CZ2014287A3 - Seismic recorder - Google Patents

Abstract

The seismic recorder includes an internal accumulator (4), a data output mode switch (10), and a LAN output (11), and further comprises a sensor assembly (1) powered by an internal sensor supply unit (2), an automatic power supply circuit (3), from an anologo to digital converter (5), data multiplex (6), control microprocessor (7), GPS receiver (8) and internal memory (9) (flash disk). The measurement is performed by activating the sensor assembly (1) powered by the internal unit (2) when the instrument is switched on, the device uses the GPS receiver (8) to write the time and place of measurement into the created folder and internal memory (9). The measurement itself, which is continuously synchronized with the time GPS signal, is stored on the internal memory, according to the mode of the internal switch (10) and the LAN output respectively. The USB (11) can be sent to the selected location or location. to an external device.

Description

The present invention is one of the methods and systems for controlling or controlling the transport of vehicles, and is furthermore in the field of recording and processing data on the operation of a truck and a special vehicle or mechanism and a mobile working machine. It is applicable to vehicles for which it is necessary to keep records of the operation and performance of the vehicle from various legislative provisions.

BACKGROUND OF THE INVENTION

The Road Transport Act (111/1994 Coll.) Does not explicitly mandate keeping a record on the operation and performance of a vehicle outside an approved tachograph. Tax laws and labor code provisions require keeping records exceeding the scope of tachographs (verifiability of costs incurred, documents on the basis of which the performed performance is billed and invoiced, overtime work control, ... and other requirements arising from the specific company). All these data are gathered by a long-term use of the verified Vehicle and Mechanism Record, bearing the unofficial name STAZKA (PUŤOVKA). The bills are used to record vehicle performance, mileage or mechanism hours worked, records of transported costs, records of fuel purchases and other expenses. The data contained therein serves as a basis for the calculation of wages and travel expenses of the crew, performance appraisal for the purposes of billing, consumption records, etc. and are applicable for the purposes of tax and security controls.

In the current practice paper forms are used, on which the driver of the vehicle records in addition to driving time and other activities, such as loading, unloading, fueling, etc. This way of recording depends entirely on the driver's access, and checking its accuracy is very laborious , time consuming and far from perfect.

This is why systems have been developed to ensure the electronic recording of operating quantities. These systems can be divided into several classes according to their purpose.

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The simplest option is systems that record the performance performed depending on the position of the ignition switch (“key”). While the ignition is on and are able to record position, speed or other technical data, this time is collectively evaluated as driving, no matter what the vehicle actually does. Other operating times are not differentiated and are not subject to recording. The data obtained are roughly at the level of the Passenger Car Log, but they do not provide enough information on the operation and performance of the truck and are not sufficient at all for special vehicles and mobile machinery such as excavators or cranes. They do not move practically from their place during their primary activity, but their activity is evaluated as a ride. The vehicle information is sent in real time via data transmission to the vehicle operator's server for further processing. The applicability of such systems shall be limited to the passenger car reference vehicles unless further information is required. Attempts to use the record as a basis for creating a factually correct record have always failed due to the need to keep a parallel manual record and disproportionate laboriousness in combining the manual and electronic record, which exceeded the simple typing of the data from the records multiple times. Therefore, the use of these systems remained at the level of control medium with not very high informative ability.

The effort to replace the path has led to the enrichment of the previous systems with a communication tool for the driver, which would make it possible to obtain information at the path level and definitely replace it. Systems of a higher quality have been developed, with a communication terminal and different GUI levels, which really enable to obtain much more extensive information. The basic idea that the database of traffic events is located on a remote server and the in-vehicle terminal is used to record and send information about these events, but conflicts with operational reality: the quality and timeliness of data depends entirely on the fact that the driver enters them correctly and the moment of their occurrence or change; otherwise, the explanatory power of the data is significantly reduced due to distortion and its subsequent editing is practically impossible without additional information (detailed book). Examples: due to the psychological burden of the driver, there is a frequent omission of the required entry or, in the better case, a late entry. The completeness and correctness of the record therefore depends on the flawless operation of the operator of this device, any additional repairs can only be made on a server accessible to the holder of the relevant authorization, ex post. However, additional editing is only possible on the basis of information on the actual performance of the vehicle, which is difficult to do without parallel record keeping, thus eliminating the basic purpose of replacing record keeping in document form. The error rate rises sharply in the case of short journeys, repetitive loading operations, and * F * r · F «r · 9« · 9 · · · »··· 9

- J - ······ · · · · 99 r 99 r »99 99 99 99 99 99 99 99 99 99 99 99 99 99 99 99 99 99 99 99 99 99 99 99 99 operating the system (also in minutes) is seen as annoying and delaying, and ultimately leads to a reduction in driver performance.

SUMMARY OF THE INVENTION

The subject of the invention is a method of identifying a vehicle operating mode and recognizing its change by evaluating the available state variables of the vehicle and their history in real time, that is, at the time of their occurrence. The vehicle is also meant any mechanization means, such as excavator or crane. The method utilizes a system to automatically generate a record of the operation and performance of a vehicle that continuously operates directly on board the vehicle throughout the working hours. The system comprises at least one hardware computing unit with memory and controls located on board the vehicle. The computing unit is equipped with a GPS sensor and contains an evaluation and decision algorithm in its memory. The unit also contains:

- a list of points of interest defined by GPS coordinates. Each point of interest is (or can be) assigned the most likely operating mode;

- a list of the operating modes that are appropriate for the vehicle. These operating modes are, depending on the vehicle, eg loading, unloading, dredging, etc.;

- depending on the nature of the activity, contains or does not (ie may contain) at least one vehicle performance plan representing the assignment of the task to the driver. The plan requires the driver to carry out the planned activities (eg loading or unloading) at one or more points of interest and at a specified time and sequence.

The computing unit is adapted

- to continuously record real-time cyclical variables and instantly evaluate their values and change their values in real-time by the algorithm decision-making process, which results in determining the most likely operating mode of the vehicle at the site and time to be evaluated;

to communicate with the driver to obtain additional information or to confirm the algorithm outputs, and

- to record available information on this Decision.

The algorithm includes the following parallel, continuously running processes of permanent sensing and real-time status evaluation of the vehicle:

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- determining and verifying the correctness of the detected position as a function of GPS coordinates and the signal strength of the GPS sensor;

- validation of the established position based on a series of n-previous positions determined by the algorithm;

- evaluating the speed of movement in the GPS coordinates from the GPS sensor based on a series of n previous position values and their changes over time and validating the measured speed based on a series of n-previous speed values determined by the algorithm;

- deciding whether the zero value of the vehicle speed in GPS coordinates according to the GPS sensor is a real physical stop of the vehicle

- deciding whether changing the vehicle speed value in GPS coordinates from zero to a non-zero value or vice versa means switching to another operating mode;

- using a vehicle performance plan or using a list of points of interest as criteria for deciding the current operating mode;

- deciding on the commencement and termination of the assignment of performances to a particular carrier;

- deciding whether to request confirmation or a decision to operate the system;

- deciding whether the vehicle is within a point of interest at any given time;

- deciding whether the vehicle is at a given time near the point of interest area that is relevant to the decision-making process;

- the duration of the change in the state of the vehicle and its length depending on the current operating conditions.

Depending on the current operating conditions, different weights are assigned to different processes in the decision algorithm. The computing unit further comprises in its memory an expanding set of data describing the activity already performed since the algorithm commenced and the instantaneous state of the vehicle.

The algorithm continually evaluates the current position and speed of the vehicle in GPS coordinates from the GPS sensor, data from an expanding data set, and possibly other available vehicle data to determine the predicted vehicle condition. The estimated assumed state of the vehicle is further compared by an algorithm with a possible active vehicle performance plan. In the absence of an active plan, the algorithm compares the predicted state of the vehicle with a list of points of interest. This makes a decision about the likely running mode of the vehicle.

If the algorithm does not have enough data to determine the probably running mode, it waits for the next change of evaluated quantities and repeats the evaluation process.

In the event that it is impossible to determine the likely running mode, the driver will contact the driver after a predetermined period of time with an inquiry.

• · · ·

Depending on the particular vehicle and its equipment, it is advantageous if the next process is to monitor the activity of the vehicle's auxiliary equipment in relation to the operating mode decision. Furthermore, it is advantageous if the system comprises at least one vehicle operating variable sensor. In this case, the system is adapted to use the scanned data in the decision algorithm. In the event of a discrepancy between the data from the vehicle's operational sensor and the facts specified by the algorithm, the weights of the outputs from the individual processes may change.

A point of interest can be defined in GPS coordinates as a circle of a specific radius, or as a polygon, or as at least one entry / exit point to the point of interest area.

To refine the decision-making process, another algorithm process may be qualitative and / or quantitative cargo recording.

The vehicle performance plan may be strict, where it is required to adhere to the time and order of planned operating modes with a predetermined slight tolerance. Alternatively, the vehicle performance plan may be non-discriminatory, where a deviation from the scheduled times for operating modes is permitted.

In the event that an operating fact entered by the driver, either in real time or additionally, is inconsistent with the algorithm results, the information on the originally set mode is retained. This allows incorrect operator intervention to be identified.

If a previously unknown POI is recognized while the vehicle is in operation, it is stored in memory, including the name (temporary) and the operating mode performed, which is recorded as a probable operating mode for further use. After the validation of a new point of interest thus registered and the formalization of its registration (replacement of the temporary naming of the point of interest with a permanent, fixed structure), it is possible to share it. Sharing may be carried out, in particular, within the carrier's vehicles for which the application of this point of interest is contemplated.

• ·

The invention is described with reference to the drawings, in which N denotes loading, V denotes unloading, J denotes a ride, wherein

-6Explore drawings

Fig. 1 is a record of the fulfillment of the vehicle's traffic plan made without the driver's control ("black box" unit) according to the prior art. It is solved only by the ignition position. Recording records position, speed, speed, ...; is limited to the time the ignition is on. He understands this time as a “ride”. These periods do not correspond to the duration of the planned activities. It follows that the meaning of this record is only for monitoring instantaneous position, speed and other technical variables. As a basis for invoicing, wages, ... can not be used - does not allow differentiation of operating modes.

FIG. 2 is a record of the fulfillment of the vehicle operation plan made by the driver-dependent unit. The vehicle unit includes a GPS sensor and a terminal. The operator at the terminal determines changes in the operating mode and these are sent to the server. If the operator makes a mistake, it is difficult to reconstruct the record, and unless another record of operation (parallel record keeping in documents) is practically possible. It follows that the record provides sufficient information for further processing only if it is correctly filled in. Operator errors degrade the record and are difficult to correct.

Fig. 3 is a record of the vehicle operating mode according to the present invention. It recognizes activities according to other information, eliminates operator errors: bad records mark and enable (enforce) correction. This implies that recording eliminates dependence on operator quality. It provides high quality materials for further processing.

- Fig. 4 - is a diagram of the possible course of the evaluation process (principle of operation).

DETAILED DESCRIPTION OF THE INVENTION

Technical conditions:

An exemplary embodiment of a method of identifying a vehicle operating mode and recognizing its change based on an evaluation of available vehicle status variables and their history is utilized by the system to automatically record vehicle operation and performance records. The operating mode is the state in which the vehicle is currently in operation and the operation it is carrying out. does not.

«· · · ·

The vehicle in this case is a tipping lorry for the transport of bulk materials. The vehicle is also equipped with a hydraulic arm. The system comprises one hardware calculation unit with memory and controls located on the vehicle deck and equipped with hydraulic pump clutch, tipper valve, and truck arm position sensors. In this case, the computing unit is in the form of a conventional tablet, which is equipped with a GPS sensor and a device enabling sensing of the aforementioned technical quantities. The calculation unit contains an evaluation and decision algorithm in its memory.

The computing unit is adapted to:

- to perform the decision-making process of an algorithm that results in the determination of the most likely operating mode of the vehicle at the site and time to be evaluated. This is achieved by continuously evaluating all available variables in real time in specified cycles, comparing them with the plan. In the case of compliance with the plan and point of interest, choose the likely mode, in case of uncertainty, wait for further information; in the case of repeated repetition of the state of uncertainty asks the operator;

- to communicate with the driver to obtain additional information or to confirm the algorithm outputs. Communication can be either verbal and / or non-verbal, ie the driver responds to a message on the display by touching;

- to record available information on this Decision.

The algorithm includes parallel running processes of sensing and evaluating the real-time status values of the vehicle. These processes are in particular:

- determining and verifying the correctness of the position as determined by GPS coordinates and the signal strength of the GPS sensor. If the GPS signal is weak, the process is assigned a lower weight in the decision-making process;

- validation of the established position based on a series of n-previous positions determined by the algorithm. This is particularly useful for eliminating positioning inaccuracies detected by the GPS sensor;

- evaluating the speed of movement in GPS coordinates from the GPS sensor based on a series of n previous speed values determined by the algorithm. This is particularly useful for eliminating positioning inaccuracies detected by the GPS sensor;

- deciding whether the zero vehicle speed in the GPS coordinates from the GPS sensor is the actual physical stop of the vehicle, and vice versa whether the non-zero vehicle speed in the coordinates is the actual physical movement of the vehicle;

- in the case of a physical stop or take-off, deciding whether to switch to another operating mode;

• ·

- using the vehicle performance plan or using the list of points of interest as criteria for deciding the current operating mode. If the vehicle is at a point of interest, it is clear that the activity is most likely to be carried out according to the vehicle performance plan;

- deciding whether the vehicle is within the point of interest area at any given time. If so, it is clear that the activity is most likely to be carried out according to the vehicle's power plan;

- deciding whether to request confirmation or a decision to operate the system,

- evaluation of the duration of the change in the state of the vehicle and its length in relation to the current operating conditions.

Depending on the current operating conditions, different weights are assigned to different processes in the decision algorithm. The greatest weight is usually assigned to determination of vehicle stop / start, the lowest is usually assigned to time data.

Organizational conditions:

At least one vehicle performance plan is prepared for the vehicle in the dispatcher's planning environment for a given day, which obliges the driver to perform the planned activities at points of interest and within a specified time period and order.

Alternatively, several plans can be prepared for the driver to implement gradually. For demonstration: First plan = loading of 16/32 grit in L-quarry at 8:00, unloading on site S at 9:00, second plan = loading of empty pallets on site S 10:00 and unloading in warehouse X.

The memory also contains:

- a list of points of interest defined by GPS coordinates where each point of interest is assigned the most likely operating mode. Points of interest are those where cargo has already been loaded (quarries and sand pits), where the cargo has already been unloaded (buyers of imported material), or where another operating mode has already taken place;

- a list of the operating modes that are appropriate for the vehicle. In this case there are loading and unloading, downtime, etc .;

Realization:

The driver logs into the system when he enters the vehicle, which starts the algorithm. The algorithm first ensures connection to the vehicle unit (if installed in the vehicle) and comparison of the readings with previous values. It also retrieves the plans and requests the driver's acknowledgment of their acceptance. Activation of the plan starts the actual operation of the algorithm. This means that the driver is initially guided to the point of loading and then to the point of unloading.

• • •

The computing unit contains in its memory an expanding set of data describing the activity already performed since the start of operation of the algorithm and the instantaneous state of the vehicle. The instantaneous state of the vehicle means, in particular, the status of the following attributes: crew, trailers, position, speed, status of indicators, cargo in the loading area, affiliation of the activity being carried out to the job (driver task), and other data depending on the particular vehicle.

The algorithm continuously evaluates the current position and speed of the vehicle in GPS coordinates from the GPS sensor, data from the expanding data set and other available vehicle data, which determines the assumed state of the vehicle.

The predicted state of the vehicle is further compared with the active vehicle performance plan, thereby reaching a decision on the likely running mode of the vehicle.

If the algorithm did not have enough data to determine the probably running mode, it would wait for the next change of evaluated quantities and the evaluation process would be repeated. In the event of a repeated impossibility to determine the likely running mode, the algorithm would contact the driver after a predetermined period with a detailed query. Such a refinement query may be, for example, a request for a reason for stopping at an unknown point of interest.

Another process of the algorithm is to monitor the activities of the vehicle's auxiliary equipment (crane and tipper) in relation to the operating mode decision. When any of the attachments is activated, it is clear that the vehicle is in loading / unloading mode, not in driving mode.

In this case, the system used data from the sensor of vehicle operational variables to which it assigned high priority.

Based on the relation between the data from the sensor of vehicle operational variables and the facts determined by the algorithm, weights of outputs from individual processes change. E.g. in this case, if the sensor of operating quantities indicates the state of the hydraulic arm "in operation" while the algorithm is in motion, according to the algorithm, the sensor reads more weight as a clearly measured quantity. Points of Interest are defined in GPS coordinates, depending on their actual form, as circles of a certain radius, as polygons, and as entry and exit points to the point of interest area.

Another algorithm process in this case is qualitative and quantitative evidence of cargo. This means that it works with the "cargo" and "probable mode" data, and in the event of a dispute, requests information from the operator.

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The vehicle performance plan is non-strict. This means that the order of the planned operating modes (loading first, then unloading) is required, but a deviation from the scheduled times of operating modes is allowed. This function is necessary because some modes cannot be unambiguously planned in advance (eg waiting time for quarry loading and hence the subsequent planned modes).

Some operational facts entered by the driver (loading, unloading, service stop), in real time and subsequently, may conflict with the algorithm results. Therefore, information about the algorithm originally set is retained. This allows for incorrect identification of operator intervention.

The newly recognized point of interest, which is not yet known, is stored in memory, including the name and operating mode. The operating mode is recorded as a probable operating mode for further use. This means that the next time the vehicle arrives at this point of interest, it will be assigned this operating mode again (eg loading, unloading). After validation of the new point of interest thus entered and formalization of its registration, it is possible to share it. Validation and formalization consist in the registration of the exact and correct name (not to be expected from the driver) and the precise definition of geolocation.

The algorithm is adapted to the best and most likely behavior in situations where the user is unresponsive or absent. Such situations where the algorithm has to decide on the operating fact itself are:

- deciding whether current conditions imply a transition from a driving mode to another (loading, downtime, etc.);

- deciding whether current conditions imply termination of the current mode and transition to driving mode;

- deciding whether the current conditions belong to the planned activity or are random, ie outside the plan;

- making decisions in situations where information on the current conditions is inaccurate but still needs to be decided on.

Claims (9)

Patent claims 1. A method of identifying a vehicle operating mode and recognizing a change thereof by evaluating available vehicle state variables and their history, the method utilizing a system to automatically generate a record of vehicle operation and performance, the system comprising at least one hardware computing unit with memory and controls; located on board the vehicle, the computer unit being equipped with a GPS sensor, containing in its memory an evaluation and decision algorithm, as well as: - list of points of interest defined by GPS coordinates, where each point of interest is or is not assigned the most likely operating mode, - list of operating modes that are relevant for the vehicle, - contains or does not contain at least one vehicle performance plan, depending on the nature of the activity, which obliges the driver to carry out the planned activities at one or more points of interest and within a specified time period and order, the calculation unit being adapted - for continuous cyclical real-time sensing of operational variables and instantaneous evaluation of their values and changes in their values in real-time through the decision-making process of the algorithm, which results in determining the beginning and end of the most likely operating mode of the vehicle to communicate with the driver to obtain additional information or to confirm the algorithm outputs, and - to record available information on this decision, characterized in that the algorithm includes parallel-running processes of permanent sensing and real-time evaluation of the vehicle's state variables: - determining and verifying the correctness of the position as determined by GPS coordinates and the signal strength of the GPS sensor, - validation of the established position based on a series of n-previous positions determined by the algorithm, - evaluating the speed of movement in GPS coordinates from the GPS sensor based on a series of n previous speed values determined by the algorithm, - deciding whether the zero movement of the vehicle in the GPS coordinates from the GPS sensor is an actual physical stop of the vehicle and, if it is a physical stop, whether it is a transition to another operating mode, - the use of a vehicle performance plan or the use of a list of points of interest as criteria for deciding on the current operating mode, - deciding on the start and end of the assignment of services to a particular carrier, - deciding whether to request confirmation or a decision to operate the system, - deciding whether the vehicle is within a point of interest at a given time, - deciding whether the vehicle is close to the point of interest at any given time, - the duration of the change of the state variables of the vehicle and its length depending on the current operating conditions, depending on the current operating conditions, the individual processes in the decision algorithm are assigned different weights, the computing unit further contains in its memory an expanding set of data describing start of the algorithm operation and instantaneous state of the vehicle. The algorithm continuously evaluates the current position and speed of the vehicle in GPS coordinates from the GPS sensor, data from the expanding data set and eventually other available vehicle data. it is further compared with an active vehicle performance plan, whereby in the absence of an active plan, the predicted state of the vehicle is compared with a list of points of interest, thus reaching a If the algorithm does not have enough data to determine the likely running mode, it waits for the next change of evaluated variables and repeats the evaluation process and in case of impossibility to determine the probably running mode contact the driver after a predetermined period of time with a detailed inquiry. Method for recognizing a change and identifying a vehicle operating mode according to claim 1, characterized in that the further process of the algorithm is to monitor the activities of the vehicle auxiliary device in relation to the operating mode decision. Method for recognizing a change and identifying a vehicle operating mode according to claim 1 or 2, characterized in that the system comprises at least one vehicle operating variable sensor and is adapted to utilize the read data in the decision algorithm. • · · -13• · · · • · · · · · · • · ··· ······ • · · · · · · · · Method for recognizing a change and identifying a vehicle operating mode according to claim 3, characterized in that the weights of the outputs of the individual processes are changed due to the discrepancy between the data from the vehicle operational sensor and the facts determined by the algorithm. Method for recognizing a change and identifying a vehicle operating mode according to any one of claims 1 to 4, characterized in that the point of interest is defined in GPS coordinates as a radius circle and / or as - polygon, and / or as - at least one entry / exit point to the POI area. Method for recognizing a change and identifying a vehicle operating mode according to any one of claims 1 to 5, characterized in that the further process of the algorithm is qualitative and / or quantitative cargo recording. A method for recognizing a change and identifying a vehicle operating mode according to any one of claims 1 to 6, characterized in that the vehicle performance plan is strict where compliance with the time and sequence of scheduled operating modes is required, where predetermined, tolerance, or non-strict, where a deviation from the scheduled times for operating modes is allowed. Method for recognizing a change and identifying a vehicle operating mode according to any one of claims 1 to 7, characterized in that the operating fact entered by the driver, in real time or additionally, contradicts the results of the algorithm, while retaining information on the originally determined mode. Method for recognizing a change and identifying a vehicle operating mode according to any one of claims 1 to 8, characterized in that the recognized, yet unknown, point of interest is stored in memory, including the name and performed operating mode, which is recorded as a probable operating mode for further use and, after validation of the new point of interest so registered and formalization of its registration, it is possible to share it.