KR20090010078A - Railroad train operation management system and railroad train operation management program - Google Patents

Abstract

A railroad train operation management system and program for automatically giving various types of operation guidance such as the guidance on the stop station, the variation from the scheduled time, warning of the train speed limit to the motorman at an adequate timing at each check point arbitrary set on a predetermined line to support the motorman and realizing operation management with high precision by predicting the position of the train with high precision at low cost even in a region where the GPS signal is hard to receive. The system comprises line data storage means (2) for storing line specific position data and check point position data, operation schedule data storage means (3) for storing operation schedule data, GPS signal receiving means (6) for receiving the GPS signal, operation management means (9) for performing operation management of trains according to the GPS data and operation schedule data on the trains computed from the GPS signal, and operation guidance output means (7) for giving the motorman the information acquired by the operation management means.

Description

RAILROAD TRAIN OPERATION MANAGEMENT SYSTEM AND RAILROAD TRAIN OPERATION MANAGEMENT PROGRAM}

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a technology for managing vehicle operation based on a GPS signal received from a global positioning system (GPS), and more particularly, to a railway vehicle traveling on a predetermined line such as a train or a train. It relates to a railway vehicle operation management system and a railway vehicle operation management program, which are also suitable for arousing attention to drivers or assisting them with driving guidance.

Conventionally, railroads are the main means of transportation connecting cities, cities, and villages. In addition, the railway has a high transportation rate and a high utilization rate due to its high safety. On the other hand, if there is a railway accident, it could lead to catastrophic events and cause many casualties. Therefore, each railway company pays close attention, but it is impossible to eliminate 100% of human error. In particular, in recent years, a dense driving schedule has been formulated as the number of users has increased, but due to the strict adherence to the arrival and departure time, a great tension and burden are imposed on the driver.

In addition, there are various kinds of regular vehicles such as express, rapid, limited express, and special rapid trains, and the station and transit station are different. Therefore, if the driver does not always concentrate, he / she may accidentally miss the station. In addition, since the vehicle travels on a straight track with little change in scenery, it can be said to be an environment where concentration cannot be maintained.

Under such circumstances, it is considered that there is considerable stress and burden on the railroad driver, and introducing a structure to assist the railroad driver is urgently required to prevent railroad accidents and is also required as a social necessity.

In view of the above requirements, a technique has been proposed for acquiring position information of a vehicle from GPS and managing the operation of the vehicle based on this position information. For example, Japanese Patent Laid-Open No. 2003-137099 discloses a driving management system composed of a command center for managing the running of a vehicle and a vehicle managed by the command center (Patent Document 1). And the notification center includes the notification text information including the notice text information regarding the driving instruction and the warning ventilation location information that specifies a position to call attention to the notice text information. Is transmitted to the vehicle, the information processing apparatus of the vehicle compares the position information from the GPS with the attention ventilation position information included in the notification information, and if it is determined that the vehicle has reached the attention ventilation position, it is necessary to pay attention to the notification text information. Is configured to ventilate the driver.

Patent Document 1: Japanese Unexamined Patent Publication No. 2003-137099

(Challenge to be solved)

However, in the driving management system described in Patent Literature 1, the driving of the vehicle is monitored on the command center side. For this reason, if you want to call the driver's attention, the manager of the command center must make notification information, designate the vehicle to which the notification information should be sent, and then send it. There is a possibility. In addition, in the event of an emergency in a vehicle, waiting for a command from the command center is often too late because it is meaningless.

In the acquisition of positional information by GPS, accurate positional information cannot be calculated unless at least three GPS signals are received. For this reason, the number of reception of GPS signals decreases in the area where high-rise buildings are lined up, the history with a roof, etc., and it is often impossible to pinpoint the present position of a vehicle. If the positional information of the vehicle is wrong, the vehicle is shifted up to the timing to call attention to the driver, and thus there is a problem that accurate driving guidance cannot be performed.

On the other hand, if a high accuracy GPS unit is used, accurate position information can be obtained, so that the operation can be performed with high accuracy. However, the cost of the operation management system itself increases due to the high cost of the GPS unit. have. For this reason, the development of an inexpensive and high precision operation management system was demanded.

SUMMARY OF THE INVENTION The present invention is to solve such a problem, and the driver automatically guides the driver at each checkpoint set on a predetermined route, the degree of difference from the scheduled time, and the various kinds of operation such as caution ventilation such as limiting the vehicle speed. It is a railway vehicle operation management system and railway vehicle that can assist the driver by performing guidance at an accurate timing, and can perform high-precision operation management by predicting the position of the vehicle with high accuracy even at a low cost even in areas where GPS signals are difficult to receive. It aims to provide operation management program.

(Solution solution)

Features of the railroad vehicle operation management system and railroad vehicle operation management program according to the present invention are railroad vehicle operation management system and railroad vehicle operation management program for managing the operation of a vehicle traveling on a railroad route, and specify a curve position on the railroad line. Route specific position data consisting of latitude / longitude data of a vehicle specific point for which the vehicle speed change is to be specified and a position for which the vehicle speed change is to be specified; Route data storage means for storing check point position data consisting of latitude / longitude data of a checkpoint for management, and the estimated time of passage of the checkpoint, a predetermined speed, and a station guide information appropriately corresponding to the checkpoint position data. Set On-the-fly data storage means for storing the on-going data, a GPS signal receiving means for receiving a GPS signal from a global positioning system (GPS), and GPS data for the vehicle based on the GPS signal; And operation management processing means for acquiring the difference between the estimated time of passage or the scheduled speed and the information of the next stop at the check point of the vehicle based on the scheduled operation data, and performing the operation management; The present invention provides a driving guide output means for guiding a driver with information on a difference from a scheduled time of passage and a scheduled speed, and information on a next stop.

Further, in the present invention, the driving management processing means is a GPS data calculation unit for calculating the GPS data consisting of actual position data, time data and hourly speed data, etc. for the vehicle from the GPS signal, and the number of reception of the GPS signal GPS signal reception number discrimination unit for discriminating and determining whether or not three or more GPS signals have been received by the GPS signal reception number discrimination unit. A position data employing portion and a correction data acquiring portion for acquiring the position data for correction, the time data, and the hourly speed data immediately before it is determined that the number of reception of the GPS signals is two or less by the GPS receiver determining portion; Correction specified by the previous correction position data A predicted mileage calculation unit that calculates a predicted mileage distance of the vehicle based on the elapsed time from the start position and the speed data, and the predicted travel from the corrected start position along the railway line specified by the route specific position data; It is preferable to have a prediction position data calculating section that calculates prediction position data indicating the prediction position advanced by the distance.

Further, in the present invention, the operation management processing means compares and discriminates the predicted position data and the measured position data obtained from the two GPS signals at this time when the number of reception of the GPS signals is two consecutive times for a predetermined time. And a position data comparison discriminating unit, and when the predicted position data is judged to be substantially the same as the measured position data by the position data comparing and discriminating unit, the corrected position data employing unit is provided with the predicted position data or the measured position. It is preferable to employ data as correction position data.

Further, in the present invention, the position data comparison determining unit sets the predicted position on a line connecting the previous correction position data and the next route specifying point, and sets the effective measurement to a predetermined effective width based on the predicted position. When the measured position data is located within a range of an area, it is preferable to determine that the predicted position data is almost the same as the measured position data.

Further, in the present invention, the route data storage means includes sub-check point position data for specifying the position of the sub-check point set at a predetermined interval from the check point position to the rear of the vehicle in the traveling direction on the railway line. Is stored in the vehicle management process means, wherein the vehicle position specified by the measured position data or the predicted position data is respectively specified by the check point position data and the sub check point position data in the scheduled operation data. It is preferable to have a check point arrival determination section that determines that the vehicle has reached the check point when entering the CP measurement area made with a predetermined effective range based on the position.

Further, in the present invention, the service management processing means compares the service schedule data with the time data and the speed data to obtain a difference between the scheduled time of passage and a predetermined speed at a predetermined check point, When abnormal operation is detected by the abnormal operation determination unit that determines whether or not the predetermined tolerance is exceeded or whether the acceleration analog data obtained from the three-dimensional acceleration sensor has exceeded the predetermined tolerance, and when the abnormal operation determination is performed, Among the data obtained from various devices mounted on the vehicle or various data received from a device other than the vehicle, an abnormality of storing various data within a predetermined time from before the occurrence of the abnormal operation to after the occurrence in the abnormal data storage means. It is that comprising a data retention is preferred.

In addition, according to the present invention, there is provided a driving situation photographing means for photographing the surrounding situation of the vehicle or the driving situation of the driver, wherein the abnormality data preservation unit includes the image data photographed by the driving situation photographing means and the GPS. It is preferable to store data in the abnormal data storage means.

In the present invention, the abnormality data storage unit preferably stores, in the abnormality data storage means, the ATS data including the terrestrial ID and the vehicle speed obtained from an ATS (Automatic Train Stop) terrestrial person.

Further, in the present invention, the operation management processing means, the latitude / longitude data of the starting point of the vehicle and the result of the comparison of the GPS data, the comparison result of the check point position data and the GPS data or the direction of the gyro sensor It is preferable to have a system check section for judging whether or not the railway vehicle operation management system is operating normally, based on a comparison result of the data and the direction data between the check points.

(Effects of the Invention)

According to the present invention, at each checkpoint set arbitrarily on a predetermined line, the driver automatically guides the driver at various times such as caution ventilation such as guidance of a stop station, degree of difference from a scheduled time, restriction of vehicle speed, etc. A driver can be assisted and the burden and stress of the said driver can be alleviated. In addition, even in a region where GPS signals are difficult to receive, the location of the vehicle can be predicted with high accuracy, and the operation can be performed at low cost and with high precision.

1 is a block diagram showing an embodiment of a railway vehicle operation management system according to the present invention.

Fig. 2 is a plan view showing the railway line of this embodiment.

3 is a plan view showing a main measurement area and a sub measurement area of the present embodiment.

4 is a flowchart of processing executed by the railway vehicle operation management system of this embodiment.

Fig. 5 is a flowchart of the vehicle position data correction process executed by the railroad vehicle operation management system of this embodiment.

6 is a table showing scheduled driving data used in this embodiment.

7 is a diagram showing an experimental result according to the present embodiment.

** Explanation of symbols for main parts of drawings **

1 railway vehicle operation management system

2 route data storage means

3 operation data storage means

4 operation record data storage means

5 or more data storage means

6 GPS signal receiving means

7 Operation guidance output means

8 Driving Conditions

9 Service management means

91 operation data acquisition unit

92 GPS signal acquisition unit

93 GPS data calculator

94 System Check

95 GPS signal reception unit

96 Data acquisition section for correction

97 mileage calculator

98 predicted position data calculator

99 reception dead time discrimination unit

100 position data comparison determination unit

101 Position data adoption part for correction

102 Vehicle Position Recruiting Department

103 abnormal operation judgment department

Data preservation department at the time of 104 or more

105 Check Point Reach Judgment Unit

106 driving guidance output

107 Results Record Preservation Department

108 next route data discrimination unit

Sa 3D acceleration sensor

Sj gyro sensor

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment 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. 1 is a block diagram showing a railway vehicle operation management system 1 of the present embodiment.

The railway vehicle operation management system 1 of the present embodiment is mounted in the driver's seat of a vehicle traveling on a railroad 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, scheduled driving data storage means 3 for storing various data relating to the scheduled driving of the vehicle, and driving record data storing for storing various data relating to the driving performance of the vehicle. Means 4, abnormal data storage means 5 for storing data when abnormal driving occurs in the vehicle, GPS signal receiving means 6 for receiving a GPS signal from a global positioning system (GPS), and a vehicle A driving guide output means (7) for outputting various driving guides to the driver of the driving situation (8); It consists of the operation | movement management process means 9 which performs various processes regarding operation | movement management of a vehicle.

Hereinafter, each structural means which comprises this embodiment is demonstrated in more detail. The route data storage means 2, the scheduled travel data storage means 3, the driving performance data storage means 4, and the abnormal data storage means 5 are suitably configured by storage means such as a hard disk or a memory card. have. In the present embodiment, as shown in Fig. 1, 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. The scheduled driving data storage means 3 stores scheduled driving data such as train schedules, the driving performance data storage means 4 stores driving performance data, and the abnormal data storage means 5 includes: The abnormal data such as video data is stored.

Hereinafter, each said data is demonstrated. The route specific position data is for specifying railway lines with simple information, and includes latitude / longitude data of curve specifying points specifying curve positions on railway lines, and vehicle speed change planning points specifying vehicle speed change target positions. It consists of latitude / longitude data and effective width data specifying an effective measurement area.

The curve specifying point is for setting the effective measurement area. As shown in Fig. 2, the curve specifying point specifies the point at which the railway line is bent to change the running direction of the vehicle. This curve specifying point is specified as the latitude and longitude data of the vertex of a curve, for example. In addition, since the railway lines are basically laid out in a straight line, by setting the curve specific points as described above, the railway lines can be approximated by connecting them. For this reason, calculation of the predicted position of the vehicle mentioned later is simplified. The vehicle speed change scheduled point is to specify a point at which the speed limit of the vehicle changes on the railway line, and is determined in advance on the basis of the scheduled operation.

In addition, the effective measurement area is set by using the property of the vehicle traveling along a predetermined railway line, and is to determine whether or not the actual measurement position data of the vehicle obtained from the GPS is valid as described later. As shown in Fig. 2, the effective measurement area is set with a predetermined effective width between the curve specifying points which are mainly adjacent along the line. The effective width data indicating the effective width can be appropriately set and changed, but is set to about 1 to 2 m in this embodiment.

The check point position data is composed of latitude / longitude data of a check point for managing the operation of the vehicle at an accurate timing. The check point is arbitrarily set on a line connecting a specific position of the route, such as the curve specifying point and the vehicle speed change scheduled point, and is mainly set at a point that needs guidance to assist the driver. The check point in the present embodiment is a stop point guide point for guiding a station name at a point in front of the stop station to indicate whether it is a stop station or a passing station, and a check point error check point for checking whether a vehicle is operating in a time zone. It is composed. In this embodiment, the curve specifying point and the vehicle speed change scheduled point are also set as check points.

As described later, the sub check point is for supplementing the missing acquisition of the GPS signal at each check point. In the present embodiment, the sub checkpoints are set with a predetermined interval behind the vehicle traveling direction from the position of each checkpoint on the railway line. Latitude / longitude data for each sub checkpoint is stored as sub checkpoint data. As the sub checkpoint data, the above-described predetermined interval may be specified on the rear side of the railway line based on the latitude / longitude data of the check point, not latitude / longitude data.

The running schedule data is comprised of various data regarding the running schedule of a vehicle, and the vehicle driving schedule is reflected. In this embodiment, corresponding to the check points, data such as a check point name, a scheduled time of passage, a predetermined speed, and a station guide information is appropriately set. The scheduled driving data may be composed of data of each route on which each vehicle is driven on the basis of the vehicle, or may be composed of data of each route in charge of each driver on the basis of the driver.

The driving performance data is composed of various data relating to the driving performance of the vehicle. In this embodiment, the GPS data (measured position data, time data, speed data, traveling direction data, altitude data, etc.), prediction position data, and correction position data acquired every second from the vehicle passing time or GPS at each check point. 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 the predicted position. As described later, the measured position data calculated when three or more GPS signals are received and the highly predicted position data are stored as the correction position data. .

The abnormality data is composed of various data when an abnormal operation occurs in the driving situation of the vehicle. In this embodiment, ATS data such as image data photographed by the driving situation photographing means 8, GPS data acquired from GPS, and ground station ID and vehicle speed obtained from a grounder of ATS (Automatic Train Stop). Consists of Of these data, only the data within a predetermined time from before the occurrence of the abnormal operation to the occurrence of the abnormal operation is stored in the abnormal data storage means 5. In addition, the abnormality data is not limited to the above-mentioned data, and data obtained from various devices mounted on the vehicle or other than a vehicle such as a management center may be used as long as it is helpful for the analysis of the abnormal operation or cause identification. Various data received from the device may be recorded.

The GPS signal receiving means 6 is composed of a GPS antenna and the like, and receives GPS signals transmitted from the GPS satellites of the global positioning system. The driving guidance output means 7 is composed of an output device such as a speaker for outputting voice guidance or a display for displaying the driving guidance. The driving guidance output means 7 includes timely information and emergency information for the driver of the vehicle. It outputs various driving information. The driving situation photographing means 8 is constituted by a moving image photographing apparatus such as a digital video camera, and acquires the driving situation as image data. In this embodiment, two digital video cameras are mounted 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 various configuration means based on the railway vehicle operation management program of the present embodiment, and acquires various data necessary for operation management, The timely running process is executed. Referring to the main processing of the service management processing means 9, GPS data about the vehicle is calculated based on the GPS signal received by the GPS signal receiving means 6, and based on the GPS data and the scheduled data, It is supposed to grasp the actual driving situation of the vehicle with respect to the schedule, to manage the driving to assist the driver, and to promptly vent the occurrence of the driving abnormality.

Next, the structure of the operation management processing means 9 which performs the process as mentioned above is demonstrated. The driving management processing unit 9 mainly includes a driving data acquisition unit 91, a GPS signal acquisition unit 92, a GPS data calculation unit 93, a system check unit 94, and a GPS signal reception unit. Number determination unit 95, correction data acquisition unit 96, predicted travel distance calculation unit 97, prediction position data calculation unit 98, non-receipt time determination unit 99, and position data comparison Determination unit 100, correction position data employing unit 101, vehicle position adopting unit 102, abnormal operation determination unit 103, abnormality data storage unit 104, check point arrival determination unit It comprises a 105, a driving guidance output unit 106, a driving record data storage unit 107, and a next line data determination unit 108.

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

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

The GPS data calculating unit 93 calculates GPS data including actual position data, time data, hourly speed data, traveling direction data, altitude data, and the like about the vehicle based on the GPS signal acquired by the GPS signal acquisition unit 92. will be.

Specifically, first, the arrival time taken 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 and the GPS signal are propagated from the arrival time and the propagation speed of the GPS signal. The distance from the GPS signal receiving means 6 is 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, and altitude) is established. Therefore, when three or more GPS signals are received, accurate actual position data (latitude and longitude) and altitude data are calculated. In addition, assuming that the altitude of the vehicle is hardly changed, since the altitude can be set to a constant value, even if two GPS signals are received, actual measurement position data (latitude and longitude) is calculated to some extent. On the other hand, the time data, the speed data and the heading data are always obtained from the correct data 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, latitude / longitude data about the starting point of the vehicle and actual position data calculated by the GPS data calculation unit 93 are acquired to determine whether or not they are identical. If they match, it is determined that the present system is operating normally. On the other hand, when there is a mismatch or when the GPS signal is not received, an error message indicating that the read route data is wrong or that the GPS signal receiving means 6 is broken is sent to the driving guidance output means 7. Output The latitude / longitude data of the starting point may be manually input by the driver at the time of shipment, and the latitude / longitude data is automatically specified by selecting the name of the starting point set in advance in the route data and the scheduled operation data. It is good also as a structure.

In addition, in the present embodiment, the system check unit 94 has a function of self-diagnosing the operating status of the system even while driving. Specifically, check point position data and GPS data are acquired to determine whether the vehicle traces each check point in order. As long as the trace is correct, it is determined that the system is operating normally. On the other hand, if the error is recognized, an error message is output.

Further, the vehicle of the present embodiment is provided with a gyro sensor Sj for measuring the direction of the vehicle. Therefore, the system check part 94 of this embodiment acquires the direction data of the vehicle obtained by this gyro sensor Sj, and the direction data between check points, and determines whether they match. If they match, it is determined that the present system is operating normally. If it does not match, an error message is printed. The direction data between check points is calculated from the check point position data.

The GPS signal reception number determination unit 95 determines the reception number of the GPS signal. As described above, the GPS data has different accuracy depending on the number of GPS signals received. Therefore, in the present embodiment, the position data correction process described later is suitably executed based on the number of reception of the GPS signal.

The correction data acquisition unit 96 acquires data necessary for the correction process of the vehicle position data. In the present embodiment, the previous position data for correction, time data and speed data are acquired from the driving record data storage means 4. Here, the position data for correction immediately before is referred to the predicted position data which will be described later as measured position data calculated when three or more GPS signals are received, or measured position data when the number of GPS signals received for two consecutive times is less than two. It is the newest of the said measured position data or the said predicted position data in the case of being substantially the same as. That is, the most recent vehicle position is specified among the highly reliable vehicle positions, and in this embodiment, this position is called a correction start position.

The predicted mileage calculator 97 calculates the predicted mileage that is predicted to have traveled while the vehicle position with high reliability is not obtained. Specifically, the elapsed time from the correction start position is calculated on the basis of the correction position data and time data immediately obtained by the correction data acquisition unit 96, and the estimated travel distance of the vehicle is calculated based on the elapsed time and the speed data. It is to calculate.

The predicted position data calculator 98 calculates a predicted position of the vehicle. Specifically, the railroad route 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 progressed by the predicted travel distance from the correction start position according to the route are used as the predicted position data. It is supposed to acquire.

For example, when the predicted travel distance is L, the first straight line connecting the curve specific point closest to the correction start position is calculated. When the length of the first straight line is L or more, the correction start is performed on the first straight line. The position advanced by L from the position is acquired as the predicted position. On the other hand, when the length of the first straight line is less than L, a second straight line connecting the next curve specifying point and the closest curve specifying point is calculated. And the latitude and longitude of the position which progressed by [L-(the length of a 1st linear line)] from the nearest curve specification point on the said 2nd linear line are acquired as prediction position data.

The reception dead time determining unit 99 determines whether or not the state in which the number of reception of the GPS signal is 2 or less continues for a predetermined time, for example, because it passes through the dead zone. In the present embodiment, the duration is set to 5 seconds, but the present invention is not limited thereto and can be appropriately set by the user. In addition, there may be a case where the state of receiving 2 or less GPS signals passes through the check point before 5 seconds elapses, but in this case, the vehicle position to be described later without waiting for 5 seconds by recognizing that the check point is near. The data correction process may be forcibly executed.

The position data comparison determining unit 100 compares the measured position data calculated by the GPS data calculating unit 93 and the predicted position data calculated by the predicted position data calculating unit 98. In the present embodiment, it is determined that the predicted position data is almost the same as the measured position data when the measured position data is located within the effective measurement area set to the predetermined effective width based on the predicted position. On the other hand, if the measured position data is outside the range of the effective measurement area, the measured position data is regarded as inaccurate.

The correction position data employing unit 101 employs correction position data for correcting the position data of the vehicle. Specifically, when the GPS signal reception number determining unit 95 determines that the number of reception of the GPS signals is three or more, the actual position data calculated by the GPS data calculating unit 93 is employed as the correction position data. And store it in the driving performance data storage means (4). Even when the number of receptions is reduced to two, accurate positional information may be transmitted. Therefore, it is determined by the non-receipt time determining unit 99 that the state in which the number of GPS signals is two or less is continuous for a predetermined time, and that the predicted position data and the measured position data are almost identical by the position data comparison determining unit 100. If it is determined, the predicted position data or the measured position data are employed as the position data for correction and stored in the driving result data storage means 4.

The vehicle position adopting unit 102 acquires highly reliable actual position data or predicted position data as position data of the vehicle. Specifically, the measured position data or the predicted position data employed by the correction position data adopting unit 101 is employed as the position data of the vehicle. Therefore, in the present embodiment, even when the number of reception of the GPS signal is not less than 3 and not only when the number of reception is 2 or less, when the state continues for a predetermined time and the actual position data is almost the same as the predicted position data, the actual position data or the predicted position Any one of the data is adopted as the vehicle position data. This uses the fact that the error of the measured position data is not necessarily large even in the case of two reception numbers.

The abnormal operation determination unit 103 determines whether or not the driving status of the vehicle is normal. Specifically, the driving schedule data and the GPS data are acquired and the two are compared. The difference between the actual passage time and the estimated passage time at the predetermined check point, or the difference between the actual passage speed and the predetermined passage speed is calculated to determine whether or not the predetermined allowable value is exceeded.

Further, the vehicle of the present embodiment is provided with a three-dimensional acceleration sensor Sa for measuring the acceleration in the three-dimensional direction. The abnormal operation determination unit 103 always acquires the acceleration analog data output from the three-dimensional acceleration sensor Sa, and judges whether or not the data does not exceed a predetermined allowable value representing a normal driving range. . In addition, in the present embodiment, even when the ATS (Automatic Train Stop) system is operated, it is detected that abnormal operation has occurred in driving of the vehicle.

The abnormality data storage unit 104 stores, in the abnormality data storage means 5, various abnormality data before and after the occurrence of the abnormal operation when an abnormal operation is detected during the operation of the vehicle. In this embodiment, video data, GPS data, ATS data, and the like are accumulated as abnormality data. In addition, the image data photographed by the driving state photographing means 8 is temporarily stored in an image memory or the like not shown in the drawing in sequence, and are sequentially deleted from the old one. Therefore, when an abnormality is detected by the abnormal operation determination unit 103, the abnormality data storage unit 104 acquires the occurrence time of the abnormal operation and stores the image data in the two minutes before and after the occurrence time. The data is acquired from the image memory and stored in the abnormal data storage means 5.

The check point arrival determination unit 105 determines whether or not the vehicle has reached the check point. In this embodiment, the check point arrival determination unit 105 sets a check point measurement area (hereinafter referred to as a "CP measurement area") corresponding to each check point in consideration of the error of the vehicle position data. When the vehicle position is included in this CP measurement area, it is determined that the vehicle has reached the check point.

Specifically, as shown in Fig. 3, the CP measurement area includes a main measurement area having a substantially square shape set with a predetermined effective range on the basis of the position specified by the checkpoint position data as a reference (center). It consists of a substantially square sub measurement area which is made to be adjacent to the main measurement area and is set with a predetermined effective range on the basis of the position (center) specified by the sub checkpoint data. Therefore, the check point arrival determination unit 105 obtains the check point position data and the sub check point position data from the route data storage means 2, specifies the CP measurement area, and is employed by the vehicle position adopting unit 102. The acquired vehicle position data is acquired and compared with the CP measurement area.

In addition, it is preferable to set the size of the CP measurement area according to the speed of the vehicle. In this embodiment, it is assumed that the vehicle travels at 60 km / h (about 18 m / s). As a square with one side of 36m, two vertices are set on the line. In addition, the GPS signal acquisition unit 92 of the present embodiment is configured to acquire a GPS signal at a rate of once every second. Therefore, since the GPS signal is received in an error range of ± about 1 second in each measurement area, it is possible to obtain an opportunity to acquire the GPS signal at least four times for one check point.

The driving guide output unit 106 outputs a predetermined driving guide to the driving guide output unit 7. Specifically, when it is determined by the check point arrival determining unit 105 that the vehicle has reached a predetermined check point, various pieces of information corresponding to the check point are obtained from the driving schedule data storing means 3. And voice guidance from the speaker for the difference between the actual passing time of the checkpoint against the estimated time of passing the checkpoint or the difference of the actual passing speed with respect to the predetermined speed, the next stop, or the point of change of the checkpoint name or speed limit, or the like. It is shown on the display and guided.

The driving record data storage unit 107 stores the driving record data in the driving record data storage means 4. Specifically, when it is determined by the check point arrival determining unit 105 that the vehicle has reached the end point on the predetermined line, the driving performance of the vehicle at each check point, GPS data acquired every second, etc. The data storage means 4 stores the data.

The next route data determination unit 108 determines whether or not there is a railway route to be operated next in the scheduled travel data when the vehicle has finished running one railway route. As a result of the determination, if there is a railway line to be operated next time, the railway vehicle operation management system 1 of the present embodiment continues to execute operation management, and if there is no railway line to be operated next time, the railway vehicle operation management system ( 1) is to be terminated.

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 vehicle management is started by the railway vehicle operation management system 1 of the present embodiment, the operation data acquisition unit 91 is operated by the driver to input the route in charge. Route data and scheduled travel data are acquired (step S1). Subsequently, when the GPS signal acquisition unit 92 acquires a GPS signal from the GPS signal receiving unit 6 (step S2), various GPS data are calculated by the GPS data calculating unit 93 (step S3). On the basis of the GPS data, the route data, and the scheduled travel data, the system check unit 94 checks the operation status of the railway vehicle driving 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 vehicle waits to start the operation (step S5), and if a defect is found (step S4: NG), the driving guidance output means 7 An error message is output (step S6). Thereby, the driver is prevented from using the wrong route data or the scheduled driving data, or driving the vehicle while the GPS signal receiving means 6 is not functioning.

Subsequently, when the vehicle starts to run (step S5: YES), the vehicle position is acquired from time to time by the vehicle position data correction process shown in FIG. 5 between the railroad routes specified in the route data and scheduled operation data. (Step S7).

Here, the vehicle position data correction process executed in step S7 will be described with reference to FIG. While the vehicle is running, 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 the GPS data calculating unit based on the GPS signal. 93 calculates GPS data (step S22). In addition, in the present embodiment, at the same time as the start of the operation, the operation status photographing means 8 starts photographing, and the video data is stored in the image memory.

Subsequently, the GPS signal reception number determining unit 95 determines the number of receptions of the GPS signal received in step S21 (step S23), and when the number of receptions is three or more (step S23: YES), the actual measurement calculated in step S22. The position data is determined to be high precision, and the flow proceeds to step S29 described later.

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

Subsequently, when the number of reception of the GPS signal determined in step S23 is 1 (step S27: NO), since the measured position data is inaccurate, the process returns to step S21 and waits to receive the GPS signal again. On the other hand, when the number of reception of the GPS signal is two (step S27: YES), the measured position data is not necessarily incorrect. For this reason, when it is determined by the reception impossible time determining unit 99 that the state where the number of reception of the GPS signal is 2 or less continues for a predetermined time (step S28: YES), the position data comparison determining unit 100 determines the actual position data and the like. The identity of the predicted position data is determined (step S29).

At this time, in this embodiment, the effective measurement area of a predetermined width is set in accordance with the route between adjacent curve specifying points by using the characteristic that the railroad vehicle travels on a predetermined route predetermined. The sameness of the measured position data and the predicted position data is discriminated by whether or not the measured position data is detected in this effective measurement area. As a result, arithmetic processing necessary for determining the identity of both can be simplified, and the load of the position data comparison determining unit 100 can be reduced while maintaining accuracy.

As a result of the determination by the position data comparison determining unit 100, when it is determined that the measured position data and the predicted position data are almost the same (step S29: YES), the measured position data or the predicted position data are estimated to be almost accurate. do. For this reason, any one of these is adopted as the correction position data by the correction position data employing unit 101, and is stored in the driving record data storage means 4 (step S30). In the present embodiment, predicted position data calculated in principle is employed. Similarly, when the number of reception of the GPS signal is three or more (step S23: YES), since the measured position data calculated in step S22 has a high degree of certainty, the measured position data is employed as the position data for correction and the driving performance data storage means ( 4) (step S30).

Since the measured position data or the predicted position data employed by the correction position data employing unit 101 have the accuracy within the allowable range as described above, the vehicle position adopting unit 102 uses the vehicle position data. It is adopted as (step S31). As described above, when the number of GPS signals received is not less than 3 and not less than 2, the actual position data or the predicted position data with high reliability are employed as the vehicle position data. The probability of acquiring the position data is improved while maintaining.

On the other hand, if the state where the number of reception of the GPS signal is 2 or less has not been continued for a predetermined time (step S28: NO), the process returns to step S21 and waits for reception of the GPS signal again. Further, even when the identity between the measured position data and the predicted position data is denied (step S29: NO), the reliability of the measured position data is low, and the process returns to step S21 to wait to receive the GPS signal again.

When vehicle position data is acquired by the vehicle position data correction process, the flow returns to the flow of FIG. In step S8, the abnormal operation determination unit 103 determines the driving situation of the vehicle on the basis of the driving schedule data and the GPS data. The process proceeds to step S9 as long as the vehicle is normally operated within the predetermined allowable value range (step S8: YES) with respect to the scheduled driving data. On the other hand, when the abnormal operation is recognized in the vehicle driving condition (step S8: NO), the abnormality data storing unit 104 stores the image data and the GPS data before and after the occurrence time of the abnormal operation, and the abnormal data storing means (5). After the data is stored in (Step S10), the process proceeds to Step S9. As a result, the data before and after the occurrence of the abnormal operation is automatically stored, so that it can be used to determine the cause of the abnormal operation and prevent the recurrence.

In addition, in this embodiment, since the abnormal operation determination unit 103 always monitors the acceleration analog data obtained from the three-dimensional acceleration sensor Sa regardless of the scheduled operation data or the GPS data, In comparison, it is necessary to judge sudden accidents or vehicle abnormalities that may be delayed. Specifically, when the driver brakes suddenly, when the vehicle has stepped on a foreign object (stone, log, bicycle, etc.) placed on the track, or when the vehicle is unnaturally inclined by a gust, Because of the acceleration that cannot be thought of in the system, abnormal operation is detected. Accordingly, even in the event of an abnormal accident cause that is hard to be noticed even by the driver, 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 one of the checkpoints. 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 check point set in the CP measurement area (step S9: YES). Since discrimination is made using a CP measurement area having a predetermined effective range in this way, detection is rarely missed for the arrival of the vehicle at each check point, and a driving guide error is prevented. On the other hand, unless either check point is reached (step S9: NO), the process returns to step S7 and the loop processing is repeated until the check point is reached.

If it is determined that the vehicle has reached one of the check points (step S9: YES), the system check unit 94 determines whether or not the system has been checked based on the trace status of each check point or the direction information by the gyro sensor Sj. The operation status is checked (step S11). As a result of this check, if no abnormality is recognized in the operation of the system (step S11: OK), the flow proceeds to step S12. On the other hand, if abnormality is recognized (step S11: NG), an error message is output to the driving guidance output means 7 (step S13). Accordingly, if the system breaks down during driving, the driver or the driving manager immediately recognizes the system and can appropriately respond.

If there is no abnormality in this system, the travel guide output unit 106 outputs a predetermined travel guide from the travel guide output means 7 (step S12). In the present embodiment, in addition to voice guidance to the driver of the vehicle, the difference between the actual passing time with respect to the estimated time of passage of the check point or the actual running speed with respect to the speed limit, the following station name or speed limit is changed. The purpose is to voice guidance or display on the display.

As long as the vehicle does not reach the end point of the railway line while the vehicle is in operation, the process from step S7 to S12 is repeated (step S14: NO), and when the end point is reached (step S14: YES), the driving performance data is saved. The unit 107 stores various data obtained by the service management process in the service record data storage means 4 (step S15). Subsequently, the process from step S1 to S15 is repeated until the next line data determination unit 108 finishes the operation for all the railway lines in the scheduled travel data (step S16: YES), so that the next scheduled route data determination unit 108 When the operation is terminated for all railway lines (step S16: NO), the operation management by the railway vehicle operation management system ends.

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

(Example)

In this embodiment, a test was carried out to manage the tram by the railway vehicle operation management system 1 of the present embodiment. In this test, as a result of actually running from the station A to the station K using the route data and the scheduled operation data as shown in FIG. 6, a result as shown in FIG. 7 was obtained.

First, when the vehicle departed from station A at 0: 0: 0, the name and departure time of station A were voiced from the speaker. Then, when the vehicle reached the speed change point, there was a broadcast intended to limit the speed limit to 50 km / h. At the subsequent speed change point, there were broadcasts in which the 50 km / h speed limit was released, and broadcasts in which the actual passage time was delayed 13 seconds from the scheduled passage time.

Next, when the vehicle reached the check point for checking the error with the schedule, there was a broadcast that the actual passage time was 10 seconds earlier than the scheduled passage time. Subsequently, since an abnormality was detected in the traveling speed of the vehicle at 0:05:20, video data of two minutes before and after the occurrence time was stored in the abnormal data storage means 5.

Subsequently, after reaching the speed change point again, after a broadcast intended to limit the speed limit to 40 km / h, a check point for guiding the station was reached, and the name of the station was broadcast. When the car arrived at the station at 0:08:25, the arrival time was 5 seconds earlier than the estimated arrival time.

According to this embodiment as described above,

1. At each checkpoint set arbitrarily on the railway line, various driving guidance can be automatically given to the driver, so that the driver's mental pressure required to operate according to the driving schedule can be reduced and safe driving can be assisted.

2. Even in the dead zone where GPS signal is hard to receive, high-precision vehicle location data can be obtained, so that it is possible to manage operation cheaply and accurately.

3. At each check point, a predetermined effective area is set to acquire a GPS signal, thereby reducing the acquisition missing of vehicle position data.

4. It recognizes the occurrence of abnormal operation and automatically saves the image data and GPS data before and after the occurrence of abnormal operation. By analyzing such data, it is possible to identify the cause of the abnormal operation and to prevent the recurrence of an accident. It is possible to obtain such effects as possible.

In addition, the railway vehicle operation management system 1 and the railway vehicle operation management program which concern on this invention are not limited to the above-mentioned embodiment, It can change suitably.

For example, a dead zone where it is difficult to receive a GPS signal can be identified by analyzing driving performance data. Therefore, when there is a check point in such dead zone, the predicted position data is given priority over the actual position data, and is used as the vehicle position data. You may also do so. In addition, it is also possible to learn and set a passing time and a passing position in the dead zone by using the characteristic that the railroad runs a predetermined route.

In the above embodiment, the driving data acquisition unit 91 acquires various data from the memory card, and the driving performance data storage unit 107 stores the driving performance data in the memory card. It is not limited to this. For example, transmission and reception means for separately transmitting and receiving data may be provided, and the driving performance data may be transmitted to a driving management center while receiving the driving data from a predetermined driving management center.

Further, in the above embodiment, the direction data of the vehicle is collected based on the GPS data acquired every second. However, the present invention is not limited thereto, and the direction data of the vehicle may be always obtained from the gyro sensor Sj. As a result, even in a region where GPS signals cannot be received, driving correction of the vehicle can be established with high accuracy data using the direction data output from the gyro sensor Sj.

Claims (18)

As a railway vehicle operation management system that manages the operation of vehicles traveling on railway lines, Route-specific position data consisting of curve-specific points specifying curve positions on railroad lines and respective latitude / longitude data of a vehicle speed change planned point specifying a position at which a vehicle speed change is to be scheduled, and each such route specific position. A route data storage means for storing check point position data consisting of latitude / longitude data of a checkpoint for arbitrarily setting a route on a route connected to Scheduled data storage means for storing scheduled driving time data appropriately set in correspondence with the check point position data for the estimated time of passage of the check point, the scheduled speed, and the station information; GPS signal receiving means (GPS 信號 受 信 手段) for receiving GPS signals from the Global Positioning System (GPS), The GPS data of the vehicle is calculated on the basis of the GPS signal, and based on the GPS data and the scheduled driving data, the difference between the estimated time of passage and the scheduled speed at the check point of the vehicle, Operation management means for acquiring information and performing operation management; Difference from the estimated time of passage or the estimated speed obtained by the operation management processing means, and the operation guidance output means for guiding the driver of the information of the next stop appropriately. Railway vehicle operation management system characterized in that it comprises. The method of claim 1, The operation management processing means, A GPS data calculation unit (GPS data output) for calculating GPS data including actual position data, time data, and hourly speed data about the vehicle from the GPS signal; A GPS signal reception number discriminating unit for determining the reception number of the GPS signal; If it is determined by the GPS signal reception number determining unit that three or more GPS signals are received, a correction position data employing unit employing the measured position data calculated by the GPS signal as the correction position data. )Wow, A correction data acquiring unit for acquiring the previous position data for correction, the time data, and the time data when it is determined by the GPS receiver determining unit that the number of reception of the GPS signals is two or less;部) A predicted mileage calculation unit for calculating a predicted mileage distance of the vehicle based on the elapsed time from the correction start position specified by the immediately preceding correction position data and the speed data; A predicted position data calculating section for calculating predicted position data indicating a predicted position that has advanced from the corrected starting position by the predicted traveling distance along the railway line specified by the route specific position data; Railroad vehicle operation management system, characterized in that provided. The method of claim 2, The operation management processing means compares and discriminates position data when the state where the number of reception of the GPS signals is 2 or less continues for a predetermined time, comparing and comparing the predicted position data at this point with actual position data obtained from the two GPS signals. And a position data comparison and discriminating unit, when the predicted position data is judged to be substantially the same as the measured position data, the correction position data employing unit converts the predicted position data or the measured position data to position data for correction. Railroad vehicle operation management system, characterized in that it is employed as. The method of claim 3, The position data comparison determination unit sets the prediction position on a line connecting the previous correction position data and the next route specifying point, and measures the measurement within the effective measurement area set to a predetermined effective width based on the prediction position. And when the position data is located, determine that the predicted position data is substantially the same as the actual position data. The method according to any one of claims 1 to 4, The route data storage means stores sub-checkpoint position data for specifying the position of the sub-checkpoint set at a predetermined interval from the checkpoint position to the rear of the vehicle in the traveling direction on the railway line. The driving management processing means may be configured based on a position where the vehicle position specified by the measured position data or the predicted position data is respectively identified by the check point position data and the sub check point position data in the scheduled operation data. A railway vehicle operation management system, comprising a check point arrival determination unit that determines that the vehicle has reached a check point when it enters a CP measurement area made with a predetermined effective range. The method according to any one of claims 1 to 5, The service management processing means compares the scheduled travel data with the time data and the speed data, obtains a difference between the estimated time of passage and a predetermined speed at a predetermined check point, and does not exceed a predetermined allowable value. An abnormal operation determination unit determining whether or not the acceleration analog data acquired from the three-dimensional acceleration sensor has not exceeded a predetermined allowable value, When abnormal operation is detected by the abnormal operation determination unit, among the data obtained from various devices mounted on the vehicle or various data received from devices other than the vehicle, within a predetermined time period from before occurrence of the abnormal operation to after occurrence. Data storage unit for storing abnormal data in abnormal data storage means Railroad vehicle operation management system, characterized in that provided. The method of claim 6, A driving situation photographing means for photographing the surrounding situation of the vehicle or the driving situation of the driver; The abnormality data storage unit, the railway vehicle operation management system, characterized in that for storing the image data and the GPS data photographed by the driving situation recording means in the abnormal data storage means. The method of claim 6, The abnormality data storage unit, the railway vehicle operation management system, characterized in that to store in the abnormal data storage means ATS data consisting of the ground ID and the vehicle speed obtained from the ground of the ATS (Automatic Train Stop). The method according to any one of claims 1 to 8, The driving management processing means may include a result of comparing latitude / longitude data of the starting point of the vehicle and the GPS data, a result of comparing the check point location data and the GPS data, or a direction between the direction data of the gyro sensor and the check point. And a system check unit for determining whether the railway vehicle operation management system is operating normally based on the comparison result of the data. As a railway vehicle operation management program that manages the operation of vehicles traveling on railway lines, On the curve connecting point specifying the curve position on the railway line and the latitude / longitude data of each position at the planned speed change point of the vehicle specifying the planned position of the speed change of the vehicle, and on the route connecting each such specific position. Route data storage means for arbitrarily setting and storing check point position data comprising latitude / longitude data of a check point for managing the operation of the vehicle; Scheduled driving data storage means for storing scheduled driving time data appropriately set in correspondence with the check point position data, the estimated time of passage of the check point, the scheduled speed, and the station information; GPS signal receiving means for receiving a GPS signal from a global positioning system (GPS), The GPS data of the vehicle is calculated on the basis of the GPS signal, and based on the GPS data and the scheduled driving data, the difference between the estimated time of passage and the scheduled speed at the check point of the vehicle, Operation management processing means for acquiring information and performing operation management; As a driving guidance output means for appropriately informing the driver of the difference between the scheduled time of passage and the estimated speed obtained by the driving management processing means and the information of the next stop. Railroad vehicle operation management program, characterized in that the computer function. The method of claim 10, The operation management processing means, A GPS data calculator for calculating GPS data including actual position data, time data, and hourly speed data about the vehicle from the GPS signal; A GPS signal reception number determination unit for determining the reception number of the GPS signal; If it is determined by the GPS signal reception number discriminating unit that three or more GPS signals have been received, a correction position data employing unit employing the measured position data calculated by the GPS signals as the correction position data; A correction data acquisition unit for acquiring the position data for correction immediately before, the time data, and the speed data when the GPS receiver determination unit determines that the number of reception of the GPS signals is two or less; A predicted mileage calculation unit for calculating a predicted driving distance of the vehicle based on the elapsed time from the correction start position specified by the immediately preceding correction position data and the speed data; A predicted position data calculation unit for calculating predicted position data indicating a predicted position traveling from the corrected starting position by the predicted traveling distance along the railway line specified by the route specific position data; Railroad vehicle operation management program, characterized in that it functions. The method of claim 11, The operation management processing means compares and discriminates position data when the state where the number of reception of the GPS signals is 2 or less continues for a predetermined time, comparing and comparing the predicted position data at this point with actual position data obtained from the two GPS signals. Function, and if it is determined by the position data comparison determining unit that the predicted position data is substantially the same as the measured position data, the corrected position data employing unit is configured to correct the predicted position data or the measured position data for corrected position data. Railroad vehicle operation management program, characterized in that it is employed as. The method of claim 12, The position data comparison determination unit sets the prediction position on a line connecting the previous correction position data and the next route specifying point, and measures the measurement within the effective measurement area set to a predetermined effective width based on the prediction position. And when the position data is located, determine that the predicted position data is substantially the same as the actual position data. The method according to any one of claims 10 to 13, The route data storage means stores sub-checkpoint position data for specifying the position of the sub-checkpoint set at a predetermined interval from the checkpoint position to the rear of the vehicle in the traveling direction on the railway line. The driving management processing means may be configured based on a position where the vehicle position specified by the measured position data or the predicted position data is respectively identified by the check point position data and the sub check point position data in the scheduled operation data. A railway vehicle operation management program, which functions as a check point arrival determination unit that determines that the vehicle has reached a check point when it enters a CP measurement area made with a predetermined effective range. The method according to any one of claims 10 to 14, The service management processing means compares the scheduled travel data with the time data and the speed data, obtains a difference between the estimated time of passage and a predetermined speed at a predetermined check point, and does not exceed a predetermined allowable value. An abnormal operation determination unit determining whether or not the acceleration analog data acquired from the three-dimensional acceleration sensor has not exceeded a predetermined allowable value, When abnormal operation is detected by the abnormal operation determination unit, of data obtained from various devices mounted on the vehicle or various data transmitted from a device other than the vehicle, within a predetermined time period from before occurrence of the abnormal operation to after occurrence. As an abnormality data storage unit for storing various data in the abnormal data storage means Railroad vehicle operation management program, characterized in that it functions. The method of claim 15, The abnormality data storage unit, the railway vehicle operation management program, characterized in that for storing the image data and the GPS data photographed by the driving situation photographing means for photographing the driving situation of the vehicle or the driver's driving situation in the abnormal data storage means . The method of claim 15, And the data storage unit for storing abnormality stores ATS data including the ground ID and the vehicle speed obtained from the ground of ATS (Automatic Train Stop) in the abnormal data storage means. The method according to any one of claims 10 to 17, The driving management processing means may include a result of comparing latitude / longitude data of the starting point of the vehicle and the GPS data, a result of comparing the check point location data and the GPS data, or a direction between the direction data of the gyro sensor and the check point. And a railway vehicle operation management program based on a comparison result of the data, as a system check unit for determining whether the railway vehicle operation management system is operating normally.

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