JP4840871B2 - Railway vehicle operation management system and railway vehicle operation management program - Google Patents

Description

  The present invention relates to a technique for managing the operation of a vehicle based on a GPS signal received from a global positioning system (GPS), and particularly to a driver of a railway vehicle traveling on a predetermined route such as a train or a train. The present invention relates to a railway vehicle operation management system and a railway vehicle operation management program that are suitable for calling attention and assisting driving by providing operation guidance.

  Traditionally, railways have been the main means of transportation connecting cities, towns and towns, and towns have been formed around stations, making them closely related to people's lives. Railways also have a high utilization rate because of their high transportation volume and high safety. On the other hand, if a railway accident occurs, it may lead to a catastrophe and cause many casualties. Therefore, railway companies pay close attention, but it is impossible to eliminate 100% human error. In particular, in recent years, an overcrowded operation schedule has been established as the number of users increases. However, since there is a demand for strict adherence to departure and arrival times, there is a great deal of tension and burden on drivers.

  In addition, there are various types of operating vehicles such as normal, express, express, express, special express, etc., and the stop stations and passing stations are different, so if the driver is not always concentrated, mistakenly stop the stop station End up. Moreover, since the vehicle travels on a straight track with little change in scenery, it can be said that the concentration is difficult to maintain.

  Under such circumstances, it is considered that there is considerable stress and burden on railway operators, and it is an urgent task to prevent such railway accidents by introducing a mechanism to support such railway operators. There is also a need for specific needs.

  In consideration of the above-described needs, a technique for acquiring vehicle position information from GPS and managing the operation of the vehicle based on the position information has been proposed. For example, Japanese Unexamined Patent Application Publication No. 2003-137099 discloses an operation management system including a command center that manages the operation of a vehicle and a vehicle managed by the command center (Patent Document 1). Then, when the command center transmits notification information including notification text information on driving instructions and alert location information for specifying a location to alert the notification text information to the vehicle, the vehicle information processing device The position information from is compared with the alert position information included in the notification information, and when it is determined that the vehicle has reached the alert position, the driver is alerted to the notice text information. Yes.

JP 2003-137099 A

  However, in the operation management system described in Patent Document 1, the operation of the vehicle is monitored on the command center side. For this reason, if you want to call the driver's attention, the command center administrator must create the notification information, specify the vehicle to which the notification information should be distributed, and send it to you. There is a possibility of failing to make a notification due to an administrator's mistake. Moreover, when an emergency situation occurs in the vehicle, there are many cases where it is meaningless to wait for a command from the command center because the alert is too late.

  In addition, when acquiring position information by GPS, accurate position information cannot be calculated unless at least three GPS signals are received. For this reason, in areas where high-rise buildings are lined up, station buildings with roofs, etc., the number of GPS signals received decreases, and the current position of the vehicle cannot often be specified accurately. And if the position information of the vehicle is incorrect, there is a problem that accurate operation guidance cannot be performed because the vehicle is misaligned until the timing for alerting the driver.

  On the other hand, if a high-accuracy GPS unit is used, accurate position information can be obtained, so that highly accurate operation management can be performed. However, since the GPS unit is expensive, the cost of the operation management system itself is low. There is a problem of becoming high. For this reason, it has been desired to develop an operation management system that is inexpensive and highly accurate.

  The present invention has been made to solve such problems, and automatically provides the driver with guidance on the stop station and scheduled time for each checkpoint arbitrarily set on a predetermined route. It is possible to support the driver by providing various operation guides such as warnings such as the degree of deviation and restriction of vehicle speed at appropriate timing, and it is inexpensive even in areas where GPS signals are difficult to receive The purpose of the present invention is to provide a railway vehicle operation management system and a railway vehicle operation management program that can predict the position of the vehicle with high accuracy and perform highly accurate operation management.

  The features of the railway vehicle operation management system and the railway vehicle operation management program according to the present invention are a railway vehicle operation management system and a railway vehicle operation management program for managing the operation of a vehicle traveling on a railway line, and a curve on the railway line. Route specific position data consisting of each latitude / longitude data of the curve specific point for specifying the position and the vehicle speed change planned position for specifying the vehicle speed change planned position, and arbitrarily set on the route connecting these route specific positions Route data storage means for storing checkpoint position data consisting of latitude / longitude data of checkpoints for managing the operation of the vehicle, and the checkpoint location information, estimated speed, scheduled speed, and stop station guide information. Operation schedule data storage that stores operation schedule data appropriately set in association with data Means, GPS signal receiving means for receiving a GPS signal from a global positioning system (GPS), GPS data related to the vehicle is calculated based on the GPS signal, and based on the GPS data and the operation schedule data, the vehicle Deviations from the scheduled time of passage at the checkpoint, deviations from the scheduled speed, the next stop station information, and the operation management processing means for managing the operation, and the deviation from the estimated passage time acquired by this operation management processing means There is a difference from the planned speed, and an operation guidance output means for appropriately guiding the next stop station information to the driver.

  Further, in the present invention, the operation management processing means calculates a GPS data calculation unit that calculates GPS data including measured position data, time data, speed data, and the like related to the vehicle from the GPS signal, and the number of received GPS signals. When it is determined by the GPS signal reception number determination unit to be determined and the GPS signal reception number determination unit that three or more GPS signals have been received, the measured position data calculated by the GPS signal is adopted as correction position data. Correction data for acquiring the previous correction position data, the time data, and the hourly speed data when the correction position data adopting unit and the GPS reception number determining unit determine that the number of GPS signals received is two or less. An elapsed time from the acquisition start position and the correction start position specified by the immediately preceding correction position data and the time A predicted travel distance calculating unit that calculates a predicted travel distance of the vehicle based on the data, and a predicted position that is advanced by the predicted travel distance from the correction start position along the railway line specified by the route specific position data It is preferable to have a predicted position data calculation unit that calculates predicted position data.

  Furthermore, in the present invention, the operation management processing means, when the number of received GPS signals is two for a predetermined time, the measured position data obtained from the predicted position data and the two GPS signals at this time If the position data comparison / determination unit determines that the predicted position data is substantially equal to the measured position data, the correction position data adopting unit, It is preferable to employ the predicted position data or the actually measured position data as correction position data.

  In the present invention, the position data comparison / determination unit sets the predicted position on a line connecting the immediately preceding correction position data and the next route specific point, and uses the predicted position as a reference with a predetermined effective width. When the measured position data is located within the set effective measurement zone, it is preferable to determine that the predicted position data is substantially equal to the measured position data.

  Furthermore, in the present invention, the route data storage means includes sub-checkpoint position data for specifying a position of a sub-checkpoint that is set at a predetermined interval behind the checkpoint position in the traveling direction of the vehicle on the railway line. Is stored, and the operation management processing unit is configured such that the vehicle position specified by the actually measured position data or the predicted position data is specified by the check point position data and the sub check point position data in the operation schedule data, respectively. It is preferable to have a checkpoint arrival determination unit that determines that the vehicle has reached the checkpoint when entering into a CP measurement area provided with a predetermined effective range with reference to.

  In the present invention, the operation management processing means compares the operation schedule data with the time data and the speed data, and obtains a deviation from a scheduled passage time at a predetermined checkpoint and a deviation from the scheduled speed. An abnormal operation determination unit that determines whether or not a predetermined allowable value is exceeded or whether the acceleration analog data acquired from the three-dimensional acceleration sensor exceeds a predetermined allowable value, and the abnormal operation determination When abnormal operation is detected by the unit, among data obtained from various devices mounted on the vehicle or various data received from devices outside the vehicle, predetermined from before the occurrence of the abnormal operation to after the occurrence It is preferable to have an abnormal data storage unit that stores various data within the time in the abnormal data storage means.

  Furthermore, in this invention, it has the operation condition imaging | photography means which image | photographs the surrounding condition of the said vehicle or the driver | operator's driving condition, The said abnormal time data storage part is the video data image | photographed by the said operation condition imaging | photography means. It is preferable to store the GPS data in the abnormal data storage means.

  In the present invention, it is preferable that the abnormal time data storage unit stores the ATS data including the ground element ID and the vehicle speed obtained from the ground element of ATS (Automatic Train Stop) in the abnormal data storage means.

  Further, in the present invention, the operation management processing means includes a comparison result between the latitude / longitude data regarding the departure point of the vehicle and the GPS data, a comparison result between the checkpoint position data and the GPS data, or a gyro sensor. It is preferable to have a system check unit that determines whether or not the railway vehicle operation management system is operating normally based on the comparison result between the azimuth data and the azimuth data between checkpoints.

  According to the present invention, for each checkpoint arbitrarily set on a predetermined route, the driver is automatically informed of various information such as guidance of the stop station, the degree of deviation from the scheduled time, and alerting the vehicle speed limit. It is possible to support the driver by performing the operation guidance at an appropriate timing, and the burden and stress on the driver can be reduced. Further, even in a region where GPS signals are difficult to receive, the position of the vehicle can be predicted with high accuracy, and operation management can be performed with high accuracy while being inexpensive.

  Hereinafter, embodiments of a railway vehicle operation management system and a railway vehicle operation management program according to the present invention will be described with reference to the drawings. FIG. 1 is a block diagram showing a railway vehicle operation management system 1 according to this embodiment.

  The railway vehicle operation management system 1 of this embodiment is installed in a driver's seat of a vehicle traveling on a railway line such as a train or a train, and manages the operation of the vehicle. As shown in FIG. , Route data storage means 2 for storing various data relating to the route, operation schedule data storage means 3 for storing various data relating to the operation schedule of the vehicle, and operation result data storage for storing various data relating to the operation result of the vehicle. Means 4, abnormal data storage means 5 for storing data when abnormal operation occurs in the vehicle, GPS signal receiving means 6 for receiving GPS signals from the global positioning system (GPS), and various kinds of information to the driver of the vehicle The operation guidance output means 7 for outputting the operation guidance, the operation situation imaging means 8 for imaging the operation situation, and various processes relating to the vehicle operation management are executed. And operation management processing unit 9, and a.

  Hereinafter, each constituent unit constituting this embodiment will be described in more detail. The route data storage means 2, the operation schedule data storage means 3, the operation result data storage means 4 and the abnormality data storage means 5 are appropriately configured by storage means such as a hard disk or a memory card. In the present embodiment, the route data storage means 2 stores route data such as route specific position data, check point position data, and sub check point position data, as shown in FIG. The operation schedule data storage means 3 stores operation schedule data such as train schedules, the operation result data storage means 4 stores operation result data, and the abnormal data storage means 5 includes video data and the like. The data at the time of abnormality is memorized.

  Hereinafter, each data mentioned above is demonstrated. Route specific position data is for specifying railway lines with simple information. Latitude / longitude data of curve specific points that specify the curve position on the railway line, vehicle speed change that specifies the planned speed change position of the vehicle It is composed of latitude / longitude data of the planned location and effective width data for specifying an effective measurement zone.

  The curve specifying point is for setting an effective measurement zone. As shown in FIG. 2, the curve specifying point specifies a point where the railway line curves and the traveling direction of the vehicle changes. This curve specifying point is specified, for example, as latitude / longitude data of the apex of the curve. Moreover, since there are many sections in which railway lines are basically laid in a straight line, if the curve specific points as described above are set, the railway lines can be specified approximately by connecting them. For this reason, calculation of the predicted position of the vehicle, which will be described later, is simplified. Further, the vehicle speed change scheduled point specifies a point at which the speed limit of the vehicle on the railway line changes, and is determined in advance based on the operation schedule.

  The effective measurement zone is set by utilizing the property that the vehicle travels along a predetermined railway line. As will be described later, whether or not the measured position data of the vehicle obtained from the GPS is valid. It is for judging. As shown in FIG. 2, the effective measurement zone is set with a predetermined effective width mainly between adjacent curve specific points along the route. The effective width data indicating the effective width can be set and changed as appropriate, but is set to about 1 to 2 m in this embodiment.

  The check point position data is composed of latitude / longitude data of the check point for managing the operation of the vehicle at an accurate timing. The check point is arbitrarily set on a route connecting the route specifying positions such as the curve specifying point and the vehicle speed change scheduled point, and is mainly set to a point where guidance for assisting the driver is necessary. The check point in this embodiment is a stop station guide point that guides the station name in front of the stop station in order to inform whether it is a stop station or a passing station, and a diagram error for checking whether the vehicle is operating on time Consists of confirmation points. In the present embodiment, the curve specific point and the vehicle speed change scheduled point are also set as check points.

  As will be described later, the sub-checkpoint is for following the GPS signal acquisition omission at each checkpoint. In the present embodiment, the sub-checkpoints are set at a predetermined interval on the railroad line from the respective checkpoint positions to the rear in the vehicle traveling direction. Latitude / longitude data regarding each sub-checkpoint is stored as sub-checkpoint data. Note that the sub-checkpoint data may be specified with the above-described predetermined interval on the rear side of the railway line based on the latitude / longitude data of the checkpoint, not the latitude / longitude data.

  The operation schedule data is composed of various data related to the operation schedule of the vehicle, and the operation schedule is reflected. In the present embodiment, data such as a checkpoint name, a scheduled passage time, a planned speed, and stop station guide information are appropriately set in association with each checkpoint. In addition, operation schedule data may be comprised from the data of each route by which the said vehicle is operated for every vehicle on the basis of a vehicle, or from the data of each route in charge of each driver on the basis of a driver. You may make it comprise.

  The operation result data is composed of various data related to the operation results of the vehicle. In the present embodiment, the passing time of the vehicle at each check point, GPS data (measured position data, time data, speed data, traveling direction data, altitude data, etc.) acquired every second from GPS, and predicted position data, It consists of correction position data and the like.

  In the present embodiment, the predicted position data is composed of latitude / longitude data at the predicted position of the vehicle. The correction position data is for calculating a predicted position. As will be described later, the corrected position data includes measured position data calculated when three or more GPS signals are received and predicted position data with high reliability. It is stored as correction position data.

  The abnormal time data is composed of various data when an abnormal operation occurs in the operation status of the vehicle. In this embodiment, it is composed of video data taken by the operation situation photographing means 8, GPS data acquired from GPS, and ATS data such as a ground piece ID and vehicle speed obtained from a ground piece of ATS (Automatic Train Stop). Has been. Of these data, only the data within a predetermined time from before the occurrence of the abnormal operation to after the occurrence of the abnormal operation is stored in the abnormal data storage means 5. Note that the abnormal data is not limited to the above data, but can be obtained from various devices installed in the vehicle, or from outside the vehicle such as a management center, as long as it is useful for analyzing the abnormal operation and investigating the cause. Various data received from the device may be recorded.

  The GPS signal receiving means 6 is composed of a GPS antenna or the like, and receives a GPS signal transmitted from a GPS satellite of the global positioning system. The operation guidance output means 7 is composed of output devices such as a speaker that outputs voice guidance and a display that displays the operation guidance, and provides various operation information such as regular information and emergency information to the vehicle driver. Is output. The operation status photographing means 8 is composed of a moving image photographing device such as a digital video camera, and acquires the operation status as video data. In this embodiment, two digital video cameras are mounted so as to photograph the front of the vehicle and the driver's seat.

  The operation management processing means 9 is composed of a CPU (Central Processing Unit) and the like, and controls each component means based on the railway vehicle operation management program of the present embodiment and acquires various data necessary for operation management. The operation process is executed in a timely manner. The main processing of the operation management processing means 9 will be described. The GPS data related to the vehicle is calculated based on the GPS signal received by the GPS signal receiving means 6, and the actual state of the vehicle with respect to the operation schedule based on the GPS data and the operation schedule data. In order to grasp the operation status of the vehicle and manage the operation to support the driver, the occurrence of abnormalities in operation is also urged at an early stage.

  Next, the configuration of the operation management processing means 9 that performs the processing as described above will be described. The operation management processing means 9 mainly includes an operation data acquisition unit 91, a GPS signal acquisition unit 92, a GPS data calculation unit 93, a system check unit 94, a GPS signal reception number determination unit 95, and correction data acquisition. Unit 96, predicted travel distance calculation unit 97, predicted position data calculation unit 98, unreceivable time determination unit 99, position data comparison determination unit 100, correction position data adoption unit 101, and vehicle position adoption unit 102. An abnormal operation determination unit 103, an abnormal data storage unit 104, a checkpoint arrival determination unit 105, an operation guidance output unit 106, an operation result data storage unit 107, and a next route data determination unit 108. ing.

  The operation data acquisition unit 91 acquires various data necessary for vehicle operation. Specifically, route specific position data, check point position data, and sub check point position data are acquired from the route data storage means 2, and operation schedule data is acquired from the operation schedule data storage means 3.

  The GPS signal acquisition unit 92 acquires the GPS signal received by the GPS signal receiving means 6. In the present embodiment, GPS signals are acquired at intervals of about 1 second and provided to the GPS data calculation unit 93. The GPS signal is composed of a signal in which time information, orbit information indicating the position of a GPS satellite, and the like are multiplexed.

  The GPS data calculation unit 93 calculates GPS data including actually measured position data, time data, hourly speed data, traveling direction data, altitude data, and the like regarding the vehicle based on the GPS signal acquired by the GPS signal acquisition unit 92. .

  Specifically, first, the arrival time required to receive the GPS signal is calculated from the time information in the GPS signal and the reception time in the GPS signal receiving means 6, and the GPS satellite is calculated from the arrival time and the propagation speed of the GPS signal. And the GPS signal receiving means 6 are calculated. Since this distance is equal to the distance connecting the reception position of the GPS signal receiving means 6 and the position of the GPS satellite, a two-dimensional equation consisting of three variables (latitude, longitude, altitude) is established. Therefore, when three or more GPS signals are received, accurate measured position data (latitude, longitude) and altitude data are calculated. Also, assuming that the altitude of the vehicle is not substantially changed, the altitude can be set to a constant value, so even if the number of GPS signals received is two, measured position data (latitude, longitude) that is accurate to some extent is calculated. On the other hand, time data, speed data, and traveling direction data are always obtained accurately regardless of the number of GPS signals received.

  The system check unit 94 checks the operation status of the railway vehicle operation management system 1 and detects a failure. Specifically, at the time of departure, the latitude / longitude data relating to the departure point of the vehicle and the measured position data calculated by the GPS data calculation unit 93 are acquired, and it is determined whether or not they match. If the two match, it is determined that the system is operating normally. On the other hand, if there is a mismatch or no GPS signal is received, an error message indicating that the read route data is incorrect or that the GPS signal receiving means 6 is out of order is output from the operation guidance output means 7. . In addition, the latitude and longitude data of the departure point may be manually input by the driver at the time of delivery, or the latitude and longitude data are automatically selected by selecting the name of the first departure point preset in the route data and the operation schedule data. The longitude data may be specified.

  In the present embodiment, the system check unit 94 has a function of self-diagnosis of the operation status of the system even during traveling. Specifically, checkpoint position data and GPS data are acquired, and it is determined whether or not the vehicle is tracing each checkpoint in turn. As long as the tracing is performed accurately, it is determined that the system is operating normally. On the other hand, if an abnormality is recognized, an error message is output.

  Further, the vehicle of the present embodiment is provided with a gyro sensor Sj that measures the direction of the vehicle. Therefore, the system check unit 94 according to the present embodiment acquires vehicle azimuth data obtained by the gyro sensor Sj and azimuth data between check points, and determines whether or not they match. And if both correspond, it will be judged that this system is operating normally. On the other hand, if they do not match, an error message is output. Note that the azimuth data between checkpoints is calculated from the checkpoint position data.

  The GPS signal reception number determination unit 95 determines the number of GPS signal receptions. As described above, the accuracy of GPS data varies depending on the number of GPS signals received. Therefore, in the present embodiment, position data correction processing, which will be described later, is appropriately executed based on the number of GPS signals received.

  The correction data acquisition unit 96 acquires data necessary for vehicle position data correction processing. In the present embodiment, the previous correction position data, time data, and hourly speed data are acquired from the operation result data storage means 4. Here, the immediately preceding correction position data is the actual position data calculated when three or more GPS signals are received, or the actual position when the number of GPS signals received is two or less for a predetermined period of time. This is the latest one of the measured position data or the predicted position data when the data is substantially equal to the predicted position data described later. That is, the latest vehicle position is specified from among highly reliable vehicle positions, and this position is set as a correction start position in this embodiment.

  The predicted travel distance calculation unit 97 calculates the predicted travel distance that the vehicle will travel while a highly reliable vehicle position cannot be obtained. Specifically, the elapsed time from the correction start position is calculated based on the correction position data and time data immediately before acquired by the correction data acquisition unit 96, and the vehicle is predicted based on the elapsed time and hourly speed data. The mileage is calculated.

  The predicted position data calculation unit 98 calculates the predicted position of the vehicle. Specifically, the railway line is specified by the route specific position data acquired by the correction data acquisition unit 96, and the latitude and longitude of the predicted position advanced by the predicted travel distance from the correction start position along this route as the predicted position data. To get.

  For example, when the predicted travel distance is L, a first straight line connecting the correction start position and the nearest curve specific point is calculated, and if the length of the first straight line is equal to or longer than L, correction is performed on the first straight line. A position advanced by L from the start position is acquired as a predicted position. On the other hand, when the length of the first straight line is smaller than L, a second straight line connecting the next curve specific point and the nearest curve specific point is calculated. Then, on the second straight line, the latitude and longitude of the position advanced by [L- (length of the first straight line)] from the nearest curve specific point is acquired as predicted position data.

  The unreceivable time discriminating unit 99 discriminates whether or not the state in which the number of GPS signals received is 2 or less has continued for a predetermined time because of passing through the dead zone. In the present embodiment, the duration is set to 5 seconds, but is not limited to this, and can be set as appropriate by the user. Also, it is assumed that the number of GPS signals received is 2 or less and the checkpoint is passed before 5 seconds elapses. In this case, it is recognized that the checkpoint is in the vicinity. The vehicle position data correction process described later may be forcibly executed without waiting for 5 seconds.

  The position data comparison / determination unit 100 compares / determines the measured position data calculated by the GPS data calculation unit 93 and the predicted position data calculated by the predicted position data calculation unit 98. In the present embodiment, when the measured position data is located within the effective measurement zone set with a predetermined effective width with the predicted position as a reference, it is determined that the predicted position data is substantially equal to the measured position data. . On the other hand, when the measured position data is outside the range of the effective measurement zone, the measured position data is regarded as inaccurate.

  The correction position data adopting unit 101 employs correction position data for correcting the position data of the vehicle. Specifically, when the GPS signal reception number determination unit 95 determines that the number of GPS signal receptions is three or more, the measured position data calculated by the GPS data calculation unit 93 is adopted as correction position data. And stored in the operation result data storage means 4. Even when the number of receptions is reduced to two, accurate position information may be transmitted. Therefore, when the reception unavailable time determination unit 99 determines that a state where the number of GPS signals received is two or less continues for a predetermined time, and the position data comparison determination unit 100 determines that the predicted position data and the measured position data are substantially equal. When it is determined, the predicted position data or the actually measured position data is adopted as correction position data and stored in the operation result data storage means 4.

  The vehicle position adopting unit 102 acquires highly reliable measured position data or predicted position data as the position data of the vehicle. Specifically, measured position data or predicted position data adopted by the correction position data adoption unit 101 is adopted as vehicle position data. Therefore, in this embodiment, not only when the number of GPS signals received is 3 or more, but also when the number of receptions is 2 or less, the state continues for a predetermined time, and the measured position data is predicted position data. Is approximately equal to the measured position data or the predicted position data, the vehicle position data is adopted. This is based on the fact that even when the number of receptions is two, the error in the measured position data is not necessarily large.

  The abnormal operation determination unit 103 determines whether the operation status of the vehicle is normal. Specifically, operation schedule data and GPS data are acquired and compared. Then, a deviation between the actual passage time and the scheduled passage time at a predetermined check point or a deviation between the actual passage speed and the scheduled speed is calculated, and it is determined whether or not a predetermined allowable value is exceeded. It has become.

  The vehicle according to the present embodiment is provided with a three-dimensional acceleration sensor Sa that measures acceleration in a three-dimensional direction. The abnormal operation determination unit 103 constantly acquires acceleration analog data output from the three-dimensional acceleration sensor Sa, and determines whether or not this data exceeds a predetermined allowable value indicating the normal operation range. It has become. Furthermore, in this embodiment, even when an ATS (Automatic Train Stop) system is activated, it is detected that an abnormal operation has occurred in the operation of the vehicle.

  The abnormal data storage unit 104 stores various abnormal data before and after the occurrence of the abnormal operation in the abnormal data storage means 5 when an abnormal operation is detected in the operation of the vehicle. In the present embodiment, video data, GPS data, ATS data, and the like are accumulated as abnormal data. In addition, the video data image | photographed by the operation condition imaging | photography means 8 is accumulate | stored temporarily in the image memory etc. which are not shown in figure sequentially, and is erase | eliminated in order from the thing which became old. Therefore, when an abnormality is detected by the abnormal operation determination unit 103, the abnormal time data storage unit 104 acquires the occurrence time of the abnormal operation and also acquires video data for two minutes before and after the occurrence time from the image memory. The data is stored in the abnormal data storage means 5.

  The checkpoint arrival determination unit 105 determines whether or not the vehicle has reached the checkpoint. In the present embodiment, the checkpoint arrival determination unit 105 sets checkpoint measurement areas (hereinafter referred to as “CP measurement areas”) corresponding to the checkpoints in consideration of errors in the vehicle position data. When the vehicle position is included in the CP measurement area, it is determined that the vehicle has reached the checkpoint.

  Specifically, as shown in FIG. 3, the CP measurement area has a substantially square main measurement area set with a predetermined effective range with the position specified by the checkpoint position data as a reference (center), and The sub-measurement area is formed so as to be adjacent to the main measurement area and has a substantially square sub-measurement area set with a predetermined effective range with a position specified by the sub-checkpoint data as a reference (center). Accordingly, the checkpoint arrival determination unit 105 acquires the checkpoint position data and the sub-checkpoint position data from the route data storage unit 2 to specify the CP measurement area, and the vehicle position data adopted by the vehicle position adoption unit 102. Is obtained and compared with the CP measurement area.

  The size of the CP measurement area is preferably set according to the speed of the vehicle. In this embodiment, the main measurement area and the vehicle are assumed to travel at 60 km / h (about 18 m / s). The sub-measurement area is a square with a side of 36 m, and two vertices are set on the route. In addition, the GPS signal acquisition unit 92 of the present embodiment is configured to acquire GPS signals at a rate of once per second. Accordingly, since GPS signals are received within an error range of ± about 1 second in each measurement area, a chance to acquire the GPS signals is obtained at least four times for each check point.

  The operation guide output unit 106 causes the operation guide output means 7 to output a predetermined operation guide. Specifically, when the checkpoint arrival determination unit 105 determines that the vehicle has reached a predetermined checkpoint, various information corresponding to the checkpoint is acquired from the operation schedule data storage unit 3. Then, voice guidance from the speaker will inform you that the actual vehicle passage time will be different from the expected checkpoint passage time, the actual passage speed will be different from the scheduled speed, the next stop station, or that the checkpoint name and speed limit will change. Or display guidance on the display.

  The operation result data storage unit 107 stores operation result data in the operation result data storage unit 4. Specifically, when the check point arrival determination unit 105 determines that the vehicle has reached the end point on a predetermined route, the vehicle passing time at each check point, GPS data acquired every second, etc. The data is stored in the storage means 4.

  The next route data discriminating unit 108 discriminates whether or not there is a railway line to be operated next in the operation schedule data when the vehicle finishes the operation of one railway line. As a result of the determination, if there is a railway line to be operated next, the railway vehicle operation management system 1 of the present embodiment continues to execute the operation management, while if there is no railway line to be operated next, the railway vehicle operation management system. 1 is finished.

  Next, the operation of the railway vehicle operation management system 1 executed by the railway vehicle operation management program of the present embodiment will be described with reference to FIGS. 4 and 5.

  First, when the operation management of the vehicle is started by the railway vehicle operation management system 1 of the present embodiment, the operation data acquisition unit 91 relates to the railway line on which the vehicle is operated in accordance with an operation in which the driver inputs the assigned route. Route data and operation schedule data are acquired (step S1). Subsequently, when the GPS signal acquisition unit 92 acquires a GPS signal from the GPS signal receiving means 6 (step S2), various GPS data are calculated by the GPS data calculation unit 93 (step S3). Based on the GPS data, route data, and operation schedule data, the system check unit 94 checks the operation status of the railway vehicle operation management system 1 (step S4).

  As a result of the check, if there is no abnormality in the operation of the system (step S4: OK), the system waits for the start of operation of the vehicle (step S5). A message is output (step S6). As a result, the driver is prevented from using incorrect route data or operation schedule data or operating the vehicle in a state where the GPS signal receiving means 6 is not functioning.

  Subsequently, when the operation of the vehicle is started (step S5: YES), the vehicle position data correction process shown in FIG. 5 is performed at any time during the operation on the railway line defined in the route data and the operation schedule data. A position is acquired (step S7).

  Here, the vehicle position data correction process executed in step S7 will be described with reference to FIG. While the vehicle is operating, the GPS signal acquisition unit 92 acquires a GPS signal from the GPS signal receiving means 6 at intervals of about 1 second (step S21), and based on this GPS signal, the GPS data calculation unit 93 acquires GPS data. Is calculated (step S22). In this embodiment, simultaneously with the start of the operation, the operation state photographing means 8 starts photographing and accumulates video data in the image memory.

  Subsequently, the GPS signal reception number determination unit 95 determines the reception number of the GPS signal received in step S21 (step S23), and when the reception number is 3 or more (step S23: YES), the calculation is performed in step S22. The measured position data is determined to be highly accurate, and the process proceeds to step S29 described later.

  On the other hand, when the number of GPS signals received is 2 or less (step S23: NO), first, the correction data acquisition unit 96 acquires the previous correction position data, time data, and hourly speed data (step S24), Based on these data, the predicted travel distance calculation unit 97 calculates the predicted travel distance of the vehicle (step S25). Then, based on the predicted travel distance and the route specific position data, the predicted position data calculation unit 98 calculates the predicted position data of the vehicle (step S26).

  Subsequently, when the number of received GPS signals determined in step S23 is 1 (step S27: NO), the measured position data is inaccurate, so the process returns to step S21 and waits for receiving the GPS signal again. . On the other hand, when the number of received GPS signals is 2 (step S27: YES), the measured position data is not always inaccurate. For this reason, when it is determined by the reception unavailable time determination unit 99 that the number of GPS signals received is 2 or less for a predetermined time (step S28: YES), the position data comparison determination unit 100 determines the actual measured position. The identity between the data and the predicted position data is determined (step S29).

  At this time, in the present embodiment, an effective measurement zone having a predetermined width is set along a route between adjacent curve specific points by utilizing the feature that the railway vehicle travels on a predetermined predetermined route. . The identity between the measured position data and the predicted position data is determined based on whether or not the measured position data is detected in the effective measurement zone. This simplifies the arithmetic processing required to determine the identity of both, and the load on the position data comparison / determination unit 100 can be reduced while maintaining accuracy.

  As a result of determination by the position data comparison / determination unit 100, when it is determined that the actually measured position data and the predicted position data are substantially equal (step S29: YES), the actually measured position data or the predicted position data is substantially accurate. It is estimated to be. For this reason, any one of these is adopted as correction position data by the correction position data adoption unit 101 and stored in the operation result data storage means 4 (step S30). In the present embodiment, predicted position data calculated in principle is adopted. Similarly, when the number of GPS signals received is 3 or more (step S23: YES), since the measured position data calculated in step S22 has high accuracy, the measured position data is adopted as correction position data, and the operation results are obtained. The data is stored in the data storage means 4 (step S30).

  Since the measured position data or the predicted position data adopted by the correction position data adoption unit 101 has an accuracy within an allowable range as described above, the vehicle position adoption unit 102 causes the vehicle to Adopted as position data (step S31). As described above, not only when the number of GPS signals received is 3 or more, but also when the state of 2 or less continues for a predetermined time, highly reliable measured position data or predicted position data is used as vehicle position data. Therefore, the position data acquisition probability is improved while maintaining the accuracy of the position data of the vehicle.

  On the other hand, when the state where the number of GPS signals received is 2 or less does not continue for a predetermined time (step S28: NO), the process returns to step S21 and waits for receiving GPS signals again. Also, when the identity between the measured position data and the predicted position data is denied (step S29: NO), the process returns to step S21 because the measured position data is not reliable, and waits to receive the GPS signal again. It is supposed to be.

  When the vehicle position data is acquired by the vehicle position data correction process described above, the process returns to the flow of FIG. 4 again. In step S8, the abnormal operation determination unit 103 determines the operation status of the vehicle based on the operation schedule data and the GPS data. Then, as long as the vehicle is operating normally within a predetermined allowable range with respect to the operation schedule data (step S8: YES), the process proceeds to step S9. On the other hand, when an abnormal operation is recognized in the operation status of the vehicle (step S8: NO), the abnormal data storage unit 104 stores the video data and GPS data before and after the occurrence time of the abnormal operation in the abnormal data storage means 5. (Step S10), the process proceeds to Step S9. As a result, data before and after the occurrence of the abnormal operation is automatically saved, so that it is used for investigating the cause of the abnormal operation and preventing recurrence.

  In the present embodiment, the abnormal operation determination unit 103 constantly monitors acceleration analog data acquired from the three-dimensional acceleration sensor Sa regardless of the operation schedule data and GPS data. In the comparison, sudden accidents and vehicle abnormalities that may be delayed are determined instantaneously. Specifically, when the driver suddenly brakes, when the vehicle steps on a foreign object (placement stone, log, bicycle, etc.) placed on the track, or when the vehicle leans unnaturally due to a gust of wind, etc. Because an acceleration that cannot be seen during normal operation occurs, abnormal operation is detected. As a result, even when a cause of an abnormal accident that is difficult for a driver to detect in advance occurs, data before and after the occurrence of the abnormality is stored.

  Subsequently, in step S9, the checkpoint arrival determination unit 105 determines whether or not the vehicle has reached any checkpoint. In the present embodiment, when it is detected that the vehicle position data obtained in step S7 has reached the CP measurement area, it is determined that the vehicle has reached the checkpoint set in the CP measurement area (step S9). : YES) Thus, since it discriminate | determines using CP measurement area which has a predetermined | prescribed effective range, there are few omission detections of the arrival of the vehicle in each check point, and a driving guidance mistake is prevented. On the other hand, unless any checkpoint is reached (step S9: NO), the process returns to step S7, and the loop processing is repeated until the checkpoint is reached.

  If it is determined that the vehicle has reached one of the check points (step S9: YES), the system check unit 94 operates the system according to the check status of each check point and the direction information by the gyro sensor Sj. Is checked (step S11). If no abnormality is recognized in the operation of the system as a result of this check (step S11: OK), the process proceeds to step S12. On the other hand, if abnormality is recognized (step S11: NG), an error message is output to the operation guidance output means 7 (step S13). As a result, in the unlikely event that this system breaks down during traveling, the driver or the operation manager can immediately recognize and take appropriate action.

  If there is no abnormality in this system, the operation guide output unit 106 outputs a predetermined operation guide from the operation guide output means 7 (step S12). In this embodiment, the driver of the vehicle is voice-guided to the actual passage time deviation with respect to the scheduled passage time of the checkpoint and the actual traveling speed deviation with respect to the speed limit, and the next stop station name or speed limit Is to be notified by voice or displayed on the display.

  As long as the vehicle does not reach the end point of the railway line during operation, the processing from step S7 to S12 is repeated (step S14: NO). When the end point is reached (step S14: YES), operation result data The preservation | save part 107 stores the various data obtained by the operation management process in the operation performance data storage means 4 (step S15). Subsequently, the process from step S1 to S15 is repeated until the next route data determination unit 108 completes the operation for all railway lines in the operation schedule data (step S16: YES), and all the operations in the operation schedule data are performed. When the operation of this railway line is completed (step S16: NO), the operation management by this railway vehicle operation management system is completed.

  Next, specific examples of the present embodiment will be described.

  In the present example, a test for managing the operation of a train was performed by the railway vehicle operation management system 1 of the present embodiment described above. In this test, as a result of actual operation from the A station to the B station using the route data and the operation schedule data as shown in FIG. 6, the result as shown in FIG. 7 was obtained.

  First, when the vehicle departed from A station at 0: 0: 0, the name and departure time of A station were voice-guided from the speaker. Next, when the vehicle reached the speed change point, an announcement was made that the speed limit was limited to 50 km / h. At a subsequent speed change point, an announcement was made that the 50 km / h speed limit was released, and an announcement was made that the actual passage time was 13 seconds behind the scheduled passage time.

  Next, when the vehicle reached a checkpoint for confirming an error with the diagram, an announcement was made that the actual passage time was 10 seconds earlier than the scheduled passage time. Subsequently, because an abnormality was detected in the traveling speed of the vehicle at 0: 5: 20, video data for 2 minutes before and after the occurrence time was stored in the abnormality data storage means 5.

  Subsequently, the speed change point was reached again, and after an announcement was made that the speed limit was limited to 40 km / h, a checkpoint for guiding the stop station was reached, and the name of station B was announced. When the vehicle arrived at station B at 0: 8: 25, an announcement was made that the arrival time was 5 seconds earlier than the estimated arrival time.

According to this embodiment as described above,
1. At each checkpoint arbitrarily set on the railway line, it is possible to automatically provide various operation guidance to the driver, reducing the mental pressure of the driver who is required to operate on the street, and safe Can assist the operation.
2. Even in a blind area where it is difficult to receive GPS signals, it is possible to obtain highly accurate vehicle position data and perform operation management with high accuracy while being inexpensive.
3. At each checkpoint, a predetermined effective area is set and a GPS signal is acquired, so that acquisition of vehicle position data can be reduced.
4). In order to recognize the occurrence of abnormal operation and automatically save video data and GPS data before and after the occurrence of the abnormality, by analyzing these data, the cause of the abnormal operation is elucidated and as an aid in preventing the recurrence of the accident There is an effect that it can be used.

  In addition, the railway vehicle operation management system 1 and the railway vehicle operation management program according to the present invention are not limited to the embodiment described above, and can be changed as appropriate.

  For example, by analyzing operation performance data, it is possible to identify insensitive areas where it is difficult to receive GPS signals. Therefore, when there are checkpoints in such insensitive areas, priority is given to predicted position data over measured position data. You may make it employ | adopt as vehicle position data. In addition, by using the feature that the railway operates on the predetermined route, the passing time and passing position in the dead zone may be learned and set in advance by prediction.

  In the embodiment described above, the operation data acquisition unit 91 acquires various data from the memory card, and the operation result data storage unit 107 stores the operation result data in the memory card. It is not limited. For example, a transmission / reception means for transmitting / receiving data may be provided separately so that operation data is received from a predetermined operation management center and operation result data is transmitted to the operation management center.

  Further, in the above-described embodiment, the traveling direction data of the vehicle is collected based on the GPS data acquired every second. However, the present invention is not limited to this, and the azimuth data of the vehicle is always obtained from the gyro sensor Sj. You may make it acquire. Thereby, even in an area where GPS signals cannot be received, the travel correction of the vehicle can be established with high accuracy data by using the azimuth data output from the gyro sensor Sj.

1 is a block diagram showing an embodiment of a railway vehicle operation management system according to the present invention. It is a top view which shows the railway line of this embodiment. It is a top view which shows the main measurement area and sub measurement area of this embodiment. It is a flowchart figure of the process performed by the rail vehicle operation management system of this embodiment. It is a flowchart figure of the vehicle position data correction process performed by the railway vehicle operation management system of this embodiment. It is a table | surface which shows the operation schedule data used by the present Example. It is a figure which shows the experimental result by a present Example.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Rail vehicle operation management system 2 Route data storage means 3 Operation schedule data storage means 4 Operation result data storage means 5 Abnormal data storage means 6 GPS signal reception means 7 Operation guidance output means 8 Operation status imaging means 9 Operation management processing means 91 Operation Data acquisition unit 92 GPS signal acquisition unit 93 GPS data calculation unit 94 System check unit 95 GPS signal reception number determination unit 96 Correction data acquisition unit 97 Predicted travel distance calculation unit 98 Predicted position data calculation unit 99 Unreceivable time determination unit 100 Position data comparison / determination unit 101 Correction position data adoption unit 102 Vehicle position adoption unit 103 Abnormal operation determination unit 104 Abnormal data storage unit 105 Check point arrival determination unit 106 Operation guidance output unit 107 Operation result data storage unit 108 Next route data determination Part Sa Three-dimensional acceleration sensor Sa Sj Gyro Sensor

Claims (18)

A railway vehicle operation management system for managing the operation of a vehicle traveling on a railway line,
Route specific position data consisting of the latitude / longitude data of the curve specific point that identifies the curve position on the railway line, and the latitude / longitude data of the vehicle speed planned change point that specifies the vehicle speed change planned position, and each of these route specifications Route data storage means for storing checkpoint position data consisting of latitude / longitude data of checkpoints for managing the operation of the vehicle arbitrarily set on the route connecting the positions;
The scheduled operation time data storage means for storing the scheduled operation time data, the scheduled operation time data, the scheduled speed, and the stop station guidance information that is set appropriately in association with the check point position data;
GPS signal receiving means for receiving GPS signals from a global positioning system (GPS);
Based on the GPS signal, GPS data related to the vehicle is calculated, and based on the GPS data and the operation schedule data, a deviation from a scheduled passage time or a scheduled speed at the checkpoint of the vehicle, next stop station information Operation management processing means for obtaining support information such as
A railway having an operation guidance output means for appropriately guiding a driver of support information such as a deviation from a scheduled passage time, a deviation from a planned speed acquired by the operation management processing means, and next stop station information. Vehicle operation management system. In Claim 1, the said operation management processing means is
A GPS data calculation unit for calculating GPS data consisting of measured position data, time data, speed data, and the like related to the vehicle from the GPS signal;
A GPS signal reception number determination unit for determining the reception number of the GPS signal;
When the GPS signal reception number determination unit determines that three or more GPS signals have been received, a correction position data adoption unit that employs the actual measurement position data calculated by the GPS signal as correction position data;
A correction data acquisition unit that acquires the previous correction position data, the time data, and the hourly speed data when the GPS reception number determination unit determines that the number of GPS signals received is two or less;
A predicted travel distance calculation unit that calculates the predicted travel distance of the vehicle based on the elapsed time from the correction start position specified by the immediately preceding correction position data and the hourly speed data;
A predicted position data calculating unit that calculates predicted position data indicating a predicted position advanced by the predicted travel distance from the correction start position along the railway line specified by the route specific position data. Railway vehicle operation management system.   3. The operation management processing unit according to claim 2, wherein when the number of received GPS signals is two or less for a predetermined time, the operation management processing unit obtains the actual position obtained from the predicted position data and two GPS signals at this time. A position data comparison / determination unit for comparing and determining data, and when the position data comparison / determination unit determines that the predicted position data is substantially equal to the measured position data, the correction position data adopting unit The railway vehicle operation management system, wherein the predicted position data or the actually measured position data is adopted as correction position data.   4. The position data comparison / determination unit according to claim 3, wherein the predicted position is set on a line connecting the previous correction position data and the next route specific position, and is set with a predetermined effective width with reference to the predicted position. A railway vehicle operation management system, wherein when the measured position data is located within the range of the effective measurement zone, the predicted position data is determined to be substantially equal to the measured position data. 5. The route data storage means according to claim 1, wherein the route data storage means specifies a position of a sub-checkpoint that is set at a predetermined interval from the checkpoint position to the rear in the vehicle traveling direction on the railway line. Sub-checkpoint position data to be stored
In the operation management processing means, the vehicle position specified by the measured position data or the vehicle position specified by the predicted position data is specified by checkpoint position data and sub-checkpoint position data in the operation schedule data, respectively. Railway vehicle operation characterized by having a checkpoint arrival determination unit that determines that the vehicle has reached the checkpoint when entering the CP measurement area provided with a predetermined effective range with respect to the position Management system. In any one of Claims 1-5,
The operation management processing means compares the operation schedule data with the time data and the speed data, obtains a deviation from a scheduled passage time at a predetermined checkpoint, and a deviation from the scheduled speed, and has a predetermined allowable value. An abnormal operation determination unit that determines whether or not the acceleration analog data acquired from the three-dimensional acceleration sensor does not exceed a predetermined allowable value,
When abnormal operation is detected by the abnormal operation determination unit, it is generated before the occurrence of the abnormal operation among data obtained from various devices mounted on the vehicle or various data received from devices outside the vehicle. A railway vehicle operation management system comprising: an abnormal data storage unit that stores various data in a predetermined time until later in an abnormal data storage means. In Claim 6, it has an operation situation photographing means for photographing the surrounding situation of the vehicle or the driving situation of the driver,
The abnormal time data storage unit stores the video data photographed by the operation status photographing means and the GPS data in an abnormal data storage means.   7. The railway vehicle according to claim 6, wherein the abnormality data storage unit stores ATS data including a ground element ID and a vehicle speed obtained from a ground element of an ATS (Automatic Train Stop) in an abnormality data storage unit. Operation management system.   In any one of Claims 1-8, the said operation management process means is the comparison result of the latitude / longitude data regarding the departure point of the said vehicle, and the said GPS data, The said checkpoint position data, and the said GPS data It has a system check unit for judging whether or not the railway vehicle operation management system is operating normally based on the comparison result or the comparison result between the direction data of the gyro sensor and the direction data between the check points. A railway vehicle operation management system characterized by this. A railway vehicle operation management program for managing the operation of vehicles traveling on railway lines,
Route specific position data consisting of the latitude / longitude data of the curve specific point that identifies the curve position on the railway line, and the latitude / longitude data of the vehicle speed planned change point that specifies the vehicle speed change planned position, and each of these route specifications Route data storage means for storing checkpoint position data consisting of latitude / longitude data of checkpoints for managing the operation of the vehicle arbitrarily set on the route connecting the positions;
The scheduled operation time data storage means for storing the scheduled operation time data, the scheduled operation time data, the scheduled speed, and the stop station guidance information that is set appropriately in association with the check point position data;
GPS signal receiving means for receiving GPS signals from a global positioning system (GPS);
Based on the GPS signal, GPS data related to the vehicle is calculated, and based on the GPS data and the operation schedule data, a deviation from a scheduled passage time or a scheduled speed at the checkpoint of the vehicle, next stop station information Operation management processing means for obtaining support information such as
The computer functions as an operation guidance output means that appropriately guides the driver to support information such as deviations from the scheduled time of passage acquired by this operation management processing means, deviations from the planned speed, and next stop station information. A featured railway vehicle operation management program. The operation management processing means according to claim 10,
A GPS data calculation unit for calculating GPS data consisting of measured position data, time data, speed data, and the like related to the vehicle from the GPS signal;
A GPS signal reception number determination unit for determining the reception number of the GPS signal;
When the GPS signal reception number determination unit determines that three or more GPS signals have been received, a correction position data adoption unit that employs the actual measurement position data calculated by the GPS signal as correction position data;
A correction data acquisition unit that acquires the previous correction position data, the time data, and the hourly speed data when the GPS reception number determination unit determines that the number of GPS signals received is two or less;
A predicted travel distance calculation unit that calculates the predicted travel distance of the vehicle based on the elapsed time from the correction start position specified by the immediately preceding correction position data and the hourly speed data;
It functions as a predicted position data calculation unit that calculates predicted position data indicating a predicted position that is advanced by the predicted travel distance from the correction start position along the railway line specified by the route specific position data. Railway vehicle operation management program.   12. The operation management processing unit according to claim 11, wherein when the number of GPS signals received is two or less for a predetermined time, the actual position obtained from the predicted position data and two GPS signals at this time Functions as a position data comparison / determination unit for comparing and determining data, and when the position data comparison / determination unit determines that the predicted position data is substantially equal to the measured position data, the correction position data adopting unit A railway vehicle operation management program that employs predicted position data or the measured position data as correction position data.   The position data comparison / determination unit according to claim 12, wherein the predicted position is set on a line connecting the immediately preceding correction position data and the next route specific position, and is set with a predetermined effective width with reference to the predicted position. A railway vehicle operation management program for determining that the predicted position data is substantially equal to the measured position data when the measured position data is located within the range of the effective measurement zone. 14. The route data storage means according to claim 10, wherein the route data storage means specifies a position of a sub-checkpoint that is set at a predetermined interval from the checkpoint position to the rear in the vehicle traveling direction on the railway line. Sub-checkpoint position data to be stored
In the operation management processing means, the vehicle position specified by the measured position data or the vehicle position specified by the predicted position data is specified by checkpoint position data and sub-checkpoint position data in the operation schedule data, respectively. A railway vehicle operation management program that functions as a checkpoint arrival determination unit that determines that the vehicle has reached a checkpoint when entering the CP measurement area provided with a predetermined effective range with respect to the position. . In any of claims 10 to 14,
The operation management processing means compares the operation schedule data with the time data and the speed data, obtains a deviation from a scheduled passage time at a predetermined checkpoint, and a deviation from the scheduled speed, and has a predetermined allowable value. An abnormal operation determination unit that determines whether or not the acceleration analog data acquired from the three-dimensional acceleration sensor does not exceed a predetermined allowable value,
When abnormal operation is detected by the abnormal operation determination unit, from among data obtained from various devices mounted on the vehicle or various data transmitted from devices outside the vehicle, from before the occurrence of the abnormal operation A railway vehicle operation management program that functions as an abnormal data storage unit that stores various data in a predetermined time until occurrence in an abnormal data storage means.   16. The abnormality data storage unit according to claim 15, wherein the abnormality data storage unit stores, in the abnormality data storage unit, the video data and the GPS data captured by an operation state photographing unit that photographs a surrounding situation of a vehicle or a driving situation of a driver. A featured railway vehicle operation management program.   16. The railway vehicle according to claim 15, wherein the abnormality data storage unit stores ATS data including a ground element ID and a vehicle speed obtained from a ground element of an ATS (Automatic Train Stop) in an abnormality data storage unit. Operation management program.   The operation management processing unit according to any one of claims 10 to 17, wherein the operation management processing unit includes a comparison result between latitude / longitude data regarding the departure point of the vehicle and the GPS data, and the checkpoint position data and the GPS data. It functions as a system check unit that determines whether or not the railway vehicle operation management system is operating normally based on the comparison result or the comparison result between the direction data of the gyro sensor and the direction data between the check points. A featured railway vehicle operation management program.

Images