WO2007135808A1

WO2007135808A1 - Railroad train operation management system and railroad train operation management program

Info

Publication number: WO2007135808A1
Application number: PCT/JP2007/057249
Authority: WO
Inventors: Hayato Sudou
Original assignee: Kyosan Electric Mfg. Co., Ltd
Priority date: 2006-05-22
Filing date: 2007-03-30
Publication date: 2007-11-29
Also published as: JP4840871B2; KR101055331B1; KR20090010078A; HK1131774A1; JP2008001347A; CN101448693B; CN101448693A

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

Specification

Railway vehicle operation management system and railway vehicle operation management program

TECHNICAL FIELD [0001] The present invention relates to a technique for managing vehicle operation based on GPS signals received from a global positioning system (GPS), and in particular, operation 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 alerting drivers and assisting driving by providing operation guidance.

Background art

[0002] Conventional power Railways are the main means of transportation connecting municipalities, and are closely related to people's lives, such as the formation of towns around stations. 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, it is impossible for railway companies to eliminate 100% human error. In particular, due to the increase in the number of users in recent years, an overcrowded operation schedule has been established, but strict adherence to departure and arrival times has been demanded, which has caused great tension and burden on the driver. RU

[0003] In addition, there are various types of operating vehicles such as normal, express, express, express, and express, and the stopping and passing stations are different, so if the driver is not always concentrated, it will stop carelessly. Make a mistake in the station. However, since the vehicle runs on a straight track with little change in scenery, it can be said that the concentration is difficult to maintain.

[0004] Under the circumstances described above, it is considered that there is considerable stress and burden on the railway operator, and it is urgent to introduce a mechanism to support such a railway operator in order to prevent a railway accident. It is a place that is demanded as a social need.

[0005] In consideration of the above-described needs, a technique for acquiring vehicle position information from GPS and managing vehicle operation based on this position information has been proposed. For example, Japanese Patent Publication No. 2003-137099 discloses an operation management system that includes a command center that manages the operation of a vehicle and a vehicle that is managed by this command center. Permissible literature 1). Then, when the command center transmits notification information including notification text information on driving instructions and alert location information specifying a location for alerting the notification main text information to the vehicle, the vehicle information processing device The position information from the GPS is compared with the alert location information included in the notification information, and when it is determined that the vehicle has reached the alert location, the driver is alerted to the notification text information. It has been.

[0006] Patent Document 1: Japanese Patent Application Laid-Open No. 2003-137099

Disclosure of the invention

Problems to be solved by the invention

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 manager must create notification information, specify the vehicle to which this information should be delivered, and send it. There is a possibility of failing to make a notification due to an administrator's mistake. However, when an emergency situation occurs in a vehicle, it is often meaningless to wait for a command from the command center because the alert is too late.

[0008] 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 or on station buildings with roofs, the number of GPS signals received is often reduced, and the current position of the vehicle cannot be accurately identified. And, if the vehicle position information is incorrect, there is a problem that accurate operation guidance cannot be performed because the timing for alerting the driver is shifted.

[0009] 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 operation management system There is a problem that the cost of itself increases. Therefore, it was desired to develop an operation management system that was inexpensive but had high accuracy.

[0010] The present invention has been made to solve such a problem, and automatically guides the driver to the stop station for each check point arbitrarily set on a predetermined route. Various operation guidance such as alerting the degree of deviation from the scheduled time, vehicle speed restrictions, etc. The driver can be supported at a precise timing, and even in areas where it is difficult to receive GPS signals, the location of the vehicle is predicted with high accuracy and high-precision operation management. The purpose is to provide a railway vehicle operation management system and a railway vehicle operation management program.

Means for solving the problem

[0011] A feature of the railway vehicle operation management system and the railway vehicle operation management program according to the present invention is 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. , Specific curve data for specifying the curve position on the railway line, and specific speed data for the vehicle speed change planned position for specifying the vehicle speed change position. Route data storage means for storing the checkpoint position data, which is the latitude / longitude of the checkpoint, for managing the operation of the vehicle arbitrarily set on the route, the scheduled time of passing the checkpoint, the planned speed, and the stop Scheduled operation that stores station schedule information that is set as appropriate in association with the checkpoint position data. Data storage means, global positioning system (GPS) force GPS signal receiving means for receiving GPS signals, GPS data relating to the vehicle is calculated based on the GPS signals, and based on the GPS data and the operation schedule data. Therefore, a deviation from the scheduled passage time or a deviation from the planned speed at the checkpoint of the vehicle, the next stop station information is acquired, and the operation management processing means for managing the operation, and the operation management processing means It has a deviation from the scheduled passage time, a deviation from the planned speed, and an operation guidance output means for appropriately guiding the next stop station information to the driver.

[0012] Further, in the present invention, the operation management processing means calculates a GPS data calculating unit that calculates GPS data that includes measured position data, time data, speed data, and the like regarding the vehicle from the GPS signal; When the GPS signal reception number determination unit and the GPS signal reception number determination unit determine that three or more GPS signals have been received, the actual position data calculated from the GPS signal is determined. If the number of received GPS signals is determined to be two or less by the correction position data adoption unit that adopts the position data for correction and the GPS reception number determination unit, the correction position data immediately before, the time data Data and a correction data acquisition unit for acquiring the hourly speed data, and an estimated travel distance of the vehicle based on the elapsed time from the correction start position specified by the immediately previous correction position data and the hourly speed data. A predicted travel distance calculation unit; and a predicted position data calculation unit that calculates predicted position data indicating a predicted position advanced by the predicted travel distance along the railway line specified by the route specific position data. And prefer to have, and.

[0013] Further, in the present invention, the operation management processing means is obtained from the predicted position data and two GPS signals at this time when two GPS signal reception states continue for a predetermined time. A position data comparison / determination unit for comparing and determining the measured position data. If the position data comparison / determination unit determines that the predicted position data is substantially equal to the actual position data, the correction data It is preferable that the position data adopter adopts the predicted position data or the actually measured position data as correction position data.

[0014] In the present invention, the position data comparison / determination unit connects the immediately preceding correction position data and the next route specific point, sets the predicted position on an ellipse, and the predicted position It is preferable to determine 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 set with a predetermined effective width with reference to .

[0015] Further, in the present invention, the route data storage means includes a sub check that specifies a position of a sub check point that is set at a predetermined interval behind the check point position in the traveling direction of the vehicle on the railway line. Point position data is stored

The operation management processing means has a vehicle position force specified by the measured position data or predicted position data, and a predetermined position based on positions specified by the check point position data and the sub check point position data in the operation schedule data. It is preferable to have a checkpoint arrival determination unit that determines that the vehicle has reached the checkpoint when entering the CP measurement area provided with an effective range.

[0016] In the present invention, the operation management processing means compares the operation schedule data with the time data and the speed data, and predicts passage at a predetermined check point. The deviation from the fixed time and the deviation from the scheduled speed are calculated and whether or not the predetermined allowable value is exceeded, or the acceleration analog data acquired from the three-dimensional acceleration sensor exceeds the predetermined allowable value. An abnormal operation determination unit for determining whether or not abnormal operation is detected by the abnormal operation determination unit, and also receives data obtained from various equipment mounted on the vehicle or equipment power outside the vehicle. Among the various data, it is preferable to have an abnormal data storage unit that stores various data within a predetermined time until after the occurrence of the abnormal force before the abnormal operation in the abnormal data storage means U, .

[0017] Further, in the present invention, there is provided an operation situation photographing unit that photographs the surrounding situation of the vehicle or the driving situation of the driver, and the abnormal data storage unit is photographed by the operation situation photographing unit. It is preferable to store the video data and the GPS data in the abnormal data storage means.

[0018] Further, in the present invention, the abnormal data storage unit stores ATS data including a ground element ID obtained from an ATS (Automatic Train Stop) ground element and a vehicle speed in the abnormal data storage means. I prefer that.

[0019] Further, in the present invention, the operation management processing means includes a comparison result between latitude / longitude data regarding the departure point of the vehicle and the GPS data, the check point position data, and the GPS data. System check to determine whether or not the railway vehicle operation management system is operating normally based on the comparison result or the comparison result between the gyro sensor direction data and the direction data between check points. It is preferable to have a department.

The invention's effect

[0020] According to the present invention, for each check point arbitrarily set on a predetermined route, the driver is automatically alerted to the guidance of the stop station, the degree of deviation from the scheduled time, and the vehicle speed limit. It is possible to support the driver by providing various operation guides at an appropriate timing, and to reduce the burden and stress on the driver. In addition, even in areas where GPS signals are difficult to receive, it is possible to predict the position of a vehicle with high accuracy and to manage operation with high accuracy while being inexpensive.

BEST MODE FOR CARRYING OUT THE INVENTION 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.

[0022] The railway vehicle operation management system 1 according to 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 described above, 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 vehicle operation schedule, and various data relating to vehicle operation results are mainly stored. Operation data storage means 4 to perform, abnormal data storage means 5 to store data when abnormal operation occurs in the vehicle, global positioning system (GPS) force GPS signal reception means 6 to receive GPS signals, vehicle Operation guidance output means 7 that outputs various operation guidance to the driver of the vehicle, operation status imaging means 8 that captures the operation status, and operation management that executes various processes related to vehicle operation management And processing means 9.

Hereinafter, each constituent unit constituting the present 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 record data storage means 4 stores operation record data, and the abnormal data storage means 5 stores video data, etc. The data at the time of abnormality is stored.

Hereinafter, each data described above will be described. The route specific position data is used to identify railway lines with simple information. The latitude / longitude data of the curve specific point that identifies the curve position on the railway line, the vehicle speed that identifies the planned speed change position of the vehicle. It consists of the latitude / longitude data of the planned change point and the effective width data that identifies the effective measurement zone.

[0025] The curve specific point is for setting an effective measurement zone, and as shown in FIG. The point where the railway line curves and the traveling direction of the vehicle changes is specified. This curve specifying point is specified, for example, as latitude / longitude data of the apex of the curve. In addition, since there are many sections of railway lines that are basically laid in a straight line, if the curve specific points as described above are set, the railway lines can be identified approximately by connecting them. For this reason, calculation of the predicted position of the vehicle, which will be described later, is simplified. The planned vehicle speed change point specifies the point where the speed limit of the vehicle on the railway line changes, and is determined based on the scheduled operation.

[0026] In addition, the effective measurement zone is set by utilizing the property that the vehicle travels along a predetermined railway line, and as will be described later, the measured position data of the vehicle obtained from GPS is effective. It is for judging whether it is power. As shown in Fig. 2, the effective measurement zone is set with a predetermined effective width between the curve specific points mainly adjacent to each other 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.

[0027] The check point position data also includes the latitude and longitude data of the check point for managing the operation of the vehicle at an accurate timing. Check points are arbitrarily set on the route connecting the specific points of the route such as the curve specific point and the planned vehicle speed change point described above, and are mainly set at points where guidance for assisting the driver is necessary. The check point in this embodiment is the stop station guide point that provides the station name in front of the stop station to indicate whether it is a stop station or a passing station, and to check whether the vehicle is operating on time. The diagram error confirmation point is configured. In the present embodiment, the curve specific point and the vehicle speed change scheduled point are also set as check points.

[0028] As will be described later, the sub-checkpoint is used to follow a GPS signal acquisition failure at each checkpoint. In the present embodiment, the sub-checkpoints are set at predetermined intervals on the railroad line from the respective checkpoint positions to the rear in the vehicle traveling direction. The latitude / longitude data for each sub-checkpoint is stored as sub-checkpoint data. The sub-checkpoint data may be specified based on the latitude / longitude data of the checkpoint, not the latitude / longitude data. ,. [0029] The operation schedule data is composed of various data relating to the operation schedule of the vehicle and reflects the operation schedule. In this 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. The operation schedule data may consist of the data power of each route on which the vehicle is operated for each vehicle based on the vehicle, or the data for each route in charge of each driver based on the driver. Even if you make it from

[0030] The operation record data is composed of various data cards related to the vehicle operation record.

In this embodiment, the passing time of the vehicle at each check point, GPS data (measured position data, time data, hourly speed data, traveling direction data, altitude data, etc.) acquired every second from GPS, and predicted position Data, correction position data, etc.

[0031] In the present embodiment, the predicted position data is also configured as a latitude / longitude data identifier at the predicted position of the vehicle. The correction position data is used to calculate the predicted position. As will be described later, the measured position data calculated when three or more GPS signals are received, or the predicted position data with high reliability. Is stored as correction position data.

[0032] The data at the time of abnormality is composed of various data when an abnormal operation occurs in the operation status of the vehicle. In this embodiment, video data captured by the operation status imaging means 8, GPS data acquired from GPS, and ATS data capabilities such as ground unit ID and vehicle speed obtained from the ground unit of ATS (Automatic Train Stop) It is composed. Of these data, only the data within a predetermined time until after the occurrence of the force before occurrence of the abnormal operation is stored in the abnormal data storage means 5. Note that the data at the time of abnormality is not limited to the above data, but can be used to analyze the abnormal operation and investigate the cause. Equipment power You may record various data received!

[0033] The GPS signal receiving means 6 is configured with a GPS antenna equal force, and receives a GPS signal that also transmits the GPS satellite force of the global positioning system. The operation plan output means 7 includes a speaker for outputting voice guidance and a display for displaying the operation guidance. It is configured to output various operation information such as timely information and emergency information to the vehicle driver. The operation status photographing means 8 is composed of a moving image photographing device such as a digital video camera, and obtains 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.

[0034] 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 various kinds of operations necessary for operation management. Data is acquired and operation processing is executed in a timely manner. The main processing of the operation management processing means 9 will be explained. The GPS data on the vehicle is calculated based on the GPS signal received by the GPS signal receiving means 6, and the vehicle corresponding to the operation schedule is calculated based on the GPS data and the operation schedule data. As a result, it is possible to grasp the actual operation status of the vehicle and manage the operation to support the driver, and at the same time, alert the occurrence of abnormalities in operation 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 a correction. Data acquisition unit 96, predicted mileage 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, vehicle position adoption Unit 102, abnormal operation determination unit 103, abnormal data storage unit 104, checkpoint arrival determination unit 105, operation guidance output unit 106, operation result data storage unit 107, and next route data determination unit 108 It consists of and.

[0036] The operation data acquisition unit 91 acquires various data necessary for operation of the vehicle. Specifically, route specific location data, checkpoint location data, and sub-checkpoint location data are acquired from the route data storage means 2, and operation schedule data is acquired from the operation schedule data storage means 3. RU

[0037] 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 provided to the GPS data calculation unit 93. The GPS signal indicates time information and GPS satellite position. It is composed of signal force with orbital information etc. multiplexed.

[0038] Based on the GPS signal acquired by the GPS signal acquisition unit 92, the GPS data calculation unit 93 calculates GPS data that also includes measured position data, time data, speed data, traveling direction data, altitude data, and the like regarding the vehicle. To do.

[0039] 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 arrival time and the propagation speed of the GPS signal are calculated. To calculate the distance between the GPS satellite and the GPS signal receiving means 6. Since this distance is, for example, 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 measured position data (latitude and longitude) and altitude data are calculated. Assuming that the altitude of the vehicle is almost unchanged, the altitude can be set to a constant value, so even if the number of GPS signals received is two, the measured position data (latitude and longitude) will be accurate to some extent. On the other hand, accurate data is always obtained for time data, hourly speed data, and traveling direction data regardless of the number of GPS signals received.

[0040] 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 related to the departure point of the vehicle and the measured position data calculated by the GPS data calculation unit 93 are acquired to determine whether or not they match. To do. If they match, it is determined that the system is operating normally. On the other hand, if there is a discrepancy or the GPS signal is not received, an error message indicating that the read route data is incorrect! /, Or that the GPS signal receiving means 6 has failed is output to the operation guidance. Output from means 7. The latitude / longitude data of the departure point may be entered manually by the driver at the time of delivery, or the latitude / longitude data is automatically set by selecting the name of the first departure point that is preset in the route data and schedule data. · Even with a configuration that identifies longitude data.

[0041] Further, according to the present embodiment, the system check unit 94 has a function of self-diagnosis of the operation status of the system even when the system is running. Specifically, checkpoint position data and GPS data are acquired, and it is determined whether the vehicle traces each checkpoint in turn! As long as you trace accurately, the system will work properly. Judge that On the other hand, if an abnormality is recognized, an error message is output.

[0042] In addition, the vehicle of the present embodiment is provided with a gyro sensor example for measuring the direction of the vehicle. Therefore, the system check unit 94 according to the present embodiment acquires the vehicle direction data obtained by the gyro sensor Sj and the direction data between the check points, and determines whether or not the forces are the same. If they match, it is determined that the system is operating normally. On the other hand, if they do not match, an error message is output. In addition, for the bearing data between checkpoints, the checkpoint position data force is also calculated.

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

[0044] The correction data acquisition unit 96 acquires data necessary for correction processing of vehicle position data. 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 previous correction position data is the actual position data calculated when three or more GPS signals are received, or when the number of GPS signals received is two or less for a predetermined period of time. This is the latest measured position data or the predicted position data when the measured position data is almost equal to the predicted position data described later. That is, the latest vehicle position is identified 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 would have traveled while a highly reliable vehicle position could not 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 calculated based on the elapsed time and hourly speed data. Calculates the predicted mileage!

The predicted position data calculation unit 98 calculates the predicted position of the vehicle. Specifically, the railway line is identified by the route specific position data acquired by the correction data acquisition unit 96. Then, the latitude and longitude of the predicted position advanced by the corrected starting position force predicted travel distance along this route is acquired as predicted position data.

[0047] 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. If the length of the first straight line is L or more, the first straight line is calculated. The position advanced by the correction start position force L on the straight line is acquired as the predicted position. On the other hand, if the length of the first straight line is smaller than L, the second straight line connecting the next curve specific point and the nearest curve specific point is calculated. 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.

[0048] The unreceivable time determining unit 99 determines whether or not the state where the GPS signal reception power is less than or equal to a predetermined time has elapsed for a reason such as passing through a dead zone. In the present embodiment, the force for which the duration is set to 5 seconds can be set as appropriate by the user. In addition, it is assumed that the number of GPS signals received is 2 or less and the checkpoint is passed before 5 seconds elapses. Let's force the vehicle position data correction process described later to be executed without waiting for 5 seconds.

The position data comparison / determination unit 100 compares and determines the actually 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 range of the effective measurement zone set with a predetermined effective width with reference to the predicted position, the predicted position data is substantially equal to the measured position data. Judge. On the other hand, when the measured position data is outside the effective measurement zone, the measured position data is regarded as inaccurate.

The correction position data adoption unit 101 employs correction position data for correcting the position data of the vehicle. Specifically, when the GPS signal reception number discriminating unit 95 determines that the number of GPS signal receptions is 3 or more, the measured position data calculated by the GPS data calculation unit 93 is used 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 location information may be transmitted. Therefore, the number of GPS signals received is 2 or less by the reception unavailable time discriminator 99. If the position data comparison / determination unit 100 determines that the predicted position data and the measured position data are substantially equal, the predicted position data or the measured position data Is adopted as correction position data and stored in the operation result data storage means 4.

[0051] The vehicle position adopting unit 102 obtains highly reliable, actually measured position data or predicted position data as vehicle position data. Specifically, the measured position data adopted by the correction position data adopting unit 101! /! Employs the predicted position data as the position data of the vehicle. 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 the predicted position data. Is approximately equal to the actual 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.

[0052] The abnormal operation determination unit 103 determines whether or not the vehicle operation status is normal. Specifically, schedule data and GPS data are acquired and compared. Then, the deviation between the actual passage time and the scheduled passage time at the predetermined checkpoint and the deviation between the actual passage speed and the scheduled speed are calculated, and it is determined whether or not the predetermined allowable value is exceeded. It has become.

[0053] Further, the vehicle of the present embodiment is provided with a three-dimensional acceleration sensor Sa for measuring acceleration in a three-dimensional direction. Then, the abnormal operation determination unit 103 constantly acquires the 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. Come to judge. 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.

[0054] When an abnormal operation is detected 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. In the present embodiment, video data, GPS data, ATS data, and the like are stored as abnormal data. Note that the images taken by the operation status photographing means 8 The image data is sequentially and temporarily stored in an image memory (not shown), and is erased in order from the oldest. 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. However, it is stored in the abnormal data storage means 5.

[0055] The check point arrival determination unit 105 determines whether or not the vehicle has reached the check point. 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 this 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 shape set with a predetermined effective range with the position specified by the checkpoint position data as a reference (center). A main measurement area and a sub-measurement of a substantially square shape that is set adjacent to this main measurement area and is set with a predetermined effective range with the position specified by the sub check point data as the reference (center) It consists of an area. Therefore, the check point arrival determination unit 105 acquires the check point position data and the sub check point position data from the route data storage unit 2 to identify the CP measurement area, and the vehicle position adopted by the vehicle position adoption unit 102. Data is acquired and compared with the CP measurement area.

[0057] The size of the CP measurement area is assumed to be set according to the speed of the vehicle. In this embodiment, it is assumed that the vehicle travels at 60 kmZh (approximately 18 mZs), and the main measurement area is set. The sub-measurement area is a square with a side of 36m and two vertices are set on the route. Further, the GPS signal acquisition unit 92 of the present embodiment is configured to acquire GPS signals at a rate of once per second. Therefore, GPS signals are received within an error range of about 1 second in each measurement area, so there is an opportunity to acquire a GPS signal at least four times at one checkpoint.

[0058] The operation guide output unit 106 causes the operation guide output means 7 to output a predetermined operation guide. It is. 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. The speaker power also indicates that the actual vehicle passing time is different from the scheduled checkpoint passing time, the actual passing speed is different from the scheduled speed, the next stop station, the checkpoint name and the speed limit change, etc. Voice guidance or display guidance is provided on the display.

[0059] The operation result data storage unit 107 stores the operation result data in the operation result data storage means 4. Specifically, when the checkpoint arrival determination unit 105 determines that the vehicle has reached the end point on a predetermined route, the passing data of the vehicle at each checkpoint, GPS data acquired every second, etc. It is stored in storage means 4.

[0060] The next route data discriminating unit 108 discriminates whether or not there is a train line to be operated next in the scheduled operation data when the operation of the railway line with the vehicle power ^ is finished. is there . 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 is performed. Management system 1 comes to an end!

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

[0062] 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 operates the vehicle according to the operation of the driver inputting the assigned route. Obtain route data and schedule data for railway lines (Step Sl). 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).

[0063] As a result of the check, if there is no abnormality in the operation of the system (Step S4: OK), while waiting for the vehicle to start operation (Step S5), if a failure is found (Step S4: NG), the operation An error message is output to the line guidance output means 7 (step S6). As a result, the driver is prevented from using the wrong route data or operation schedule data or operating the vehicle in a state where the GPS signal receiving means 6 functions.

[0064] Subsequently, when the operation of the vehicle is started (step S5: YES), the vehicle position data correction shown in Fig. 5 is corrected while the vehicle is operating on the railway line defined in the route data and the operation schedule data. The vehicle position is acquired at any time by the processing (step S7).

[0065] Here, the vehicle position data correction process executed in step S7 will be described with reference to FIG. While the vehicle is in operation, 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). Based on this GPS signal, the GPS data calculation unit 93 GPS data is calculated (step S22). In the present embodiment, at the same time as the operation is started, the operation status photographing means 8 starts photographing, and the video data is stored in the image memory.

[0066] Subsequently, the GPS signal reception number discriminating unit 95 determines the reception number of GPS signals received in step S21 (step S23), and when the reception number is 3 or more (step S23: YES), the step The measured position data calculated in S22 is determined to be highly accurate, and the process proceeds to step S29 described later.

[0067] 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 ( 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 predicted position data of the vehicle (step S26).

[0068] Subsequently, when the number of GPS signals received in step S23 is 1 (step S27: NO), the measured position data is inaccurate, so the process returns to step S21 to receive the GPS signal again. Wait. On the other hand, when the number of GPS signals received is 2 (step S27: YES), the measured position data is not necessarily inaccurate. For this reason, if the reception unavailable time discriminating unit 99 determines that the number of GPS signals received is 2 or less for a predetermined time (step S28: YES), the position data comparison discriminating unit 100 Actual position data The identity of the data and the predicted position data is determined (step S29).

[0069] At this time, in the present embodiment, an effective measurement of a predetermined width along the route between adjacent curve specific points is performed using the feature that the railway vehicle travels on a predetermined route! A zone has been set. 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.

[0070] Then, as a result of determination by the position data comparison / determination unit 100, when it is determined that the measured position data and the predicted position data are substantially equal U (step S29: YES), the measured position data or the predicted position data is determined. The position data is estimated to be almost accurate. For this reason, 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), the measured position data calculated in step S22 is highly accurate. Store in data storage means 4 (step S30).

[0071] Since the actual position data or the predicted position data adopted by the correction position data adoption unit 101 has accuracy within an allowable range as described above, the vehicle position adoption unit By 102, it is adopted as vehicle position data (step S31). As described above, not only when the number of GPS signals received is 3 or more, but also when the status is 2 or less for a predetermined period of time, there is high reliability. Since the data is employed as the vehicle position data, the position data acquisition probability is improved while maintaining the accuracy of the vehicle position data.

[0072] On the other hand, if the number of GPS signals received is 2 or less for a predetermined period of time (step S28: NO), the process returns to step S21 and waits to receive GPS signals again. . In addition, even if 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, so the process returns to step S21 to receive the GPS signal again. I will come to wait for you. When the vehicle position data is acquired by the vehicle position data correction process described above, the process returns to the flow of FIG. 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 the predetermined tolerance range for 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 as abnormal data storage means 5 (Step S10), the process proceeds to step S9. As a result, data before and after the occurrence of an abnormal operation is automatically saved, so it is used to investigate the cause of the abnormal operation and prevent recurrence.

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

[0075] Subsequently, in step S9, the checkpoint arrival determination unit 105 determines whether or not the vehicle has reached one of the checkpoints. In this 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). As described above, since the determination is made using the CP measurement area having the predetermined effective range, an operation guidance error with few detection errors of arrival of the vehicle at each check point is prevented. On the other hand, unless any checkpoint is reached (step S9: NO), the process returns to step S7 and repeats the loop process until the checkpoint is reached. [0076] When it is determined that the vehicle has reached one of the checkpoints (step S9: YES), the system check unit 94 performs a check based on the trace status of each checkpoint and the direction information by the gyro sensor Sj. Check the operating status of this system (step S11). As a result of this check, if there is no abnormality in the system operation (step Sl l: OK), proceed to step S12. On the other hand, if an 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 while driving, the driver or 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 about the deviation of the actual passage time with respect to the scheduled passage time of the checkpoint and the deviation of the actual traveling speed with respect to the limit speed, or the name of the next stop station or Voice guidance or display on the display that the speed limit will be changed

[0078] Then, unless the vehicle reaches the end point of the railway line during operation, the processes from step S7 to S12 are repeated (step S14: NO), and when the end point is reached (step S14). : YES), the operation result data storage unit 107 stores various data obtained by the operation management process in the operation result data storage means 4 (step S15). Next, the next route data discriminating unit 108 repeats the processes from step S1 to S15 until the operation is completed for all railway lines in the operation schedule data (step S16: YES), and the operation schedule data When the operation is completed 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 example, a test for managing the operation of an electric vehicle was performed by the above-described railcar operation management system 1 of the present embodiment. In this test, using the route data and operation schedule data as shown in Fig. 6, the actual operation to A station power B station resulted in the results shown in Fig. 7. [0081] First, when the vehicle departed from station A at 0:00:00, the name and departure time of station A were voice-guided from the speech. Next, when the vehicle reached the speed change point, an announcement was made that the speed limit would be limited to 50 kmZh. At the next speed change point, an announcement was made that the 50 kmZh speed limit was to be released, and an announcement was made that the actual transit time was 13 seconds behind the scheduled transit time.

[0082] Next, when the vehicle reached a checkpoint for confirming an error with the diamond, an announcement was made that the actual passing time was 10 seconds earlier than the scheduled passing time. Subsequently, at 0: 5: 20, an abnormality was detected in the traveling speed of the vehicle, so that the image data for 2 minutes before and after the occurrence time was stored in the abnormality data storage means 5.

[0083] Next, after the speed change point was reached again and an announcement was made that the speed limit would be limited to 40kmZh, 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.

[0084] 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, Safe operation can be assisted.

2. Even in blind areas where it is difficult to receive GPS signals, highly accurate vehicle position data can be acquired, and operation management can be performed with high accuracy while being inexpensive.

3. At each checkpoint, a predetermined effective area is set and GPS signals are acquired, so vehicle position data acquisition errors can be reduced.

4. 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 the recurrence of the accident can be prevented. There is an effect that it can be used as an aid.

[0085] It should be noted that the railway vehicle operation management system 1 and the railway vehicle operation management program according to the present invention are not limited to the above-described embodiments, and can be changed as appropriate.

[0086] For example, by analyzing the operation result data, it is possible to identify the insensitive area where it is difficult to receive the GPS signal. The predicted position data may be used as the vehicle position data in preference to the data. Also, by using the characteristics that the railway operates on the predetermined route, it is possible to learn the passing time and passing position in the dead zone and to predict and set in advance.

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. However, it is not limited to this. For example, a separate transmission / reception means for transmitting / receiving data may be provided to receive predetermined operation management center operation data and transmit operation result data to the operation management center.

[0088] Further, in the above-described embodiment, the force for collecting vehicle traveling direction data based on GPS data acquired every second is not limited to this. Gyro sensor ¾ to vehicle direction data May be obtained at any time. As a result, even in areas where GPS signals cannot be received, the vehicle travel correction can be established with high accuracy using the azimuth data output from the gyro sensor ¾! / .

Brief Description of Drawings

FIG. 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 a railway line according to the present embodiment.

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

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

FIG. 5 is a flowchart of vehicle position data correction processing executed by the railway vehicle operation management system of the present embodiment.

[Fig. 6] A table showing the operation schedule data used in this example.

FIG. 7 is a diagram showing experimental results according to the present example.

Explanation of symbols

[0090] 1 Railcar 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 receiving means

7 Operation guide output means

8 Operation status photographing means

9 Operation management processing means

91 Operation data acquisition unit

92 GPS signal acquisition unit

93 GPS data calculator

94 System check section

95 GPS signal reception number determination unit 96 Correction data acquisition unit 97 Predicted mileage 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 judgment section

104 Abnormal data storage part 105 Check point arrival judgment part 106 Operation guidance output part

107 Operation result data storage unit 108 Next route data discrimination unit Sa Three-dimensional acceleration sensor Sj Gyro sensor

Claims

The scope of the claims

[1] A railway vehicle operation management system for managing the operation of a vehicle traveling on a railway line, the curve specifying point for specifying the curve position on the railway line and the vehicle speed changing planned point for specifying the vehicle speed changing planned position Specific location data consisting of the latitude and longitude data of each of the check points, and the check point of the latitude and longitude data of the check point for managing the operation of the vehicle arbitrarily set on the route connecting these specific locations. Route data storage means for storing position data;

An operation schedule data storage means for storing operation schedule data appropriately set in association with the check point position data, the estimated time of passing the checkpoint, the estimated speed, and the stop station guidance information;

GPS signal receiving means for receiving GPS signals from the 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, a deviation from a scheduled passing time or a scheduled speed at the checkpoint of the vehicle, the next stop station An operation management processing means for obtaining information and managing the operation;

Deviations from the scheduled passage time and scheduled speed obtained by this operation management processing means, and operation guidance output means for guiding the next stop station information to the driver as appropriate.

A railway vehicle operation management system characterized by comprising:

[2] Claim 1! The operation management processing means is:

A GPS data calculation unit for calculating GPS data such as measured position data, time data and hourly speed data regarding the vehicle from the GPS signal;

A GPS signal reception number determining unit for determining the number of GPS signals received;

When the GPS signal reception number discriminating unit determines that three or more GPS signals have been received, a correction position data adopting unit that adopts the actual position data calculated by the GPS signal as correction position data;

When the GPS reception number discriminating unit determines that the number of GPS signal receptions is two or less, the correction position data immediately before, the time data, and the speed data are acquired. A regular data acquisition unit;

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 speed data;

A predicted position data calculating unit that calculates predicted position data indicating a predicted position advanced by the predicted travel distance along the railway line specified by the route specific position data;

A railway vehicle operation management system characterized by having! /.

[3] In claim 2, the operation management processing means, based on the predicted position data and two GPS signals at this time, when the number of received GPS signals is 2 or less for a predetermined time. A position data comparison / determination unit that compares and determines the obtained actual position data; and if the position data comparison / determination unit determines that the predicted position data is substantially equal to the actual position data, A railway vehicle operation management system characterized in that a correction position data adopter employs the predicted position data or the measured position data as correction position data.

[4] In claim 3, the position data comparison / determination unit connects the immediately preceding correction position data and the next route specific point, sets the predicted position on an elliptic line, and determines the predicted position. When the measured position data is located within the effective measurement zone set with a predetermined effective width as a reference, it is determined that the predicted position data is substantially equal to the measured position data. A railway vehicle operation management system characterized by this.

[5] In any one of claims 1 to 4, in the route data storage means, the subpoint set on the railroad route is set at a predetermined interval behind the checkpoint position force in the traveling direction of the vehicle. Sub-checkpoint position data that identifies the position of the checkpoint is stored,

The operation management processing means has a predetermined vehicle position force specified by the measured position data or predicted position data, and a predetermined effective value based on the positions specified by the checkpoint position data and the sub-checkpoint position data in the operation schedule data. When entering the CP measurement area with a range, the vehicle A railway vehicle operation management system comprising a checkpoint arrival determination unit for determining that the vehicle has reached the mark.

[6] Claim 1 to claim 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 a scheduled speed, and obtains a predetermined tolerance. Whether or not the value exceeds the value, or the three-dimensional acceleration sensor force An abnormal operation determination unit for determining whether or not the acquired acceleration analog data exceeds a predetermined allowable value,

When the abnormal operation is detected by the abnormal operation determination unit, the pre-occurrence force of the abnormal operation among the data obtained for the various device forces mounted on the vehicle or the various data received also for the device force outside the vehicle. An abnormal data storage unit for storing various data in the abnormal data storage means within a predetermined time until the occurrence

A railway vehicle operation management system characterized by having! /.

[7] In Claim 6, the vehicle has an operation situation photographing means for photographing a surrounding situation of the vehicle or a driving situation of the driver,

The abnormal data storage unit stores the video data photographed by the operation situation photographing means and the GPS data in an abnormal data storage means.

[8] In claim 6, the abnormal time data storage unit uses the ATS data including the ground unit ID obtained from the ground unit of the ATS (Automatic Train Stop) and the vehicle speed as the abnormal data storage means. A railway vehicle operation management system characterized by storage.

[9] The operation management processing means according to any one of claims 1 to 8, wherein the operation management processing means compares the latitude / longitude data regarding the departure point of the vehicle with the GPS data, and the check point. Based on the comparison result between the position data and the GPS data, or the comparison result between the direction data of the gyro sensor and the direction data between the checkpoints, the railway vehicle operation management system is operating normally. A railway vehicle operation management system characterized by having a system check unit for determining whether or not power is available.

[10] A railway vehicle operation management program for managing the operation of vehicles traveling on railway lines. Route specific position data consisting of the latitude and longitude data of the curve specific point that specifies the curve position on the railway line and the vehicle speed change planned position that specifies the vehicle speed change planned position, and these route specific positions are connected. Route data storage means for storing checkpoint position data, which is the latitude'longitude data force of the checkpoint for managing the operation of the vehicle arbitrarily set on the route;

A route vehicle operation management program characterized by causing a computer to function. In Claim 10, the said operation management processing means is

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 signal receptions 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 speed data;

A railway vehicle operation management program characterized by

[12] In claim 11, the operation management processing means, when a state where the number of GPS signals received is 2 or less continues for a predetermined time, the predicted position data at this time point and two The position data comparison / determination unit functions as a position data comparison / determination unit for comparing and determining the actual position data obtained from the GPS signal. The position data comparison / determination unit determines that the predicted position data is substantially equal to the actual position data. The correction position data adopting unit employs the predicted position data or the actually measured position data as the correction position data.

[13] In Claim 12, the position data comparison / determination unit connects the immediately preceding correction position data and the next route specific point, sets the predicted position on an elliptic line, and determines the predicted position. When the measured position data is located within the effective measurement zone set with a predetermined effective width as a reference! /, It is determined that the predicted position data is substantially equal to the measured position data. A railway vehicle operation management program characterized by

[14] In any one of claims 10 to 13, the route data storage means is set on the railway line at a predetermined interval behind the direction of travel of the vehicle at the checkpoint position. Sub-checkpoint position data that identifies the position of the sub-checkpoint is stored,

The operation management processing means has a predetermined vehicle position force specified by the measured position data or predicted position data, and a predetermined effective value based on the positions specified by the checkpoint position data and the sub-checkpoint position data in the operation schedule data. It functions as a checkpoint arrival determination unit that determines that the vehicle has reached the checkpoint when entering the CP measurement area with a range. Railway vehicle operation management program.

[15] From claim 10 to claim 14!

When abnormal operation is detected by the abnormal operation determination unit, the occurrence of the abnormal operation occurs among data obtained from various devices mounted on the vehicle or various data transmitted from devices outside the vehicle. An abnormal data storage unit that stores various data in the abnormal data storage means within a predetermined time until the occurrence of front force

A railway vehicle operation management program characterized by functioning as

[16] In Claim 15, the abnormal time data storage unit stores the video data and the GPS data taken by the driving situation photographing means for photographing the surrounding situation of the vehicle or the driving situation of the driver in the abnormal data storage means. A railway vehicle operation management program characterized by preservation.

[17] In claim 15, the abnormal data storage unit uses the ATS data including the ground unit ID and the vehicle speed obtained from the ground unit of ATS (Automatic Train Stop) as the abnormal data storage means. A railway vehicle operation management program characterized by storage.

[18] In any one of claims 10 to 17, the operation management processing means may include a comparison result between latitude / longitude data regarding the departure point of the vehicle and the GPS data, and the check point position data. Based on the comparison result with the GPS data or the comparison result between the gyro sensor direction data and the direction data between the checkpoints, it is determined whether or not the railway vehicle operation management system is operating normally. A railway vehicle operation management program that functions as a system check unit.