of train trajectory information (rear)
Position coordinates (x, y) of obstacle area end 3 = start end position coordinates (x, y) of train trajectory information (rear)
Position coordinates (x, y) of obstacle area end 4 = finish end position coordinates (x, y) of train trajectory information (rear)
Time coordinate (t) of obstacle area ends 1 and 2 = start end time coordinate (t) of train trajectory information (rear)
Time coordinate (t) of obstacle area ends 3 and 4 = finish end time coordinate (t) of train trajectory information (rear)
When the obstacle area drawing unit 113 finishes creating the obstacle area information 1130 for all trains and line segment IDs, the obstacle area drawing unit 113 draws, in the three-dimensional space, a plane with the obstacle area ends 1, 2, 3, and 4 as vertices, for each record of the created obstacle area information 1130. The obstacle area drawing unit 113 then ends the train presence area drawing process.
FIG. 24 depicts an example of display obtained after the train presence area drawing process.
The time axis 200 and the distance axis plane 300 including the distance axis are arranged at positions orthogonal to each other in the three-dimensional space output from the output apparatus 105. In the three-dimensional space, the train trajectory information (front) and the train trajectory information (rear) are displayed according to the train schedule, and the obstacle area between the train trajectory information (front) and the train trajectory information (rear) is displayed in a special mode. That is, the train schedule is displayed at the length of distance between the train trajectory information (front) and the train trajectory information (rear).
FIG. 25 is a flow chart of the train occupation area drawing process 1022 in the present embodiment.
The obstacle area drawing unit 113 executes the process of steps 1041 and 1042 for combinations of all of the records in which the area type is the train presence area in the obstacle area information 1130 and all of the records of the route information 126.
The obstacle area drawing unit 113 determines whether the train presence area overlaps the route (1041).
If the train presence area does not overlap the route, the obstacle area drawing unit 113 ends the process for the train presence area. If the train presence area overlaps the route, the obstacle area drawing unit 113 creates the obstacle area information 1130 for all line segments in the route (1042). For example, the obstacle area drawing unit 113 uses the following method to create the obstacle area information 1130 of area type = train occupation area.
Obstacle area ID = any value not overlapping other records
Train name = train ID of obstacle area information in which area type is train presence area
Line segment ID = line segment ID of line segment
Area type = train occupation area
Position coordinates (x, y) of obstacle area end 1 = start end position coordinates (x, y) of line segment (position coordinates (x, y) of route start end when line segment is route start end)
Position coordinates (x, y) of obstacle area end 2 = finish end position coordinates (x, y) of line segment (position coordinates (x, y) of route finish end when line segment is route finish end)
Position coordinates (x, y) of obstacle area end 3 = start end position coordinates (x, y) of line segment (position coordinates (x, y) of route start end when line segment is route start end)
Position coordinates (x, y) of obstacle area end 4 = finish end position coordinates (x, y) of line segment (position coordinates (x, y) of route finish end when line segment is route finish end)
Time coordinate (t) of obstacle area ends 1 and 2 = start end time coordinate (t) of obstacle area ends 1 and 2 of obstacle area information 1130 in which area type is train presence area
Time coordinate (t) of obstacle area ends 3 and 4 = finish end time coordinate (t) of obstacle area ends 3 and 4 of obstacle area information 1130 in which area type is train presence area
When the obstacle area drawing unit 113 finishes creating the obstacle area information 1130 for all line segments and all combinations, the obstacle area drawing unit 113 draws, in the three-dimensional space, a plane with the obstacle area ends 1, 2, 3, and 4 as vertices, for each record of the created obstacle area information 1130. The obstacle area drawing unit 113 then ends the train occupation area drawing process.
FIG. 26 depicts an example of display obtained after the train occupation area drawing process in the present embodiment.
The time axis 200 and the distance axis plane 300 including the distance axis are arranged at positions orthogonal to each other in the three-dimensional space output from the output apparatus 105. The train trajectory information according to the train schedule and a plane representing the railway track area occupied by the train and the time width (a plane in which the track layout is extended in the time axis direction) are displayed in the three-dimensional space.
FIG. 27 is a flow chart of the route setting area drawing process 1023 in the present embodiment.
The obstacle area drawing unit 113 executes the process of steps 1051 and 1052 for all combinations of all records in which the area type is the train presence area in the obstacle area information 1130 and the records of the route information 126.
The obstacle area drawing unit 113 determines whether the area from the route setting position to the route start end overlaps the train presence area (1051).
If the area from the route setting position to the route start end does not overlap the train presence area, the obstacle area drawing unit 113 ends the process for the route. If the area from the route setting position to the route start end overlaps the train presence area, the obstacle area drawing unit 113 creates the obstacle area information 1130 for all line segments in the route (1052). For example, the obstacle area drawing unit 113 uses the following method to create the obstacle area information 1130 of area type = route setting area.

Obstacle area ID = any value not overlapping other records
Train name = train ID of obstacle area information in which area type is train presence area
Line segment ID = line segment ID of line segment
Area type = route setting area
Position coordinates (x, y) of obstacle area end 1 = start end position coordinates (x, y) of line segment (position coordinates (x, y) of route start end when line segment is route start end)
Position coordinates (x, y) of obstacle area end 2 = finish end position coordinates (x, y) of line segment (position coordinates (x, y) of route finish end when line segment is route finish end)
Position coordinates (x, y) of obstacle area end 3 = start end position coordinates (x, y) of line segment (position coordinates (x, y) of route start end when line segment is route start end)
Position coordinates (x, y) of obstacle area end 4 = finish end position coordinates (x, y) of line segment (position coordinates (x, y) of route finish end when line segment is route finish end)
Time coordinate (t) of obstacle area ends 1 and 2 = time coordinate (t) of obstacle area ends 1 and 2 of obstacle area information 1130 in which area type is train presence area
Time coordinate (t) of obstacle area ends 3 and 4 = time coordinate (t) of obstacle area ends 3 and 4 of obstacle area information 1130 in which area type is train presence area.

When the obstacle area drawing unit 113 finishes creating the obstacle area information 1130 for all line segments and all combinations, the obstacle area drawing unit 113 draws, in the three-dimensional space, a plane with the obstacle area ends 1, 2, 3, and 4 as vertices, for each record of the created obstacle area information 1130. The obstacle area drawing unit 113 then ends the route setting area drawing process.
FIG. 28 depicts an example of display obtained after the route setting area drawing process in the present embodiment.
The time axis 200 and the distance axis plane 300 including the distance axis are arranged at positions orthogonal to each other in the three-dimensional space output from the output apparatus 105. The train trajectory information according to the train schedule and a plane representing the railway track area of the route traveled by the train and the time width (a plane in which the track layout is extended in the time axis direction) are displayed in the three-dimensional space.
FIG. 29 is a flow chart of the proximity waring drawing process 1004 in the present embodiment.
The proximity warning drawing unit 114 executes the process of steps 1061 to 1063 for all records of the proximity warning position information 128.
The proximity warning drawing unit 114 extracts all records related to the proximity warning position from the obstacle area information 1130 (1061). The related record is a record including the proximity warning position inside. Specifically, the proximity warning drawing unit 114 may determine that the record is a related record if the record satisfies all of the following conditions: the line segment ID of the proximity warning position information 128 is the same as that of the obstacle area; the position of the proximity warning position information 128 is included in the obstacle area; and the area type of the obstacle area is the train presence area or the train occupation area.
The proximity warning drawing unit 114 executes the process of steps 1062 and 1063 for combinations of all of the extracted records.
The proximity warning drawing unit 114 determines whether the time interval between the records of the combination is equal to or smaller than a predetermined threshold (1062). The time interval between the records of the combination can be obtained by calculating, for each record of the combination, the time coordinate (t) of the intersection of the record and the proximity warning position information 128 and obtaining the absolute value of the difference between the time coordinates (t). The time coordinate (t) of the intersection of the record and the proximity warning position information 128 may be obtained by proportionately dividing the time coordinate (t) of the obstacle area ends 1 and 2 and the time coordinate (t) of the obstacle area ends 3 and 4 of the obstacle area information 1130 at the position of the proximity warning position information 128 in the line segment. The ratio of the proportionate division can be obtained by dividing the distance from the line segment start end of the proximity warning position information 128 by the physical length of the track layout information 122.
The proximity warning drawing unit 114 creates the proximity warning information 1140 (1063). The configuration example of the proximity warning information 1140 is as described above with reference to FIG. 14. The proximity warning information 1140 is created by the following method.

Warning position ID = warning position ID of proximity warning position information 128
Train 1 = one train ID of combination of records of obstacle area information 1130
Train 2 = other train ID of combination of records of obstacle area information 1130 Coordinate (t) = (time coordinate (t) of intersection of one record of combination of records of obstacle area information 1130 and proximity warning position information 128 calculated in step 1062 + time coordinate (t) of intersection of other record of combination of records of obstacle area information 1130 and proximity warning position information 128 calculated in step 1062) / 2
Time distance = time interval between records of combination calculated in step 1062
Warning size = value obtained by, for example, presetting threshold of range of a plurality of time distances corresponding to warning size and comparing calculated time distance with threshold

FIG. 30 depicts an example of display obtained after the proximity warning drawing process in the present embodiment.
The time axis 200 and the distance axis plane 300 including the distance axis are arranged at positions orthogonal to each other in the three-dimensional space output from the output apparatus 105. The train trajectory information according to the train schedule is displayed in the three-dimensional space, and a marker is displayed in a place where the train trajectory information is in close proximity. The place where the train trajectory information is in close proximity, which is a place where the marker is displayed, is a place where the distance of the train trajectory information crosses at zero or a place where the distance of the train trajectory information is in close proximity at a predetermined threshold or less. That is, the train is obstructed in the place where the distance of the train trajectory information crosses at zero, and in the place where the distance of the train trajectory information is in close proximity at the predetermined threshold or less, the train may be obstructed if the train is delayed. The closer the distance of the train trajectory information, the larger the displayed marker may be.
For example, when the schedule is to be created, the schedule may be created such that a marker, particularly a large marker, does not appear. During the service management, the marker can be used to warn disruption of the schedule.
FIG. 31 is a flow chart of the train presence drawing process 1006 in the present embodiment.
The train presence drawing unit 112 acquires the time from the time information 127 (1071).
The train presence drawing unit 112 draws a plane perpendicular to the time axis at a location of the time coordinate indicated by the time information (1072).
The train presence drawing unit 112 draws a train presence symbol at an intersection of the obstacle area information 1130 in which the area type is the train presence area and the plane drawn in step 1072 (1073).
FIG. 32 depicts an example of display obtained after the train presence drawing process in the present embodiment.
The time axis 200 and the distance axis plane 300 including the distance axis are arranged at positions orthogonal to each other in the three-dimensional space output from the output apparatus 105. The intersection of the time axis 200 and the distance axis plane 300 is a display time 250 of the train presence position. The train presence position is displayed on the distance axis plane 300. The time axis 200 or the distance axis plane 300 can be moved, that is, the relative positions of the time axis 200 and the distance axis plane 300 can be changed, to update the display time of the train presence position of the time information 127 and display the presence position of the train at a certain time.
The track layout illustrated in FIG. 32 includes a single line part and a station part including two railway tracks that allow two trains to pass each other. The schedules of the trains running on the two railway tracks of the station part are displayed on the front side plane and the deep side plane. The schedule of the train running on the railway track of the single line part is displayed on the intermediate plane.
As described above, according to the transport management system 100 of the present embodiment, an irrational timetable can intuitively be recognized, and a plan that can prevent a physical obstacle between trains can promptly be created and corrected. In addition, the train schedule can be displayed such that passing, siding, or waiting of the trains among a plurality of platforms in the station can easily be recognized.
The present invention is not limited to the embodiment described above, and the present invention includes various modifications and equivalent configurations within the scope of the attached claims. For example, the embodiment has been described in detail to facilitate understanding of the present invention, and the present invention is not necessarily limited to what includes all of the described configurations. A part of the configuration of an embodiment may be replaced with the configuration of another embodiment. The configuration of an embodiment may be added to the configuration of another embodiment. Another configuration may be added to, subtracted from, or replace a part of the configuration of each embodiment.
Some or all of the configurations, the functions, the processing units, the processing means, and the like may be, for example, designed in an integrated circuit to realize them in hardware, or they may be realized in software by the processor interpreting and executing programs for realizing the functions.
Information, such as programs, tables, and files, for realizing the functions can be stored in a storage apparatus, such as a memory, a hard disk, and an SSD, or in a recording medium, such as an integrated circuit (IC) card, a secure digital (SD) card, and a digital versatile disc (DVD).
Control lines and information lines considered to be necessary for the description are illustrated, and all of the control lines and the information lines necessary for the implementation may not necessarily be illustrated. It can be considered that most of the components are connected to each other in practice.

Claims

A transport management system (100) that displays a train graph in a three-dimensional space, the transport management system comprising:
a calculator including a computation apparatus (101) that executes a predetermined computation process and a storage apparatus (103) that can be accessed by the computation apparatus, wherein

the computation apparatus includes a trajectory drawing unit (111) configured to calculate a first trajectory indicating a top position of a movable body in the three-dimensional space including one dimension representing a time and two dimensions representing a position of the movable body on a plane, based on a timetable of the movable body, track layout, and a travel path of the movable body, and generate data for displaying the calculated first trajectory in the three-dimensional space.
The transport management system (100) according to claim 1, wherein
one axis of the plane represents a distance, and another axis of the plane is defined by a separate railway track, and

the track layout is represented on the plane.
The transport management system (100) according to claim 1, wherein
the plane is a map including geographic features, and

the track layout is represented on the map.
The transport management system (100) according to claim 1, wherein
the computation apparatus (101) includes a presence drawing unit (112) configured to acquire a time for a drawing target, define, on a time axis corresponding to the dimension of the time, a plane representing the acquired time in the three-dimensional space, and generate data for displaying, on the defined plane, the track layout and the position of the movable body at the acquired time.
The transport management system (100) according to claim 1, wherein
the computation apparatus (101) includes an obstacle area drawing unit (113) configured to calculate a position of a rear of the movable body in the three-dimensional space, calculate a second trajectory representing an area of the movable body from the top to the rear of the movable body, and generate data for displaying the calculated second trajectory in the three-dimensional space.
The transport management system (100) according to claim 1, wherein
the computation apparatus (101) includes an obstacle area drawing unit (113) configured to calculate a third trajectory representing a railway track area exclusively occupied by the movable body in the three-dimensional space, and generate data for displaying the calculated third trajectory in the three-dimensional space.
The transport management system (100) according to claim 1, wherein
the computation apparatus (101) includes an obstacle area drawing unit (113) configured to calculate a fourth trajectory representing an occupied railway track area in a route to be traveled by the movable body in the three-dimensional space, and generate data for displaying the calculated fourth trajectory in the three-dimensional space.
The transport management system (100) according to claim 5, wherein
the computation apparatus (101) includes a proximity warning drawing unit (114) configured to calculate a warning location where a distance between trajectories including the first trajectories and the second trajectories of different movable bodies is equal to or smaller than a predetermined threshold, in the three-dimensional space, and generate data for displaying, in the three-dimensional space, a symbol with a size corresponding to the distance between the trajectories.
The transport management system (100) according to claim 1, wherein
the computation apparatus (101) generates data for displaying, in the three-dimensional space, the timetable of the movable body as the train graph.
The transport management system (100) according to claim 1, wherein
the trajectory drawing unit (111) is configured to
read timetable information (121), track layout information (122), and path information (124) of a timetable of a train,

select two adjacent records with a same train name from among records included in the timetable information to create a set of a previous station timetable and a next station timetable,

use as keys stations, platforms, and railway track information concerning the previous station timetable and the next station timetable included in the set to search the path information, and acquire a travel path between the stations and line segments included in the travel path,

refer to the track layout information to add physical lengths of the acquired line segments to calculate a physical length of the path, and

create train trajectory information (1110) including positions and times of start points and end points of all line segments in the path.
The transport management system (100) according to claim 10, wherein
the transport management system is configured to
use following equations to calculate start end position coordinates and a start end time coordinate when the line segment is a start end of the path, and

use the following equations to calculate finish end position coordinates and a finish end time coordinate when the line segment is a finish end of the path. Start end position coordinates = start end coordinates of line segment + (finish end coordinates of line segment - start end coordinates) × (distance from line segment start point to stop target position / physical length of line segment) Start end time coordinate = departure time of previous station timetable + (arrival time of next station timetable - departure time of previous station timetable) × (physical length from start end of path to line segment start end / physical length of path) Finish end position coordinates = start end coordinates of line segment + (finish end coordinates of line segment - start end coordinates) × (distance from line segment start point to stop target position / physical length of line segment) Finish end time coordinate = departure time of previous station timetable + (arrival time of next station timetable - departure time of previous station timetable) × (physical length from start end of path to line segment finish end / physical length of path)
The transport management system (100) according to claim 10, further comprising:
an obstacle area drawing unit (113) configured to draw an obstacle area in the three-dimensional space, wherein

the obstacle area drawing unit is configured to
create train trajectory information concerning a front of the train,

shift a start point and an end point of a path in a train rear direction by a train length to create train trajectory information concerning a rear of the train,

extract the train trajectory information in which the train name and the line segment coincide,

for a combination of the extracted train trajectory information concerning the front and the train trajectory information concerning the rear, divide the train trajectory information into two pieces of information at a start end time coordinate or a finish end time coordinate of the train trajectory information and create a rectangle in plan view or a triangle in plan view in the three-dimensional space, and

search for the train trajectory information concerning the front and the train trajectory information concerning the rear between which the start end time coordinate and the finish end time coordinate coincide in the train trajectory information obtained after the division, and create obstacle area information (1130) in which the start end time coordinate or the finish end time coordinate of the train trajectory information is a vertex.
The transport management system (100) according to claim 12, wherein,
when the obstacle area information (1130) in which an area type is a train presence area overlaps at least part of the path, the obstacle area drawing unit (113) creates obstacle area information in which start end position coordinates and finish end position coordinates of the line segment and the start end time coordinate and the finish end time coordinate of the obstacle area are vertices.
The transport management system (100) according to claim 13, wherein,
when an area from a route setting position to a route start end overlaps the train presence area, the obstacle area drawing unit (113) creates obstacle area information (1130) in which the start end position coordinates, the finish end position coordinates, the start end time coordinate, and the finish end time coordinate of the obstacle area are vertices, for all line segments in a route.
A transport management method of displaying a train graph in a three-dimensional space,
the transport management method being executed by a calculator including a computation apparatus (101) that executes a predetermined computation process and a storage apparatus (103) that can be accessed by the computation apparatus,

the transport management method comprising:
calculating, by the computation apparatus, a first trajectory indicating a top position of a movable body in the three-dimensional space including one dimension representing a time and two dimensions representing a position of the movable body on a plane, based on a timetable of the movable body, track layout, and a travel path of the movable body; and

generating, by the computation apparatus, data for displaying the calculated first trajectory in the three-dimensional space.