Patent Publication Number: US-2023146306-A1

Title: Driving operation management system, management server, terminal device, and driving operation management method

Description:
FIELD 
     The present invention relates to a driving operation management system for determining an operating state of an operator of a train, a management server, a terminal device, and a driving operation management method. 
     BACKGROUND 
     Conventionally, there is a case where disruption of the train service, a train accident, or the like occurs due to an operator who operates the train having poor physical condition such as a sudden illness or seizure, a human error, or the like. Therefore, a technique for predicting the occurrence of the poor physical condition of the operator, the human error, or the like has been studied. Patent Literature 1 discloses a technique in which a drowsiness prevention information presenting device receives input of hours of sleep and working hours, an answer to a question about sleep and fatigue, and the like from a user, determines whether or not there is a problem with a sleep situation of the user, and presents a way of improvement if having determined that there is a problem. 
     CITATION LIST 
     Patent Literature 
     
         
         Patent Literature 1: Japanese Patent Application Laid-open No. 2007-164366 
       
    
     SUMMARY 
     Technical Problem 
     However, the technique described in Patent Literature 1 requires the input operation of the user for the drowsiness prevention information presenting device. There has thus been a problem that the accuracy of determination is reduced when necessary information is not input to the drowsiness prevention information presenting device or when information is input in error. 
     The present invention has been made in view of the above, and an object thereof is to provide a driving operation management system capable of improving the accuracy of determining an operating state of an operator of a train. 
     Solution to Problem 
     In order to solve the above problem and achieve the object, a driving operation management system according to the present invention includes: an operator information accumulation unit to accumulate operator information that is information indicating a state of an operator of a train; a mobile object information acquisition unit to acquire mobile object information that is information on a service state of the train; a driving operation reception unit to receive a driving operation of the operator; a service information management unit to acquire and associate the operator information and at least one of the mobile object information or operation information that indicates the driving operation received by the driving operation reception unit, and cause the acquired and associated information to be accumulated as service information; a service information accumulation unit to accumulate the service information; a determination logic setting unit to set a determination logic for determining an operating state of the operator on the basis of the service information accumulated in the service information accumulation unit; a determination logic accumulation unit to accumulate the determination logic; and a determination unit to determine the operating state of the operator using the determination logic accumulated in the determination logic accumulation unit. 
     Advantageous Effects of Invention 
     According to the present invention, the driving operation management system can improve the accuracy of determining the operating state of the operator of the train. 
    
    
     
       BRIEF DESCRIPTION OF DRAWINGS 
         FIG.  1    is a block diagram illustrating an example of a configuration of a driving operation management system according to a first embodiment. 
         FIG.  2    is a diagram illustrating an example of installation of the driving operation management system according to the first embodiment. 
         FIG.  3    is a table illustrating an example of service information accumulated in a service information accumulation unit of a management server according to the first embodiment. 
         FIG.  4    is a flowchart illustrating an operation in which the driving operation management system according to the first embodiment determines an operating state of an operator of a train. 
         FIG.  5    is a table illustrating an example of content of notification made by a terminal device of the driving operation management system according to the first embodiment. 
         FIG.  6    is a flowchart illustrating an operation in which the driving operation management system according to the first embodiment updates a determination logic. 
         FIG.  7    is a diagram illustrating an example of a case where processing circuitry of the management server or the like according to the first embodiment includes a processor and a memory. 
         FIG.  8    is a diagram illustrating an example of a case where the processing circuitry of the management server or the like according to the first embodiment includes dedicated hardware. 
         FIG.  9    is a block diagram illustrating an example of a configuration of a driving operation management system according to a second embodiment. 
         FIG.  10    is a block diagram illustrating an example of a configuration of a driving operation management system according to a third embodiment. 
         FIG.  11    is a block diagram illustrating an example of a configuration of a driving operation management system according to a fourth embodiment. 
     
    
    
     DESCRIPTION OF EMBODIMENTS 
     Hereinafter, a driving operation management system, a management server, a terminal device, and a driving operation management method according to embodiments of the present invention will be described in detail with reference to the drawings. Note that the present invention is not limited to the embodiments. 
     First Embodiment 
       FIG.  1    is a block diagram illustrating an example of a configuration of a driving operation management system  50  according to a first embodiment of the present invention.  FIG.  2    is a diagram illustrating an example of installation of the driving operation management system  50  according to the first embodiment. Although  FIG.  2    illustrates a train  100  of two cars including a first car  101  and a middle car  102 , in reality, it is assumed that another middle car  102  or a rear car having a structure similar to that of the first car  101  is also connected to the right side of the middle car  102 . Note that  FIG.  2    illustrates integrated train management apparatuses  30  and  30   a  separately, but the present invention is not limited thereto. The integrated train management apparatuses  30  and  30   a  may be integrated. Hereinafter, the first car  101  and the middle car  102  of the train  100  will be described. The driving operation management system  50  includes a biosensor  10 , a terminal device  20 , the integrated train management apparatus  30 , and a management server  40 . 
     The biosensor  10  is worn on an operator  1  who operates the train  100 . The biosensor  10  includes a biological information acquisition unit  11 . The biological information acquisition unit  11  detects and acquires biological information of the operator  1  inside and outside the train  100 . The biological information is, for example, mental and physical information such as a heart rate, an amount of perspiration, a line of sight, movement of an eyeball, brain waves, blood pressure, a body temperature, and a blood glucose level. Specifically, the biosensor  10  is assumed to be a heart rate meter, a thermometer, or the like having a communication function, but is not limited thereto. The biosensor  10  may be an imaging device such as a camera capable of detecting blink speed of the operator  1 . The driving operation management system  50  may also include a plurality of the biosensors  10  of different types, or a plurality of the biosensors  10  of the same type. The biological information acquisition unit  11  causes an operator information accumulation unit  21  of the terminal device  20 , which will be described later, to accumulate the detected biological information as operator information. Communication between the biosensor  10  and the terminal device  20  may be wireless communication or wired communication. The biosensor  10  is assumed to have identification information such as a model number that can be uniquely identified. 
     The terminal device  20  is a communication device carried by the operator  1  inside and outside the train  100 . Specifically, the terminal device  20  is a communication device such as a tablet or a smartphone capable of wireless communication or wired communication with the biosensor  10  and the management server  40 . The terminal device  20  includes the operator information accumulation unit  21  and a notification unit  22 . The operator information accumulation unit  21  accumulates the operator information that is information indicating a state of the operator  1  of the train  100 . In the first embodiment, the operator information accumulation unit  21  accumulates, as the operator information, the biological information of the operator  1  acquired by the biological information acquisition unit  11  of the biosensor  10 . In accordance with a determination result by a determination unit  46  of the management server  40  described later, the notification unit  22  notifies the operator  1  of the determination result, that is, an operating state of the operator  1  by sound, screen display, or the like. The notification unit  22  may be installed on a cab  60  of the train  100  instead of the terminal device  20 . Note that in  FIG.  2   , the terminal device  20  is emphasized and illustrated in a large size for easy understanding of an image of the appearance of the terminal device  20 , and in reality has the size that can be carried in the train  100  by the operator  1 . 
     The integrated train management apparatus  30  is, for example, an integrated train management system installed on the train  100 . In the example of  FIG.  2   , the integrated train management apparatus  30  is assumed to be a central apparatus of the integrated train management system installed on the first car  101  of the train  100 . Also in the train  100 , it is assumed that the integrated train management apparatus  30   a , which is a terminal device of the integrated train management system, is installed on the middle car  102 . The integrated train management apparatus  30  is connected to each of the cab  60 , a No Fuse Breaker (NFB)  61 , a Remote Input Output (RIO)  62 , and a Brake Electronic Control Unit (BECU)  64 , thereby controlling the operation of each device and monitoring the operating state of each device. The integrated train management apparatus  30   a  is connected to each of an RIO  63 , BECUs  65  and  66 , and a Variable Voltage Variable Frequency (VVVF)  67 , thereby controlling the operation of each device and monitoring the operating state of each device. In the example of  FIG.  2   , the integrated train management apparatus  30  acquires a control state of each device installed on the middle car  102  from the integrated train management apparatus  30   a , and manages a control state of the entire train  100 . Note that in  FIG.  2   , the devices connected to the integrated train management apparatuses  30  and  30   a  are merely examples, and are not limited thereto. Moreover, in  FIG.  2   , the operation of each device is controlled and monitored by the integrated train management apparatuses  30  and  30   a , but the present invention is not limited thereto as long as information on the devices installed on the train can be acquired. 
     The integrated train management apparatus  30  includes a mobile object information acquisition unit  31  and a driving operation reception unit  32 . The mobile object information acquisition unit  31  acquires mobile object information that is information on a service state of the train  100  while the train  100  is in service. The mobile object information is, for example, information such as a train speed, an air-conditioning temperature, or the number of passengers regarding the train  100 . The driving operation reception unit  32  receives a driving operation from the outside, specifically, the operator  1 . The driving operation includes power running, braking, button operation, and the like. 
     The management server  40  is installed on the train  100 . The present embodiment describes a case where the management server  40  is installed on the train  100 , that is, on a car as an example, but the present invention is not limited thereto. The driving operation management system  50  may be in a form in which the management server  40  is installed on the ground. The management server  40  includes a service information management unit  41 , a service information accumulation unit  42 , a determination logic setting unit  43 , a determination logic accumulation unit  44 , an individual identification unit  45 , and the determination unit  46 . 
     The service information management unit  41  acquires the operator information from the operator information accumulation unit  21  of the terminal device  20 , acquires the mobile object information from the mobile object information acquisition unit  31  of the integrated train management apparatus  30 , and acquires operation information indicating the driving operation received by the driving operation reception unit  32  from the driving operation reception unit  32  of the integrated train management apparatus  30 . The service information management unit  41  associates the operator information with at least one of the mobile object information or the operation information, and causes the service information accumulation unit  42  to accumulate the information as service information. That is, the service information management unit  41  may associate the operator information, the mobile object information, and the operation information and cause the service information accumulation unit  42  to accumulate the information as the service information, may associate the operator information and the mobile object information and cause the service information accumulation unit  42  to accumulate the information as the service information, or may associate the operator information and the operation information and cause the service information accumulation unit  42  to accumulate the information as the service information. The service information is information related to the state of each device installed on the train  100  that is in service and the state of the operator  1  during service and out of service. Communication between the management server  40  and each of the terminal device  20  and the integrated train management apparatus  30  may be wireless communication or wired communication. Note that when installed on the ground, the management server  40  communicates with the terminal device  20  and the integrated train management apparatus  30  by wireless communication. 
     The service information accumulation unit  42  accumulates the service information associated by the service information management unit  41 .  FIG.  3    is a table illustrating an example of the service information accumulated in the service information accumulation unit  42  of the management server  40  according to the first embodiment. The example of  FIG.  3    indicates that, for each acquired date and time, the service information accumulation unit  42  accumulates information on an operator identifier (ID) for identifying the operator  1  currently operating the train  100 , a speed of the train  100 , a power running state of the train  100 , a temperature around the train  100 , and a heart rate of the operator  1  as the service information. Here, the information on the operator ID, the speed, and the temperature is information acquired from the mobile object information acquisition unit  31  by the service information management unit  41 , the information on the power running is information acquired from the driving operation reception unit  32  by the service information management unit  41 , and the information on the heart rate is information acquired from the operator information accumulation unit  21  by the service information management unit  41 . In the example of  FIG.  3   , the service information management unit  41  causes the service information accumulation unit  42  to accumulate the acquired information as the service information in association with the acquisition date and time.  FIG.  3    illustrates the example in which the service information management unit  41  associates the operator information, the mobile object information, and the operation information as the service information. 
     The individual identification unit  45  identifies the operator  1  who is currently operating the train  100  on the basis of the information acquired by the service information management unit  41 . Among the information acquired by the service information management unit  41 , for example, for the operator information, the individual identification unit  45  identifies the operator  1  by the type, model number, or the like of the biosensor  10 , or identifies the operator  1  by the operator ID or the like for the mobile object information and the operation information. As a result, the individual identification unit  45  can determine from which operator  1  each information acquired by the service information management unit  41  has been acquired. 
     The determination logic setting unit  43  sets a determination logic for the determination unit  46  to determine the operating state of the operator  1  on the basis of the service information accumulated in the service information accumulation unit  42 . In addition, the determination logic setting unit  43  updates the determination logic accumulated in the determination logic accumulation unit  44  on the basis of the service information accumulated in the service information accumulation unit  42 . Determining the operating state of the operator  1  is to predict the occurrence of a human error by the operator  1 . The human error is, for example, a violation such as overrun of the train  100  by the operator  1  or overspeed of the train  100  by the operator  1 . When such a human error occurs, the operator  1  may perform an operation such as abrupt steering or hard braking, which may affect the ride quality or the like of the passengers on the train  100 . Therefore, predicting the occurrence of a human error, that is, determining the operating state of the operator  1 , is an important operation in the regular service of the train  100 . When setting and updating the determination logic, the determination logic setting unit  43  sets and updates the determination logic for each operator  1  on the basis of an identification result by the individual identification unit  45 . That is, the determination logic setting unit  43  sets and updates the determination logic for each operator  1  by preferentially adopting the service information acquired from the same operator  1  and accumulated in the service information accumulation unit  42 . 
     Note that when the determination logic setting unit  43  sets the determination logic on the basis of the service information accumulated in the service information accumulation unit  42 , a designer or the like sets the determination logic for a phenomenon subjected to determination of the operating state of the operator  1  by the determination unit  46 . For example, in order to determine the possibility of overspeed of the train  100  in the determination unit  46 , the designer sets information indicating that a state of “∘∘” km/h or faster is a state of overspeed. In addition, in order to determine the possibility of overrun of the train  100  in the determination unit  46 , the designer sets information indicating that the train is in an overrun state when going beyond a prescribed stop position by “xx” meters or more. The determination logic setting unit  43  can set the determination logic by detecting a feature value or the like from the service information when the phenomenon occurs, on the basis of the information set by the designer. A specific example of the determination logic will be described later. 
     The determination logic accumulation unit  44  accumulates the determination logic set or updated by the determination logic setting unit  43 . 
     The determination unit  46  determines the operating state of the operator  1  using the determination logic accumulated in the determination logic accumulation unit  44 . Specifically, the determination unit  46  determines the possibility of occurrence of a human error by the operator  1  from the current service information acquired by the service information management unit  41  and the determination logic accumulated in the determination logic accumulation unit  44 . The determination unit  46  determines the operating state of the operator  1  by performing individual identification on the service information on the basis of the identification result by the individual identification unit  45 , and preferentially acquiring the determination logic of the operator  1  from the determination logic accumulation unit  44 . The determination unit  46  can determine the operating state according to each operator  1  by using the determination logic for each operator  1 . 
     Note that the arrangement of the components of the driving operation management system  50  illustrated in  FIG.  1    is an example, and the present invention is not limited thereto. For example, the management server  40  may include the operator information accumulation unit  21  and the notification unit  22 . 
     Next, an operation of the driving operation management system  50  will be described. First, an operation in which the driving operation management system  50  determines the operating state of the operator  1  of the train  100  will be described.  FIG.  4    is a flowchart illustrating the operation in which the driving operation management system  50  according to the first embodiment determines the operating state of the operator  1  of the train  100 . In the driving operation management system  50 , the service information management unit  41  of the management server  40  acquires the service information (step S 1 ). Specifically, the service information management unit  41  acquires the mobile object information from the mobile object information acquisition unit  31 , acquires the operation information from the driving operation reception unit  32 , and acquires the operator information from the operator information accumulation unit  21 . 
     The determination unit  46  determines the operating state of the operator  1  using the service information acquired by the service information management unit  41  (step S 2 ). Specifically, the determination unit  46  predicts the occurrence of a human error by the operator  1  as described above. Here, first, the individual identification unit  45  identifies an individual for the service information acquired by the service information management unit  41 . The determination unit  46  acquires the determination logic of the operator  1  from the determination logic accumulation unit  44  on the basis of the identification result by the individual identification unit  45 . 
     A specific example of determining the operating state of the operator  1  in the determination unit  46  will be described. For example, it is assumed that the blood glucose level and the blood pressure are detected as the biological information of the operator  1 , and a determination logic of “determination logic #1: when the blood glucose level and the blood pressure are low, drowsiness tends to be high so that drowsy driving may occur” is accumulated in the determination logic accumulation unit  44 . When detecting that the blood glucose level of the operator  1  is lower than the average and the blood pressure is also lower than the average in the service information acquired by the service information management unit  41 , the determination unit  46  extracts the determination logic #1 matching the detected phenomenon from the determination logic accumulation unit  44 . The determination unit  46  determines a determination level from the actual blood glucose level and blood pressure. The determination level is, for example, a specific numerical value, and varies depending on a difference between the numerical value indicated by the determination logic and the numerical value indicated by the service information. The determination unit  46  outputs the determined determination level to the notification unit  22  as a determination result. 
     The notification unit  22  notifies the operator  1  of the determination result acquired from the determination unit  46  of the management server  40  by a method such as sound or screen display (step S 3 ). It is assumed that the content of notification made according to the determination result is stored in the notification unit  22  in advance.  FIG.  5    is a table illustrating an example of the content of the notification made by the terminal device  20  of the driving operation management system  50  according to the first embodiment. For example, in a case where the determination result by the determination unit  46  of the management server  40  indicates the operating state of the operator  1  by the determination level that is a numerical value, it is assumed that the notification unit  22  stores information on a notification method for each determination level. In the example of  FIG.  5   , it is assumed that the larger the numerical value of the determination level, the higher the probability of occurrence of a human error by the operator  1 . In a case where the determination level by the determination unit  46  is “100”, the notification unit  22  makes notification by sound with the content of “sound  2 ” and also makes notification by screen display with the content of “alert Lv.  3 ”. As a result, the operator  1  can grasp the current operating state by checking the content of the notification by the notification unit  22 . 
     Note that, in the driving operation management system  50 , in a case where a conductor is on board the train  100  and carries the terminal device  20  or a device equivalent to the terminal device  20 , the determination unit  46  may also notify the device carried by the conductor of the determination result. As a result, the conductor on board the train  100  can also grasp the operating state of the operator  1 . 
     Next, an operation in which the driving operation management system  50  updates the determination logic accumulated in the determination logic accumulation unit  44  will be described.  FIG.  6    is a flowchart illustrating the operation in which the driving operation management system  50  according to the first embodiment updates the determination logic. In the driving operation management system  50 , the service information management unit  41  of the management server  40  acquires the service information (step S 11 ). Specifically, the service information management unit  41  acquires the mobile object information from the mobile object information acquisition unit  31 , acquires the operation information from the driving operation reception unit  32 , and acquires the operator information from the operator information accumulation unit  21 . The service information management unit  41  associates the acquired information with one another and causes the service information accumulation unit  42  to accumulate the information as the service information (step S 12 ). 
     The determination logic setting unit  43  updates the determination logic accumulated in the determination logic accumulation unit  44  using the service information accumulated in the service information accumulation unit  42  (step S 13 ). As described above, the determination logic setting unit  43  performs individual identification on the service information accumulated in the service information accumulation unit  42 , and preferentially uses the service information for the identified operator  1  when updating the determination logic of each operator  1 . The determination logic setting unit  43  can also reflect a common characteristic not related to the operator  1  in the determination logic by using the service information acquired from other than the operator  1 . Specifically, the determination logic setting unit  43  can automatically update the determination logic by using artificial intelligence (AI) technology, deep learning, or the like, but may update the determination logic by receiving a manual operation. The determination logic setting unit  43  automatically updates the determination logic at a predetermined timing. The predetermined timing may be, for example, a time interval such as “every 10 seconds” or may be when an event such as “arriving at the station” occurs, but is not limited thereto. 
     An example of updating a specific determination logic in the determination logic setting unit  43  will be described. For example, it is assumed that a determination logic of “determination logic #2: there is a possibility of overspeed when the heart rate of the operator  1  is 100 or higher” is accumulated in the determination logic accumulation unit  44 . When overspeed is detected in speed information in the mobile object information acquired from the train  100 , the determination logic setting unit  43  checks the service information when the overspeed is detected that is accumulated in the service information accumulation unit  42 . When the heart rate of the operator  1  is 90 in the service information that has been checked, the determination logic setting unit  43  updates the determination logic accumulated in the determination logic accumulation unit  44  to “determination logic #2: there is a possibility of overspeed when the heart rate of the operator  1  is 90 or higher”. As a result, the determination unit  46  can improve the accuracy of determining the occurrence of a human error by the operator  1  by using the updated determination logic. 
     Note that as illustrated in  FIG.  2   , in the present embodiment, the management server  40  is installed on the train  100 . Therefore, when there is a plurality of the trains  100 , the service information accumulation unit  42  and the determination logic accumulation unit  44  included in the management server  40  on each train  100  may accumulate different information, specifically, the service information and the determination logic having different content. Moreover, in a case where a certain operator  1  boards a plurality of different trains  100  of the same type, each train  100  needs to start from the setting of the determination logic for the operator  1  who boards the train for the first time. Thus, the service information and the information of the determination logic accumulated by the management server  40  may be shared or transferred between the trains  100 . Sharing or transferring of the information between the trains  100  may be performed by the trains  100  directly performing wireless communication or wired communication to transmit and receive the information, may be performed via a ground system not illustrated, or may be performed via a storage medium not illustrated. 
     Next, a hardware configuration of the driving operation management system  50  will be described. In the driving operation management system  50 , the biosensor  10  including the biological information acquisition unit  11  is a general sensor such as a heart rate meter as described above. In the terminal device  20 , the notification unit  22  is a monitor such as a liquid crystal display (LCD), a device that outputs sound, or the like for notifying the operator  1  or the like of the determination result by the determination unit  46 . The operator information accumulation unit  21  is implemented by processing circuitry. The integrated train management apparatus  30  including the mobile object information acquisition unit  31  and the driving operation reception unit  32  is a general integrated train management system as described above. In the management server  40 , the service information accumulation unit  42  and the determination logic accumulation unit  44  are memories. The service information management unit  41 , the determination logic setting unit  43 , the individual identification unit  45 , and the determination unit  46  are implemented by processing circuitry. The processing circuitry may include a memory and a processor executing programs stored in the memory, or may include dedicated hardware. 
       FIG.  7    is a diagram illustrating an example of a case where the processing circuitry of the management server  40  or the like according to the first embodiment includes a processor and a memory. When the processing circuitry includes a processor  91  and a memory  92 , each function of the processing circuitry of the management server  40  or the like is implemented by software, firmware, or a combination of software and firmware. The software or firmware is described as programs and stored in the memory  92 . The processing circuitry implements each function by the processor  91  reading and executing the programs stored in the memory  92 . That is, the processing circuitry includes the memory  92  for storing the programs that result in the execution of the processing of the management server  40  or the like. It can also be said that these programs cause a computer to execute the procedure and method related to the management server  40  or the like. 
     Here, the processor  91  may be a central processing unit (CPU), a processing unit, an arithmetic unit, a microprocessor, a microcomputer, a digital signal processor (DSP), or the like. The memory  92  corresponds to, for example, a non-volatile or volatile semiconductor memory such as a random access memory (RAM), a read only memory (ROM), a flash memory, an erasable programmable ROM (EPROM), or an electrically EPROM (EEPROM (registered trademark)), a magnetic disk, a flexible disk, an optical disk, a compact disc, a mini disc, a digital versatile disc (DVD), or the like. 
       FIG.  8    is a diagram illustrating an example of a case where the processing circuitry of the management server  40  or the like according to the first embodiment includes dedicated hardware. When the processing circuitry includes dedicated hardware, processing circuitry  93  illustrated in  FIG.  8    corresponds to a single circuit, a complex circuit, a programmed processor, a parallel-programmed processor, an application specific integrated circuit (ASIC), a field programmable gate array (FPGA), or a combination of those, for example. The functions of the management server  40  or the like may be implemented individually or collectively by the processing circuitry  93 . 
     Note that the functions of the management server  40  or the like may be implemented partly by dedicated hardware and partly by software or firmware. The processing circuitry can thus implement the aforementioned functions by the dedicated hardware, software, firmware, or a combination of these. 
     As described above, according to the present embodiment, the driving operation management system  50  combines the biological information of the operator  1  who is driving with the service information that can be acquired from the train  100 , thereby being able to predict the occurrence of a human error by the operator  1  and avoid the occurrence of a human error by notifying the operator  1  of the prediction. Moreover, the driving operation management system  50  quickly detects poor physical condition of the operator  1  such as a sudden illness or seizure and notifies the conductor or the ground system of the detected physical condition, thereby being able to more reliably deal with the situation. Furthermore, the driving operation management system  50  updates the determination logic by performing individual identification, and can thus perform the determination in consideration of individual differences. The driving operation management system  50  can also collect and accumulate the operator information outside the train  100  by separating the operator information accumulation unit  21  from the management server  40 . In addition, the driving operation management system  50  can use the biological information acquired when a different train  100  is operated as common information when another train  100  is operated. Therefore, the driving operation management system  50  can improve the accuracy of determining the operating state of the operator  1  who operates the train  100 . 
     Second Embodiment 
     As the operator information, a second embodiment further uses operator behavior information obtained by detecting a motion of the operator  1  while he operates the train. Differences from the first embodiment will be described. 
       FIG.  9    is a block diagram illustrating an example of a configuration of a driving operation management system  50   a  according to the second embodiment. The driving operation management system  50   a  is obtained by replacing the terminal device  20  in the driving operation management system  50  of the first embodiment illustrated in  FIG.  1    with a terminal device  20   a . The terminal device  20   a  includes an operator information accumulation unit  21   a , the notification unit  22 , and an operator behavior detection unit  23 . The operator behavior detection unit  23  detects a motion of the operator  1  and causes the operator information accumulation unit  21   a  to accumulate operator behavior information, which is information on the detected motion of the operator  1 , as the operator information. The motion of the operator  1  includes, but is not limited to, pointing and calling by the operator  1 , a line of sight of the operator  1 , and the like. The operator behavior detection unit  23  is, for example, a camera capable of capturing the motion of the operator  1 . The operator information accumulation unit  21   a  includes the function of the operator information accumulation unit  21  of the first embodiment and the function of accumulating the operator behavior information as the operator information. The operator information accumulation unit  21   a  outputs, as the operator information, biological information acquired from the biosensor  10  and the operator behavior information acquired from the operator behavior detection unit  23  to the service information management unit  41 . 
     In the management server  40 , the service information management unit  41  associates the operator information including the biological information and the operator behavior information, the mobile object information, and the operation information, thereby causing the service information accumulation unit  42  to accumulate them as service information. The determination logic setting unit  43  sets and updates the determination logic using the service information including the operator behavior information. The determination unit  46  determines an operating state of the operator  1  using the service information including the operator behavior information. For example, when the operator  1  has forgotten to perform pointing and calling, the determination logic setting unit  43  determines that the operator  1  is not concentrating on driving and sets a determination logic for the possibility of overspeed or overrun. When the operator information acquired by the service information management unit  41  indicates that pointing and calling by the operator  1  has been forgotten, the determination unit  46  can increase the determination level and determine that there is a possibility of occurrence of overspeed, overrun, or the like. 
     A specific example of determining the operating state of the operator  1  in the determination unit  46  will be described. For example, it is assumed that a body temperature and brain waves are detected as the biological information of the operator  1 , a blink speed of the operator  1  is detected as the operator behavior information of the operator  1 , and a determination logic of “determination logic #3: when ΔΔ seconds or longer have elapsed from the last operation and a decrease in the blink speed, a decrease in the brain function, and an increase in the body temperature are detected, drowsiness tends to be high so that drowsy driving may occur” is accumulated in the determination logic accumulation unit  44 . When the blink speed, the brain waves, and the body temperature of the operator  1  match the determination logic #3 in the service information acquired by the service information management unit  41 , the determination unit  46  determines a determination level regarding the possibility of drowsy driving of the operator  1  and outputs the determination level as a determination result to the notification unit  22 . As a result, the operator  1  can grasp the current operating state by checking the content of the notification by the notification unit  22 . 
     A flowchart for illustrating the operation of the driving operation management system  50   a  is similar to the flowchart of the operation of the driving operation management system  50  of the first embodiment illustrated in  FIGS.  4  and  6   . In a hardware configuration of the driving operation management system  50   a , the operator behavior detection unit  23  is a sensor such as a camera as described above. 
     As described above, according to the present embodiment, the driving operation management system  50   a  can further improve the accuracy of determining the operating state of the operator  1  by using, as the operator information, the operator behavior information indicating the behavior of the operator  1  that is significantly related to driving together with the biological information. The driving operation management system  50   a  can also point out simple omission of checking by the operator  1  or the like, and can cause the operator  1  to operate the train  100  more reliably. 
     Note that the driving operation management system  50   a  uses the biological information and the operator behavior information as the operator information, but is not limited to such a configuration. The driving operation management system  50   a  may use only the operator behavior information as the operator information. 
     Third Embodiment 
     As the operator information, a third embodiment further uses living information of the operator  1  obtained when he is not operating the train. Differences from the first embodiment will be described. Note that although the description will be made using the first embodiment as an example, the description is also applicable to the second embodiment. 
       FIG.  10    is a block diagram illustrating an example of a configuration of a driving operation management system  50   b  according to the third embodiment. The driving operation management system  50   b  is obtained by replacing the terminal device  20  in the driving operation management system  50  of the first embodiment illustrated in  FIG.  1    with a terminal device  20   b . The terminal device  20   b  includes an operator information accumulation unit  21   b , the notification unit  22 , and a living information acquisition unit  24 . The living information acquisition unit  24  acquires the living information indicating a living condition of the operator  1 , and causes the operator information accumulation unit  21   b  to accumulate the acquired living information as the operator information. The living information of the operator  1  is information other than that related to the train service by the operator  1 , specifically, information such as hours of sleep or whether or not the operator has an illness. For example, the living information acquisition unit  24  may cause the operator  1  to input information such as the hours of sleep of the operator  1  on the previous day or whether or not he had breakfast in a questionnaire form, or may have a sleep hour acquisition application or the like included in the terminal device  20   b  in advance and automatically acquire the information. The living information acquisition unit  24  is, for example, an input interface such as a button or a keyboard with which the operator  1  can input information. The operator information accumulation unit  21   b  includes the function of the operator information accumulation unit  21  of the first embodiment and the function of accumulating the living information as the operator information. The operator information accumulation unit  21   b  outputs, as the operator information, biological information acquired from the biosensor  10  and the living information acquired from the living information acquisition unit  24  to the service information management unit  41 . 
     In the management server  40 , the service information management unit  41  associates the operator information including the biological information and the living information, the mobile object information, and the operation information, thereby causing the service information accumulation unit  42  to accumulate them as service information. The determination logic setting unit  43  sets and updates the determination logic using the service information including the living information. The determination unit  46  determines an operating state of the operator  1  using the service information including the living information. For example, in a case where the operator  1  had short hours of sleep on the previous day, the determination logic setting unit  43  sets a determination logic for the possibility of overrun by the operator  1 . When the operator information acquired by the service information management unit  41  indicates that the operator  1  had short hours of sleep on the previous day, the determination unit  46  can increase the determination level and determine that there is a possibility of occurrence of overrun. 
     A specific example of determining the operating state of the operator  1  in the determination unit  46  will be described. For example, it is assumed that the heart rate and the amount of perspiration are detected as the biological information of the operator  1 , information that the hours of sleep of the operator  1  on the previous day are five hours is acquired as the living information of the operator  1 , and a determination logic of “determination logic #4: when the hours of sleep are within six hours, the heart rate is 80 or higher, and the amount of perspiration is high, there is a possibility of overrun” is accumulated in the determination logic accumulation unit  44 . When the information on the heart rate and amount of perspiration of the operator  1  and the hours of sleep of the operator  1  on the previous day in the service information acquired by the service information management unit  41  matches the determination logic #4, the determination unit  46  determines the determination level regarding the possibility of overrun by the operator  1  and provides notification to the operator  1  via the notification unit  22 . 
     A flowchart for illustrating the operation of the driving operation management system  50   b  is similar to the flowchart of the operation of the driving operation management system  50  of the first embodiment illustrated in  FIGS.  4  and  6   . In a hardware configuration of the driving operation management system  50   b , the living information acquisition unit  24  is the input interface such as a button or a keyboard as described above. 
     As described above, according to the present embodiment, the driving operation management system  50   b  can further improve the accuracy of determining the operating state of the operator  1  by using, as the operator information, the living information such as information that cannot be acquired by the biological information acquisition unit  11  and information that does not change with time together with the biological information. 
     Note that the driving operation management system  50   b  may further use the operator behavior information described in the second embodiment. This allows the driving operation management system  50   b  to further improve the accuracy of determining the operating state of the operator  1 . In this case, the operator information accumulation unit  21   b  outputs, as the operator information, the biological information acquired from the biosensor  10 , the operator behavior information acquired from the operator behavior detection unit  23 , and the living information acquired from the living information acquisition unit  24  to the service information management unit  41 . In the management server  40 , the service information management unit  41  associates the operator information including the biological information, the operator behavior information, and the living information, the mobile object information, and the operation information, thereby causing the service information accumulation unit  42  to accumulate them as the service information. 
     Fourth Embodiment 
     In a fourth embodiment, route information on a route on which the train  100  travels is included in the service information. Differences from the first embodiment will be described. Note that although the description will be made using the first embodiment as an example, the description is also applicable to the second and third embodiments. 
       FIG.  11    is a block diagram illustrating an example of a configuration of a driving operation management system  50   c  according to the fourth embodiment. The driving operation management system  50   c  is obtained by replacing the integrated train management apparatus  30  in the driving operation management system  50  of the first embodiment illustrated in  FIG.  1    with an integrated train management apparatus  30   c . The integrated train management apparatus  30   c  includes the mobile object information acquisition unit  31 , the driving operation reception unit  32 , a route information accumulation unit  33 , and a route information acquisition unit  34 . The route information accumulation unit  33  accumulates the route information that is information on a route on which the train  100  travels. The route information is information associated with the route such as a landmark or a gradient. The landmark is, for example, a traffic light, a railroad crossing, a sign, or the like. The route information acquisition unit  34  acquires, from the route information accumulation unit  33 , the route information on a route on which the train  100  currently travels. The route information acquisition unit  34  outputs the acquired route information to the service information management unit  41 . The route information acquisition unit  34  identifies necessary route information by using a route name, a distance from a station, or the like. The route information may also include weather information at a travel point. The route information acquisition unit  34  may acquire the weather information at the travel point from an external device (not illustrated) via a communication device (not illustrated). 
     In the management server  40 , the service information management unit  41  associates the operator information, the mobile object information, the operation information, and the route information, thereby causing the service information accumulation unit  42  to accumulate them as service information. That is, the service information management unit  41  causes the service information accumulation unit  42  to accumulate the service information including the route information. The determination logic setting unit  43  sets and updates the determination logic using the service information including the route information. The determination unit  46  determines an operating state of the operator  1  using the service information including the route information. For the heart rate and the amount of perspiration of the operator  1 , the determination logic setting unit  43  changes the content of the determination logic for overspeed depending on the travel route of the train  100  such as between a straight section and a curved section. On the basis of the route information included in the service information acquired by the service information management unit  41 , the determination unit  46  can determine the operating state of the operator  1  using the determination logic that matches the condition of the current travel route. The determination unit  46  can, for example, determine the possibility of overspeed of the train  100  using the determination logic that matches the condition of the current travel route. 
     A flowchart for illustrating the operation of the driving operation management system  50   c  is similar to the flowchart of the operation of the driving operation management system  50  of the first embodiment illustrated in  FIGS.  4  and  6   . In a hardware configuration of the driving operation management system  50   c , the route information accumulation unit  33  is a memory. The route information acquisition unit  34  is implemented by processing circuitry. 
     As described above, according to the present embodiment, the driving operation management system  50   c  includes the route information on the route on which the train  100  travels in the service information, thereby being able to set and update the determination logic using the service information of a similar travel route, and further improve the accuracy of determining the operating state of the operator  1 . Since points to be noted are different depending on the travel route, the driving operation management system  50   c  can provide information according to the travel route. 
     The configuration illustrated in the above embodiment merely illustrates an example of the content of the present invention, and can thus be combined with another known technique or partially omitted and/or modified without departing from the scope of the present invention. 
     REFERENCE SIGNS LIST 
       1  operator;  10  biosensor;  11  biological information acquisition unit;  20 ,  20   a ,  20   b  terminal device;  21 ,  21   a ,  21   b  operator information accumulation unit;  22  notification unit;  23  operator behavior detection unit;  24  living information acquisition unit;  30 ,  30   a ,  30   c  integrated train management apparatus;  31  mobile object information acquisition unit;  32  driving operation reception unit;  33  route information accumulation unit;  34  route information acquisition unit;  40  management server;  41  service information management unit;  42  service information accumulation unit;  43  determination logic setting unit;  44  determination logic accumulation unit;  45  individual identification unit;  46  determination unit;  50 ,  50   a ,  50   b ,  50   c  driving operation management system;  60  cab;  61  NFB;  62 ,  63  RIO;  64 ,  65 ,  66  BECU;  67  VVVF;  100  train;  101  first car;  102  middle car.