JP2006234529A - System, method, and apparatus for calculating travel distance - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To develop a method and apparatus for calculating an accurate travel distance without installing a large number of expensive ground elements for a vehicle having rubber tires. <P>SOLUTION: Not only wear of a wheel, but also dynamic changes in a wheel diameter according to the weight of a vehicle, a section defined by a ground element 10, the gradient of the section, the acceleration of the vehicle, and atmospheric temperature, are measured to create a database on traveling distance. Measured data are stored in a vehicle-mounted database 120 one after another, under the condition that the influence of idling and sliding is excluded and that data which abruptly changes reference data is excluded using moving dispersion. By referring to the reference data, an accurate travel distance is determined. In a monorail system or the like wherein a metallic joint 20 appears on its track, means for creating a database on the position of the metallic joint 20, for detecting the joint 20 with a metal detection means 190, and for preventing the oversight of the joint 20 through the number of rotations of the wheel or the like, are further provided to determine an accurate travel distance. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to a system, a method, and an apparatus for accurately calculating a travel distance of a railway vehicle. In particular, the present invention relates to a travel distance calculation system, travel distance calculation method, and travel distance calculation device for a railway vehicle such as a monorail that uses rubber tires.

In a railway vehicle, accurately measuring the travel distance is an extremely important issue in order to ensure accurate operation and safety. Conventionally, in order to reliably solve this problem, a ground element (transponder) having a function of reliably transmitting position information to the vehicle side is installed at a certain distance on the track, and the vehicle upper element on the vehicle side is accurately The mileage was measured by transmitting the position. In places away from the car top, the mileage based on information on the wheel diameter and the number of rotations of the wheel will be used together. (See Patent Document 1, Patent Document 2, and Patent Document 3).
JP-A-5-249127 (Claim 1, FIG. 11, FIG. 12, etc.) JP-A-5-322593 (Claim 1, Claim 4, FIG. 2, FIG. 3, etc.) JP-A-7-229754 (Claim 1, paragraphs 0035 to 0040, FIG. 2, etc.)

However, in the conventional method, correction of the wheel diameter is not sufficient, and in order to accurately grasp the travel distance, there are problems such as a large number of ground elements having high installation costs and high maintenance costs. In particular, in monorails and railway vehicles that employ rubber tires, the maximum change in wheel diameter is about 5%, which has a great influence on the measurement of mileage. .
Under the circumstances, the present invention has developed a system, method and apparatus for accurately calculating the travel distance based on the rotation of the wheel without installing a large number of expensive ground elements. The task is to do.

  In order to solve the above-mentioned problems, the present invention measures not only wheel wear but also dynamic changes in wheel diameter according to vehicle weight, section defined by the ground element, section gradient, vehicle acceleration, and temperature. Then, create a database for the measurement data of mileage, eliminate the influence of idling and sliding, eliminate the data that changes the reference data abruptly using movement dispersion, and save the measurement data sequentially in the database mounted on the vehicle To do. And the exact wheel diameter and the travel distance based on this are calculated | required by referring the said reference data. In addition, in monorails and new transportation systems where metal joints frequently appear on the track, the position of the metal joints is made into a database, and this is detected by means of metal detection. A means for preventing the metal joint from being overlooked is further provided to determine the travel distance.

  According to the present invention, even when traveling on a track with less frequent installation of ground elements, the effective travel distance (wheel diameter) is corrected according to various conditions, and accurate based on the rotation of the wheel. Mileage can be obtained.

  Embodiments of the present invention will be described in detail with reference to the drawings. In the present invention, there are two main embodiments, and the premised conditions are different between the first embodiment and the second embodiment. After first describing the first embodiment, the second embodiment will be described with a focus on differences from the first embodiment.

<< first embodiment >>
FIG. 1 is a diagram for explaining a first embodiment of the present invention. As shown in FIG. 1, in the first embodiment, devices other than the on-board database (hereinafter referred to as on-board DB) 120 and the ground database (hereinafter referred to as on-ground DB) 50 are used on the vehicle and on the ground. Is deployed. In the first embodiment, the on-board DB 120 is an indispensable component, but the ground DB 50 is limited to a range where it is desirable to be a component, and is not indispensable.

  The details of the vehicle 100 will be described later with reference to FIG. 2, but the vehicle 100 includes a vehicle upper body 110 and a vehicle upper DB 120 that can communicate with the ground elements T1, T2, and T3. Information for correcting the wheel diameter when the vehicle 100 travels is stored. And the vehicle 100 can correct | amend a wheel diameter by the information for correction | amendment of a wheel diameter, and can obtain | require more exact position information. In the present embodiment, the on-board DB 120 is provided with a table that can search for a correction coefficient for correcting the wheel diameter according to the section and the weight classification, and information on the correction coefficient is updated for each run. By referring to the latest information, the wheel diameter is corrected to obtain an accurate travel distance. Moreover, this embodiment is equipped with the ground element T1, T2, T3 (10), the ground apparatus 30, and ground DB50 which are arrange | positioned as a ground equipment in the break of the station platform 40 or the blockage section of a signal system, etc., and wheel diameter Even in a method that does not depend on the vehicle, it is configured to convey the exact position to the vehicle. In these ground facilities, information such as a wheel diameter correction coefficient from the vehicle 100 is received via any of the ground elements T1, T2, and T3 (10), stored in the ground DB 50, and another vehicle 100. The necessary correction coefficient is transferred to the vehicle 100 via any one of the ground elements T1, T2 and T3 (10), so that the vehicle 100 to which the correction coefficient is transferred also corrects the wheel diameter and travels with high accuracy. Distance measurement is possible.

[Composition of on-board equipment]
FIG. 2 is a diagram illustrating the vehicle 100 and ground facilities. Here, the configuration of the vehicle 100 will be described. The vehicle 100 includes a vehicle upper part 110, a vehicle upper DB 120, a transmission / reception unit 130, a drive unit 140, a speed detection unit 150, an on-vehicle control unit 160, and an input display unit 170.

  The vehicle upper element 110 corresponds to an antenna of a communication device capable of communicating with the ground element 10 (corresponding to T1, T2, and T3 in FIG. 1) having a function as a position measurement transponder. The vehicle upper element 110 is connected to a transmission / reception unit 130 that is a communication device, and thereby, communication with the ground element 10 becomes possible. The on-board DB 120 is composed of a storage device connected to the on-vehicle controller 160, and can be composed of, for example, a nonvolatile memory or a hard disk device. The on-board control unit 160 is connected to the on-board DB 120, the transmission / reception unit 130, the speed detection unit 150, and the input display unit 170, and has a function of controlling exchange of information with these devices and performing necessary calculations. For example, it can be configured by a control computer including a CPU (Central Processing Unit), a semiconductor memory, and an I / O interface device. The input display unit 170 displays information necessary for driving and controlling the vehicle 100 under the control of the on-board control unit 160, and has a function of receiving an input when an instruction from the driver is necessary.

The transmission / reception unit 130 is a communication device for performing communication between the vehicle upper element 110 and the ground element 30.
The drive unit 140 refers to a part related to travel of the vehicle 100 such as a wheel or a carriage. In the present embodiment, the drive unit 140 includes a speed detection unit 150. The speed detection unit 150 has a function of measuring the rotation of the wheels of the drive unit 140, and can be configured by, for example, a speed generator or a tachometer.
The on-board DB 120 will be described later in the description of the database configuration.

[Configuration of ground equipment]
With reference to FIG. 2, the ground facilities in the present embodiment will be described. In the present embodiment, as shown in FIG. 2, the ground facilities include the ground element 10, the ground device 30, and the ground DB 50 as components. Of these, the terrestrial DB 50 is not an essential component, but is preferably included in the embodiment. The ground unit 10 is arranged at the break of the station platform 40 or the blockage section of the signal system, and has a function of communicating with the vehicle upper unit 110, and can be configured using, for example, a transponder. In the present embodiment, it is desirable to use a transponder that is connected to the ground facility 30 through a communication line and that is powered and capable of communicating digital information, rather than a transponder that operates even without a power source. With such a configuration, the wheel diameter correction coefficient included in the on-board DB 120 of the vehicle 100 is transferred to the ground device 30 via either the vehicle upper member 110 or the ground child 10, or from the ground device 30. Data can be transferred to another vehicle 100. However, even when a transponder that operates without a power source is mainly used, the main part of the present embodiment can be realized. For example, a small number of transponders that can communicate the ground unit 10 or digital information to a specific location such as a starting station. Once installed, the same function can be realized.

  The ground device 30 is a control device having a processing capacity larger than that of the on-board control unit 160, and is connected to the ground unit 10 through a communication line, and can be configured using a control computer including a CPU and a semiconductor memory device, for example. it can. When the ground unit 10 has the capability of communicating digital information, the ground device 30 is basically provided with a ground DB 50 for storing information from the vehicle 100. The ground DB 50 can be configured by, for example, a hard disk device, and can store a correction coefficient necessary for accurately obtaining a travel distance by correcting the wheel diameter for each vehicle 100, for example.

表１に示すように本実施形態では、車上ＤＢ１２０は、参照テーブル、蓄積データテーブル、勾配テーブル及び温度変化テーブルを含んで構成される。このうち、参照テーブルと蓄積データテーブルは、車両１００の運行の際に逐次更新されていくテーブルであるが、勾配テーブルと温度変化テーブルは、基本的に開業時などに計測したデータを集積した後は、必要がない限り更新をせずに利用していく。 Database configuration
In the present embodiment, both the on-board DB 120 and the ground DB 50 have a database. The on-board DB 120 has tables as shown in Table 1. By referring to and updating these tables, the wheel diameter, which is a fixed value determined in advance (for example, according to standards), is corrected to be accurate. Seeking a good mileage.

As shown in Table 1, in the present embodiment, the on-board DB 120 includes a reference table, an accumulated data table, a gradient table, and a temperature change table. Among them, the reference table and the accumulated data table are tables that are sequentially updated during the operation of the vehicle 100, but the gradient table and the temperature change table are basically obtained after collecting data measured at the time of opening of business. Will be used without updating unless necessary.

In the present embodiment, there is basically only one reference table for each vehicle 100, but the accumulated data table requires one table for each section and weight. For example, if there are 10 sections and the weight is classified into three stages of light, normal, and heavy, a table of 10 × 3 = 30 is required. As many gradient tables as the number corresponding to the weight classification are required. When the weights are classified into three stages of light, normal, and heavy, the three tables are used properly. Note that the gradient table may be managed in a single table, instead of preparing one table for each weight stage.
Although there is only one temperature table, this is an optional personality table and is useful in areas where the temperature changes rapidly.

  The ground DB 50 is a database for storing a copy of the on-board DB 120, and stores a database for each vehicle individually. Since the ground DB 50 collects and holds information on a large number of vehicles or formations, storing all the data as it is will result in a large amount of data. However, in the present embodiment, it is not always necessary to store all data, and based on serial number or time stamp information, for example, only data for one month can be stored and old data can be deleted. . Further, the types of tables to be stored are limited, and for example, data other than the accumulated data table may be stored.

表２に示すように、参照テーブルには、暫定補正係数、区間、Ｒｆ／Ｒｂ（前後輪回転速度比）、重量及びそれに対応する補正係数の項目が含まれている。暫定補正係数は、通常は１．００で固定されていて補正には利用されていない。しかし、始発列車の前に試運転した際の計測データからその日の気温に対応する補正係数が得られている場合に、他の車両１００でもこの補正係数を記憶して利用する際に用いられるのが暫定補正係数である。後記するように、この暫定補正係数に１．００以外の値を設定すると他のどのテーブルを用いた場合にも車輪径の補正に反映される。さらに、この暫定補正係数に温度テーブルによる補正係数を記憶して利用することによって温度変化を反映することも可能である。ちなみに、温度が高いときは、ゴムタイヤのゴムの膨張やゴムタイヤ内の空気の膨張により、温度が低いときより車輪径は大きくなる（所定距離走行する際の車輪の回転数は小さくなる）。 (Reference table)
Table 2 shows an example of a reference table. Although FIG. 1, FIG. 3 (a) and FIG. 11 (a) also show the main parts of a reference table, Table 2 shows the whole.

As shown in Table 2, the reference table includes items of provisional correction coefficient, section, Rf / Rb (front and rear wheel rotational speed ratio), weight, and correction coefficient corresponding thereto. The provisional correction coefficient is normally fixed at 1.00 and is not used for correction. However, when the correction coefficient corresponding to the temperature of the day is obtained from the measurement data obtained when the test operation was performed before the first train, the other vehicle 100 is used when storing and using this correction coefficient. This is a provisional correction coefficient. As will be described later, when a value other than 1.00 is set in the provisional correction coefficient, any other table is used to correct the wheel diameter. Furthermore, it is also possible to reflect a temperature change by storing and using the correction coefficient based on the temperature table in the temporary correction coefficient. Incidentally, when the temperature is high, the wheel diameter becomes larger than when the temperature is low due to the expansion of the rubber of the rubber tire and the expansion of the air in the rubber tire (the rotation speed of the wheel when traveling a predetermined distance is small).

  The section item is an item for designating a section set by the arrangement of the ground unit 10. A specific example of the section is a signal blockage section. In this case, the ground unit 10 is installed at a boundary portion of the blockage section. In addition, sections of various patterns can be used as sections in the present embodiment depending on the arrangement of existing equipment.

  The item of Rf / Rb is an item used for correction according to the situation when steady operation is not possible, and is usually not used much. Rf / Rb represents the ratio of the rotational speed of the front wheel and the rotational speed of the rear wheel in the vehicle or the knitting of the vehicle, and has a value of 1.00 when traveling on a slope or during acceleration / deceleration. Changes up and down. Since the wheel diameter also changes as the ratio changes, this item is useful when dynamic wheel diameter correction is performed in unsteady running. However, it is sufficient to use the portion where Rf / Rb is 1.00 for normal use in the present embodiment, and this item is not used in the normal use mode as shown in FIG. Even if a value other than 1.00 is set and used in this item, new measurement data can be obtained by operation using this setting. Therefore, when necessary new measurement data is accumulated, Rf The value of / Rb is returned to 1.00, and a correction value based on new measurement data is basically used.

  Incidentally, the weight of the rear of the vehicle 100 becomes heavier than the weight of the front during uphill traveling or acceleration traveling, so the wheel diameter of the rear wheel becomes smaller than the wheel diameter of the front wheel due to compression of the rubber tire (that is, The speed of the rear wheel is faster than the speed of the previous wheel). For this reason, the value of Rf / Rb is smaller than 1 during uphill running or acceleration running. On the other hand, when the vehicle is traveling downhill or decelerating, the reverse is true, and the value of Rf / Rb is greater than 1.

  The item of weight is an item indicating how many people are on the vehicle. In the present embodiment, a distinction is made in three stages: “heavy” corresponding to a full state, “normal” indicating a state of about half of the capacity, and “light” indicating a state in which almost no people are on board. The correction coefficient items are items for storing correction coefficients corresponding to the values of these items. Note that the correction coefficient of the reference table is obtained from data in an accumulated data table to be described later with reference to FIG. Incidentally, when the weight of the vehicle 100 is heavy, the rubber tire is compressed by the weight, so that the wheel diameter is smaller than when the weight is light.

(Accumulated data table)
FIG. 3A is a diagram illustrating an example of the accumulated data table and the reference table. In FIG. 3A, only three tables are shown as the accumulated data table 320. However, as described above, more tables are required depending on the number of weight classifications and the number of sections. As shown in FIG. 3A, each table has items of a serial number (denoted as No in FIG. 3A), a section, a weight, and a value of a correction coefficient corresponding thereto. Then, every time the vehicle 100 travels, entries of measurement data are accumulated. Note that a time stamp item may be used instead of the serial number item.

  FIG. 3B is a diagram for explaining a method of obtaining data of the reference table from the stored measurement data entry. The graph of FIG. 3 (b) is a graph in which data taken from the accumulated data table 320 whose section is B1 and weight classification is normal is plotted, and the latest data of a predetermined number of times is a target for which a moving average is obtained. It shows that it becomes. Then, the moving variance is calculated in the same section, and the moving average of the reference table section is B1 and the weight is normal only when the difference between this value and the previous moving dispersion value is equal to or smaller than a predetermined value. The value of the correction coefficient in the reference table is updated. If the change exceeds a predetermined value, the data is deleted from the accumulated data table 320, and the reference table is not updated. Even when the sections and weights are different, the update method is the same except that the target accumulated data table 320 and the reference table are different. A specific registration / update method will be described later.

(Gradient table)
FIG. 4A is a diagram illustrating an example of a gradient table, and FIG. 4B is a diagram illustrating a change in gradient coefficient during gradient traveling. The gradient table 330 is included in the on-board DB 120 like the other tables, and includes items of section, distance, and gradient coefficient. The section item is the same as the section item described as the stored data table or reference table item. The item of distance indicates the distance from the base point of the route on which the vehicle 100 is operated for both ends of each section. In normal operation in which one section is not so long, it is sufficient to use one section as a management target of the distance item as it is, and what corresponds to the gradient coefficient in the entire section may be considered.

  However, in the example shown in FIG. 4A, portions having different gradients in one section are described by being distinguished by distance items. If one section is further divided and managed according to the difference in gradient as in this example, the wheel diameter can be corrected finely using this information to obtain a more accurate travel distance. The gradient coefficient item is an item for storing a coefficient for correcting the wheel diameter corresponding to the values of the section and distance items. Incidentally, as described above, the front wheel diameter increases and the rear wheel diameter decreases during uphill traveling. Also, when traveling downhill, the reverse is true: the front wheel diameter decreases and the rear wheel diameter increases.

  The gradient table 330 is used for recording and correcting the gradient of the route in which the vehicle 100 is operated. Therefore, the content is basically constant unless the route to be operated is changed. Therefore, the gradient table need not be changed unless there are special circumstances if the data is measured in a trial run before opening. If the vehicle format is the same, the gradient coefficient data obtained by measurement with the vehicle can be transferred to the gradient table 330 of the vehicle 100 via the ground DB 50 and used.

  FIG. 4B is a diagram for explaining a change in the gradient coefficient on a route with a gradient. In the graph of FIG. 4B, the horizontal axis represents the travel distance, and the vertical axis represents the height. A portion where the slope on the left side of the graph is positive represents an ascending slope that increases in height as the vehicle travels, and the slope coefficient is 0.98 when measured at the rear wheel of the vehicle 100 in this portion. A portion with a negative right slope represents a downward gradient portion, and this portion indicates that the gradient coefficient is 1.02 when measured with a wheel behind the vehicle 100. Incidentally, since the weight applied to the rear wheel on the uphill is increased, the rubber tire is compressed, the wheel diameter is reduced, and the rotation of the wheel is relatively fast. For this reason, as shown in FIG.4 (b), the numerical value below 1.00 is set to the gradient coefficient in case a measurement wheel is back. On the other hand, in the downward slope, the weight applied to the rear wheels becomes light, so that the rubber tire swells to increase the wheel diameter, and the rotation of the wheels becomes relatively slow. For this reason, as shown in FIG.4 (b), the numerical value of 1.00 or more is set to the gradient coefficient in case a measurement wheel is back. This example is an example on the premise that neither acceleration nor deceleration is performed, and is 1.00 on a flat route traveling on the same assumption. In addition, when the wheel to be measured is not the rear of the vehicle 100 but the front wheel, the gradient coefficient increases and decreases so that the gradient coefficient is 1.02 for the ascending gradient and 0.98 for the descending gradient. .

表３の例に示すように、温度テーブルでは、温度を何段階かに分類して、それぞれの段階に対して補正係数を設定する。温度テーブルも、前記した勾配係数と同様に車輪の材質が大きく変化するなどの特別な事情がない限り、内容は一定である。従って、開業前の試運転で一度データを計測すれば、基本的に変更する必要がない。温度テーブルによる車輪径の補正は、通常の運用では特に必要がないが、例えば車外気温を計測する温度センサを備えた車両１００をその日の朝一番に運用して、前日に比べて急激に温度が変化している場合などには有用である。このような場合には、参照テーブルの暫定補正係数に温度テーブルの該当する補正係数を掛け合わせて設定することで車輪径を補正する。この場合も、最初の運行で最新の計測データが得られたら、温度係数による補正を継続する必要はなくなるので、暫定補正係数を１．００に戻す。ちなみに、前記したとおり、気温が高いときは、ゴムタイヤのゴムの膨張やゴムタイヤ内の空気の膨張により、気温が低いときより車輪径は大きくなる（所定距離走行する際の車輪の回転数（積算回転数）は小さくなる）。 (Temperature table)
The temperature table is a simple table having only a temperature item and a correction coefficient item. In the present embodiment, the temperature table plays an auxiliary role and is not an essential table. Table 3 shows an example of the temperature table. In the present embodiment, the temperature means the temperature outside the vehicle.

As shown in the example of Table 3, in the temperature table, the temperature is classified into several stages, and a correction coefficient is set for each stage. The content of the temperature table is constant as long as there is no special circumstance such as a large change in the material of the wheel, similar to the gradient coefficient described above. Therefore, once data is measured in a test run before opening, there is basically no need to change the data. The correction of the wheel diameter by the temperature table is not particularly necessary in normal operation. For example, when the vehicle 100 equipped with a temperature sensor for measuring the outside air temperature is operated first in the morning, the temperature rapidly increases compared to the previous day. This is useful when it is changing. In such a case, the wheel diameter is corrected by setting the provisional correction coefficient of the reference table and the corresponding correction coefficient of the temperature table. Also in this case, when the latest measurement data is obtained in the first operation, it is not necessary to continue the correction by the temperature coefficient, so the temporary correction coefficient is returned to 1.00. Incidentally, as described above, when the temperature is high, the wheel diameter becomes larger than when the temperature is low due to the expansion of the rubber of the rubber tire and the expansion of the air in the rubber tire (the rotation speed of the wheel when traveling a predetermined distance (integrated rotation) Number) becomes smaller).

  Each table of the database in the present embodiment has been described using examples, but these examples are partially simplified for the sake of explanation, and the classification of the values of each item is not necessarily an example. . In order to perform more accurate correction, a change such as refining the classification of values in the items of each table may be added as appropriate.

[Operations for registering / updating data in the database and using them]
Here, a specific processing flow when registering and updating data for correcting the wheel diameter using the database will be described.

(Registration / update and use of data in basic database)
FIG. 5A is a diagram illustrating an outline of processing up to data registration in a database performed before opening of a route in which the vehicle 100 is operated. After this process is finished and the operation is started, the vehicle 100 performs data registration / update and use in the database. FIG. 5B is a diagram for explaining an outline of processing when performing database registration / update and use after the start of operation. In the present embodiment, as shown in FIG. 5B, during operation of the vehicle 100, data registration / update processing in the database and usage processing are performed in parallel.

  First, with reference to FIG. 5A, data registration processing in a database before opening will be described. The vehicle 100 performs a test run before opening, and at this time, the data of the wheel rotational speed for correcting the wheel diameter is measured in all sections of the route (S11). For example, a rotational speed time chart is measured with the elapsed time on the horizontal axis and the rotational speed (integrated rotational speed) of the wheel on the vertical axis. When the route includes a gradient, not only the entire section but also the rotation speed in a partial section of the gradient is measured in order to obtain the above-described gradient coefficient.

  And the data of each section are analyzed, for example, the number of revolutions is analyzed by the publicly known method indicated in patent documents 1, and the influence of idling and sliding is removed by this result. Then, determine the wheel diameter in the section from the rotation speed of the wheel and the distance of the section, for example, with a normal weight, based on the wheel diameter in a standard state such as stopping or traveling at a constant speed Then, a correction coefficient for the wheel diameter is obtained (S12). Here, if there is data of the accumulated rotational speed in the partial section of the gradient, the gradient coefficient is also obtained.

  Then, the wheel diameter correction data (data before opening) obtained in this way is registered in a predetermined table according to the measurement conditions of each correction coefficient (S13). For example, for each test run before opening, data is registered in a table in which the section and weight conditions in the stored data table match for each section. After a predetermined number of data is accumulated in each data table in the accumulated data table, moving variance and moving average are obtained based on these data, and the data is registered / updated in the reference table.

  Next, registration / update of data in the database and utilization of the database after the route is opened and the operation of the vehicle 100 is started will be described with reference to FIG. When the operation of the vehicle 100 is started, registration and update of data in the database are started simultaneously. During operation, the data in the reference table of the database is updated as the data is accumulated, so the content of the reference table used every time one section is operated may be updated.

  First, an outline of registration / update of data in the database will be described. When the operation is started, the vehicle 100 repeats the registration of new data in the accumulated data table of the database and the update of the reference table associated therewith for each section. The vehicle 100 in operation starts measuring the number of rotations of the wheel in the new section from the start of the new section, and measures until the end of the section (S21). And if sliding or idling is seen from the change in rotational speed, after removing the influence, the wheel diameter is obtained from the distance of the section and the measured rotational speed for the data of the rotational speed of the wheel in this section. An analysis for obtaining a diameter correction coefficient is performed (S22). Then, this correction coefficient is used for registration / update with respect to a predetermined table of the on-board database 120 (S23). However, if the impact of idling or sliding is significant, this data will be discarded and not registered or updated in the database. Up to this point, the processing corresponding to one section has been completed. At that time, it is checked whether the section is still in operation after the section has ended (S25). If it is in operation (S25 → Yes), the process is repeated from S21. When the operation is finished (S25 → No), the process is finished here.

  In this embodiment, a database reference table is used in parallel with the registration / update of data in the database. As schematically shown in FIG. 5 (b), the vehicle 100 uses the data in the on-board DB 120 including the latest data updated during the previous operation (S24), and continues to operate at the end of each section. If it is in operation (S25 → Yes), the process of S24 is continued by referring to the latest data, and if it is not in operation (S25 → No), the process is performed. Exit.

  FIG. 6 is a diagram for explaining in more detail the registration / update of data in the database for each section during operation. First (see FIG. 2 and the like), when the vehicle upper element 110 detects any of the ground elements 10, position information (ground element information) from the ground element 10 is transmitted to the on-vehicle controller 160 (S31). The on-board controller 160 determines the start of the section based on whether or not this ground element information is detected (S32). If the ground element information cannot be detected (S32 → No), the process waits until the ground element information is detected. When the ground element information from any of the ground elements 10 can be detected (S32 → Yes), first, it is determined whether or not the vehicle 100 is stopped from the presence or absence of the rotation of the wheels (S33), which will be described later. The measurement of the cumulative number of rotations of the wheel in S35 is started (S35). When the vehicle 100 is stopped (S33 → Yes), the vehicle 100 is accelerated by a certain notch when the vehicle starts to move thereafter, and the time until the vehicle 100 reaches a predetermined speed is measured. The weight is determined (S34). In this determination, if the time until the predetermined speed is reached is short, the vehicle is determined to be light, and as this time becomes longer, it is determined to be normal or heavy. If the vehicle 100 is already running (S33 → No), the weight determination by this method may be inaccurate, so in the present embodiment, the weight determination of S34 is not performed and the next step S37 is performed. move on. In this case, since the weight determination has already been performed when the vehicle 100 starts moving, the result of the weight determination at this time may be continuously used.

  When the ground element information from any of the ground elements 10 can be detected in step S32, the measurement of the accumulated rotational speed of the wheel is started. The measurement is continued until the end of the section is detected by the determination described later such as the rotation speed (S35). The end of the section is determined by detecting any of the ground elements 10 (detecting ground element information from any of them) as in the case of the start of the section. When the vehicle upper element 110 detects the ground element information from any of the ground elements 10, the information is transmitted from the vehicle upper element 110 to the on-vehicle controller 160 (S36). Then, the on-board controller 160 determines the end of the section based on whether or not there is this ground information (S37). If the ground element information is not detected (S37 → No), the measurement is continued until the ground element information is detected. If the ground element information can be detected (S37 → Yes), after analyzing the rotational speed of the wheel and eliminating the influence of idling or sliding by a known method, the distance between the ground element 10 and the rotational speed of the wheel The wheel diameter in that section is calculated (S38). Then, a correction coefficient for obtaining the wheel diameter is added to the accumulated data table of the on-board DB 120 (S39).

  Thereafter, the on-board DB 120 is accessed again, and the moving average and moving variance are calculated for a predetermined number of the latest correction coefficient data from the accumulated data table in which new data for the section is registered (S40). The moving variance value calculated here is compared with the previously calculated moving variance. Then, it is checked whether or not the difference is within a predetermined range and whether or not idling or sliding of a predetermined scale occurs, that is, whether or not the data is usable (S41). If the difference in moving dispersion is within a predetermined range and no idling or sliding of a predetermined scale has occurred (S41 → Yes), it is determined that the latest data is usable data, and the calculation is performed in S40. The data of the corresponding item in the reference table of the onboard DB 120 is updated using the moving average (S43), and the process for one section is completed.

  When the difference of the moving dispersion is within a predetermined range and the condition that the predetermined amount of idling or sliding does not occur (S41 → No), the on-board DB 120 is accessed, The latest data is deleted from the accumulated data table (S42), and the processing for one section is completed.

  Although there are corresponding steps in the outline of the data registration / update process in the database described in FIG. 5 and the more detailed data registration / update process in the database described in FIG. The relationship is not 1. 6 corresponds to step S38 in FIG. 6, but step S22 substantially corresponds to S38 and S40, and S23 substantially corresponds to S39 and S43. As described above, the order of the processes in FIG. 5 is written for the purpose of explaining the outline, and strictly (the processes that are preferably performed) are not in the order of FIG.

  FIG. 7 is a diagram for explaining a database utilization method for each section in operation. Steps common to FIG. 6 are assigned the same reference numerals and description thereof is omitted. First, steps S31 to S34 for detecting the start of the section and determining the weight are the same as steps 31 to S34 in FIG.

  The vehicle 100 searches the wheel diameter correction coefficient data from the reference table of the on-board DB 120 in accordance with the section being approached and the weight classification determined in the above step (S55), and sets the wheel diameter basic data. Then, the provisional correction coefficient included in the on-board DB 120 is multiplied by the wheel diameter to be corrected (S56). Further, a gradient coefficient corresponding to the section where the vehicle 100 exists is retrieved from the on-board DB 120 and further corrected by multiplying it by the corrected wheel diameter (S57).

  When the gradient is further separated in the section, the wheel diameter can be corrected by two methods. The first correction method is a method of weighting the length of the gradient interval to obtain the gradient of the entire interval by a weighted average, and provides the same result as using a normal correction coefficient for each interval. The second correction method is a method in which the section is further divided into partial sections according to the gradient, the partial section of the vehicle is determined based on the accumulated rotational speed of the wheels, and the correction according to the gradient is performed. is there. Since the second correction method must correspond to the partial section, the processing is complicated, but correction with higher accuracy than the first correction method can be performed.

  Then, based on the corrected wheel diameter, the current position of the vehicle 100 is calculated from the position of the ground element 10 at the section start position and the corrected wheel diameter and rotation speed (S58). Based on the wheel diameter thus corrected, the travel distance of the vehicle 100 is obtained until the end of the section. Steps S36 and S37 for detecting the end of the section are the same as steps S36 and S37 in FIG. Since it is the same, description is abbreviate | omitted.

(Sharing database information between vehicles)
FIGS. 8, 9 and 10 are diagrams for explaining a mechanism for transferring and sharing correction data of wheel diameter measured by a vehicle to another vehicle in the present embodiment. FIG. 8 is a diagram for explaining information collection by the trial driving vehicle before the first departure. FIG. 9 is a diagram for explaining sharing of information collected by the trial driving vehicle before the first departure with other vehicles. FIG. 10 is a diagram for explaining processing of communication between the vehicle and the ground.

  First, with reference to FIG. 8, the information collection by the trial driving vehicle before the first departure will be described. If a trial run is performed before the first departure, the vehicle 100 can accumulate measurement data in the accumulation data table by the method described above, as in normal operation. For example, when the vehicle 100 performs a trial operation on a section of the ground element T1 (10) and the ground element T2 (10), data such as a wheel diameter correction coefficient is obtained from the rotation speed when traveling in this section, and is stored in the on-board DB 120. Saved. If the ground unit T2 (10) and the vehicle upper unit 110 have the ability to transmit and receive digital data, data such as the correction coefficient can be transferred to the ground device 30 and the ground DB 50. In a section in which ground elements 10 similar to the ground elements T1, T2, T3 (10) are located at both ends, the vehicle 100 travels in the same area as when data is transferred via the ground element T2 (10). Data can be transferred.

  Next, data sharing between vehicles by transferring data such as correction coefficients transferred to the ground device 30 and the ground DB 50 to another vehicle 100 will be described with reference to FIG. 9. As described above, when the ground element 10 (T2) and the vehicle upper element 110 have the ability to transmit and receive digital data, data such as the correction coefficient can be transferred to the ground device 30 and the ground DB 50. However, on the contrary, data transfer from the ground device 30 and the ground DB 50 to the vehicle 100 can also be performed. When the ground unit 10 (corresponding to T1, T2, and T3 in FIG. 9) is set, when such communication from the ground to the vehicle is used, the latest correction coefficient transferred and stored on the ground Such data can be transferred to the vehicle for use. In particular, in the first operation of the day, the vehicle 100 has only data such as correction coefficients accumulated as a result of operation up to the previous day, and does not have a correction coefficient reflecting the latest tendency of the day. Therefore, if data such as the latest correction coefficient obtained by the operation of another vehicle 100 is used, the wheel diameter error in the initial operation can be further reduced.

  With reference to FIGS. 8 and 9, the outline of the data transfer process will be described with reference to FIGS. 10 (a) and 10 (b). FIG. 10A is a diagram for explaining communication from the vehicle to the ground device. First, the vehicle 100 measures the number of wheel rotations for each section during traveling, and performs analysis for obtaining wheel diameters and correction coefficients corresponding to the wheel diameters after eliminating data that has an effect of sliding or slipping (S71). Thereafter, the measurement data and the correction coefficient are stored in the on-board DB 120 (S72). Then, at least the latest correction coefficient and the correction coefficient one before the latest are transmitted to any of the ground elements 10 (T1, T2, T3) via the upper element 110 of the vehicle 100 (S73). The most recent one of the above-mentioned ground elements 10 (T1, T2, T3) receives this (S74), transfers this to the ground device 30, and the ground device 30 then compares the correction coefficient and the ratio of the correction coefficients. Is stored in the ground DB 50 (S75). At this time, the value of the correction coefficient ratio is stored in the provisional correction coefficient item included in the reference table of the vehicle 100 that has sent the data in the ground DB 50.

  FIG. 10B illustrates communication from the ground device to the vehicle. First, the ground device 30 searches the ground DB 50 for a correction coefficient necessary for the vehicle 100 (S81). For example, the information of the temporary correction coefficient in the reference table that stores the result of information collection by the test drive vehicle before the first departure is searched. Then, the ground device 30 transmits the correction coefficient obtained by searching from the ground DB 50 to the vehicle 100 via the vehicle upper member 110 from any one of the ground children 10 (T1, T2, T3) that can communicate with the vehicle 100 ( S82). At this time, which ground element 10 (T1, T2, T3) the vehicle 100 can communicate with can be grasped by a method such as obtaining information from a signal system device that grasps the position of the vehicle. The vehicle upper element 110 and the ground element 10 (T1, T2, T3) of the present embodiment are assumed to be shared with the signal system apparatus, and the ground apparatus 30 is changed from the signal system apparatus. It is relatively easy to configure so as to capture the information. The vehicle 100 receives the correction coefficient from the ground device 30 via the vehicle upper member 110 (S83), stores it in the on-board DB 120, and uses it for correcting the wheel diameter of the vehicle 100 (S84). As an example of transferring in this way, the example of the provisional correction coefficient described above can be given, but when the provisional correction coefficient is used, after the vehicle 100 travels the same section, the latest obtained by the travel is obtained. After obtaining the correction coefficient from the measurement data and returning the temporary correction coefficient to 1.00, the latest correction coefficient is used.

[Correction according to acceleration]
FIG. 11 is a diagram for explaining the correction of the wheel diameter according to the acceleration. The correction according to the acceleration need not be used in normal operation. This is because, in normal operation, the vehicle running pattern on the route is highly reproducible, so it is sufficient to use an average value for each section described above. However, if correction based on data accumulated in normal operation is not effective due to reasons such as disruption of operation schedules, correction for each section is insufficient, and correction according to acceleration is necessary.

  FIG. 11A shows a reference table included in the on-board DB 120. The item of Rf / Rb included in the reference table is an item that represents the ratio of the rotational speeds of the wheels that are attached before and after the vehicle or knitting. As described above, in normal operation, it is sufficient to perform an average correction for each section, and the Rf / Rb item in the reference table may be 1.00. However, this is not sufficient for correction according to acceleration. Therefore, at least on a flat route, the wheel diameter is corrected according to the acceleration using the value of Rf / Rb that changes corresponding to the acceleration.

  FIG. 11B includes a graph showing the relationship between acceleration and Rf / Rb. The upper graph in FIG. 11B is a graph showing a change in speed, and the graph written below the graph shows a state in which Rf / Rb changes corresponding to the change in speed (acceleration). As shown in these two graphs, when the change in speed increases (that is, when the vehicle is accelerating), the value of Rf / Rb is smaller than 1.00. When the speed is decreasing (that is, when the vehicle is decelerating), the value of Rf / Rb becomes a value larger than 1.00. If such a tendency is utilized, the correction | amendment corresponding to the wheel diameter which changes according to an acceleration will be attained. Of course, in the present embodiment, it is assumed that the front wheels and the rear wheels are mounted with the same wheel diameter.

  FIG. 12 is a diagram for explaining a correction method according to acceleration. In this method, the correction process is performed not in units of sections but in units of a predetermined time (for example, 30 seconds or 1 minute). Therefore, first, a time stamp for measuring the elapsed time is stored (S91). Then, the value of Rf / Rb is measured based on the values of the two speed sensors before and after the vehicle or knitting (S92). And the correction coefficient corresponding to the value of Rf / Rb measured in the section where the vehicle is traveling is searched from the reference table of the on-board DB 120 (S93). Then, the wheel diameter is corrected using only the correction coefficient obtained by this search (S94). Thereafter, when the on-board controller 160 receives an interrupt signal at regular intervals from the timer (S95), it is checked whether or not a predetermined time has passed in comparison with the time stamp stored in S91 (S96). . If the predetermined time has not elapsed (S96-> No), it continues to wait for an interrupt from the timer. If the predetermined time has elapsed (S96 → Yes), the driver's instruction on whether or not to continue the correction is confirmed (S97), and the correction needs to be continued (S97 → Yes). ), The process is repeated from S91. If correction is not necessary (S97 → No), the correction process according to the acceleration is terminated.

  In the present embodiment example, only correction by acceleration on a flat route has been described, but if this method is simply applied, an error occurs on a gradient route. This means that even if the vehicle is traveling at the same speed, if it is ascending, Rf / Rb shows the same change as if it is accelerating, and if it is descending, Rf / Rb is decelerating. It is for showing the same change. To deal with this, the configuration of the items in the reference table may be changed or the items in the gradient table may be changed. However, only the case of a flat route has been described here. The correction coefficient corresponding to Rf / Rb shown in the reference table may be measured and fixed in a trial run at the time of opening as in the case of the gradient coefficient, or the correction coefficient for each section in operation is updated. Similarly to the above, it may be sequentially updated for each run.

<< Second Embodiment >>
Although 1st Embodiment demonstrated the wheel which mounted | wore with the rubber tire as an example, it was not a form with which object was limited about a track and a vehicle. Here, if the object is limited to a track that can detect a metal joint and a vehicle that uses a vehicle, an embodiment in which the travel distance can be obtained more accurately than in the first embodiment can be configured.

[Configuration of ground and on-board equipment]
FIG. 13 is a diagram for explaining the ground facility which is a premise of the present embodiment (second embodiment). Here, a monorail, a new transportation system, and a railway having a concrete girder 201 and a track 202 as shown in FIG. 13 and using a metal connection plate (joint) 20 at the connection portion of the track 202. An embodiment for correcting the travel distance of a vehicle or the like will be described. Since this embodiment is common to the first embodiment in the basic configuration, only the parts that are different between the first embodiment and this embodiment will be described below. Other ground facilities assumed in the present embodiment are the same as those described in the first embodiment, and thus description thereof is omitted.

  FIG. 14 is a diagram showing a configuration of the vehicle 100 in the present embodiment. FIG. 14 is the same as FIG. 2 except for the metal detection unit 180 and the metal sensor 190, and therefore, the same components as those in FIG. The metal detector 180 and the metal sensor 190 are for detecting the metal connection plate (joint) 20 described above with reference to FIG. The metal detection unit 180 controls a metal sensor 190 described later, and amplifies the output signal of the metal sensor so that it can be used by the on-board control unit 160. As the metal sensor 190, a sensor using radio waves (similar to a so-called metal detector), a proximity sensor, or the like can be used. There are proximity sensors that use infrared rays and magnetism that can be used. For example, in the case of using a proximity sensor using magnetism (for example, see URL http://www.keyence.co.jp/switch/kinsetsu/lineup/searched in December 2004), a metal connection plate ( If it is not close to a predetermined distance from the joint 20, it will not function properly. For this reason, when using a proximity sensor, it is necessary to make the metal sensor 190 project outside the vehicle, and to follow the track 202. In order to satisfy this condition, the metal sensor 190 has a collapseable structure that does not break even if it collides with the track, using, for example, a spring or a caster.

Database configuration
In this embodiment, the database is basically the same as the database including the table used in the first embodiment. However, in the present embodiment, a joint position table and a designated range table indicating a designated range in which the joint 20 is to be detected are further provided.

  FIG. 15 is a diagram illustrating the joint position table. The joint position table 340 will be described with reference to FIG. The joint position table 340 is for allowing the vehicle 100 to know the exact position of the vehicle 100 by detecting the joints J1 and J2 (corresponding to 20 in FIG. 13). The joint position table 340 has one table for each section divided by the ground element T1 (corresponding to 10 in FIG. 2), and each table includes items of a joint (ID), a count, and a distance. The joint item stores a joint ID (identification) in the section. The count value is a number indicating what number each joint appears in the section, and represents the same information as the ID of the joint. is there. The distance is an item indicating how many meters the distance from the start position of the section (the position of the ground element T1 in FIG. 15) to each joint J1, J2 (20) is. As shown in FIG. 15, the count is reset every time the vehicle 100 passes the ground element T1 (10), so the ground element T1 (10) at the start position of the section corresponds to 0 in the count item. Get treated. For this reason, when referring to the positions of the joints J1 and J2 (20) sequentially or in reverse order from the beginning of the section, the count information can also be used.

  FIG. 16 is a diagram illustrating the specified range table. The specified range table 350 will be described with reference to FIG. The specified range table 350 is a table necessary for taking a software response to minimize the influence when the vehicle 100 overlooks (misses) the metal sensor. Similar to the joint position table 340, the specified range table 350 has one table for each section delimited by the ground element T1, and each table includes items of joint (ID), min, and max. The min and max items indicate the range of positions where the joints J1 and J2 (20) should be detected by the vehicle 100, and the min item indicates the closest position in the range when viewed from the start position of the section. The max item indicates the farthest position in the range.

  If the joints J1, J2 (20), which should have the vehicle 100, within the designated ranges of the joints J1, J2 (20) included in the designated range table 350 cannot be detected, the vehicle 100 continues to be the joints J1, J2 (20). Continue searching for J2 (20). As a result, the vehicle 100 may mistake the position of another joint detected next time with the position of the joints J1 and J2 (20) that could not be detected immediately before. This occurs because there is no mechanism for updating the positions of the joints J1 and J2 (20) that could not be detected to the correct joint position information. Therefore, in the present embodiment, when the joints J1 and J2 (20) are not detected in the designated range of each joint J1, J2 (20) included in the designated range table 350, the information on the joint position is updated by software. A specific usage example of the designated range table 350 will be described later in the description with reference to FIG.

[Operation of using database]
In the present embodiment, data registration / update in the database is the same as data registration / update processing in the database in the first embodiment, but the database usage is different. Here, the use of the database in the present embodiment will be described, but only the method of using the database for each section in operation including a part different from the processing in the first embodiment will be described. In the method of using a database for each section described here, since many steps are the same as the use of the database in the first embodiment, common steps are denoted by the same reference numerals. Omitted, only the different processing part will be described.

  FIG. 17 is a diagram illustrating a database usage method for each section in operation in the present embodiment. The operation shown in this figure corresponds to the operation in step S24 in FIG. 5B, and the operation in other steps in this embodiment is the same as that in FIG. 5B and FIG. To do.

  In FIG. 17, steps S31 to S57 are the same as steps with the same reference numerals in FIGS. However, in FIG. 7, step S56 for performing correction using the provisional correction coefficient is added, but in the present embodiment, it is omitted. This is because the accuracy of the joint 20 installed at high frequency is expected to be sufficiently high, but the temperature of the joint 20 is low and the joint 20 is infrequent due to few changes in temperature and earthquakes. If necessary, correction using a temporary correction coefficient may be performed as in FIG.

  After the setting and correction of the wheel diameter are finished, first, the joint position table and the designated range table included in the on-board DB 120 are searched, and the information on the position and designated range of the first joint 20 is obtained from the on-vehicle control unit of the vehicle 100. 160 is set (S107). Then, the current position of the traveling vehicle 100 is calculated based on the information on the start position of the section, the corrected wheel diameter information, and the accumulated rotational speed from the beginning of the section at that time (S108).

  The vehicle continues to travel as it is, and when the vehicle upper member 110 detects the ground child 10 or when the metal sensor 190 detects the joint 20 (S109), this information is transmitted to the vehicle upper control unit 160. Then, the on-board controller 160 determines whether or not the joint 20 or the ground unit 10 has been detected in a predetermined designated range based on whether or not there is this detection information (S110).

  If the joint 20 or the ground element 10 is detected within a predetermined range as a result of this determination (S110 → Yes), the position of the joint 20 or the ground element 10 included in the joint position table 340 of the on-board DB 120 is determined as the vehicle 100. Is set as the current position, the joint position table 340 and the specified range table 350 are searched, and the next joint position and specified range are set (S112). When the joint 20 or the ground unit 10 is not detected in the predetermined designated range (S110 → No), the information on the current position of the vehicle 100 is not changed as it is, and the joint position table 340 and the designated range table 350 are searched. Next joint position and designated range are set (S111).

  Then, based on the position information of the joint 20 or the ground element 10 read in step S109, it is determined whether or not the section has ended (S113). When the ground unit is detected and the section is finished (S113 → Yes), the processing in the section is finished, the ground unit is not detected, and the section is continuing. (S113 → No), the process is repeated from step S108 until the section ends.

  In the present embodiment, the joint 20 is used to acquire the position information of the vehicle 100, and the position information of the ground element 10 is used to correct the wheel diameter. Therefore, the position information of the joint 20 may be used. In this case, since the joint 20 is installed more frequently than the ground element 10, a finer correction of the wheel diameter is possible.

Up to this point, two embodiments of the present invention have been described. In either embodiment, most of the components are assumed to be provided in ordinary railways, monorails, and new transportation systems. The vehicle's mileage can be measured with high accuracy simply by using the facilities on the route. When applied to a route to be opened from now on, it is not necessary to install a large number of expensive ground elements, so the cost of opening the route can be reduced. If the correction coefficient is shared between the vehicles, data for correcting the travel distance of many vehicles can be obtained with a small number of trial runs, and the vehicle can be operated efficiently. By performing high-accuracy correction according to such an embodiment, it is possible to cope with an advanced signal system without making a large investment in ground facilities. It should be noted that the travel distance of the vehicle can be corrected by means and methods equivalent to those of the two embodiments without departing from the spirit of the present invention. For example, the tire diameter may be corrected by measuring the temperature of the tire with a temperature sensor.

It is a figure explaining 1st Embodiment. It is a figure explaining a vehicle and equipment on the ground. (A) is a figure which shows the example of an accumulation | storage data table and a reference table, (b) is a figure explaining the method of calculating | requiring the data of a reference table from the entry of the accumulated measurement data. (A) is a figure which shows the example of a gradient table, (b) is a figure explaining the change of the gradient coefficient at the time of gradient driving | running | working. (A) is a figure which shows the outline | summary of the process to the data registration to the database performed before the opening of the route which operates the vehicle 100, (b) is the time of performing database registration / update and utilization after an operation start. It is a figure explaining the outline of processing. It is a figure explaining the registration / update of the data to the database for every area in operation in more detail. It is a figure explaining the database utilization method for every section in operation. It is a figure explaining the information collection by the test driving vehicle before the first departure. It is a figure explaining sharing with the other vehicles about the information which the trial run vehicle before the first departure collected. It is a figure explaining processing of vehicles and ground communication. It is a figure explaining correction | amendment of the wheel diameter according to an acceleration. It is a figure explaining the correction method according to acceleration. It is a figure explaining the ground installation used as the premise of 2nd Embodiment. It is a figure which shows the structure of the vehicle in 2nd Embodiment. It is a figure explaining a joint position table. It is a figure explaining the designation | designated range table. It is a figure explaining the utilization method of the database for every section in operation in 2nd Embodiment.

Explanation of symbols

10, T1, T2, T3 Ground element 20, J1, J2, J3 Metal connection plate (joint)
30 Ground equipment 50 Ground database (ground DB)
100 vehicle 110 car upper part 120 car on-board database (car on-board DB)
130 Transmission / Reception Unit 140 Drive Unit 150 Speed Detection Unit 160 On-Vehicle Control Unit 170 Input Display Unit 180 Metal Detection Unit 190 Metal Sensor 202 Track

Claims (20)

A travel distance calculation system for calculating a travel distance of a vehicle traveling on a track divided into a plurality of sections by an installation position notifying means for causing the vehicle to recognize the boundaries of the sections,
On the vehicle,
Means for measuring the cumulative rotational speed and rotational speed of the wheels;
Means for detecting a boundary of the section of the orbit based on an installation position notification means;
Means for analyzing the measurement result of the accumulated rotational speed and rotational speed of the wheels in the section;
A database for recording the analysis results;
A travel distance calculation system comprising an operation means for calculating a travel distance by correcting a wheel diameter with reference to the database. The travel distance calculation system according to claim 1,
The vehicle is
Means for estimating the weight of the vehicle;
Means for correcting a wheel diameter according to the weight of the vehicle with reference to the database;
The travel distance calculation system further comprising means for referring to the database and correcting the wheel diameter according to the gradient of the section. The travel distance calculation system according to claim 2,
Means for estimating the weight of the vehicle;
A travel distance calculation system characterized by accelerating the vehicle with a predetermined output and estimating a weight of the vehicle based on a time required to reach a predetermined speed. The mileage calculation system according to claim 1 or 2,
The computing means compares the moving average for the measurement data stored in the database with the moving variance for the measurement data and the latest measurement data,
When the difference between both movement variances is within a predetermined range, the latest measurement data is registered in the database,
The travel distance calculation system according to claim 1, wherein the latest measurement data is discarded when the difference between the movement variances is not within a predetermined range. The travel distance calculation system according to claim 4,
It further comprises a computing means for analyzing the measurement data and a database for recording the measurement data of a plurality of vehicles,
The calculation means for analyzing the measurement data includes:
Deployed to connect with the installation position notification means,
Receiving the measurement data from the vehicle,
Analyzing the measurement data, calculating a wheel diameter correction coefficient, and registering the measurement data of the plurality of vehicles in a database,
A travel distance calculation system, wherein the wheel diameter correction coefficient is transmitted to a vehicle other than the vehicle. A travel distance calculation system for calculating a travel distance of a vehicle traveling on a concrete track including a metallic joint,
On the vehicle,
A means of detecting metal,
A database that records the positions of metallic joints;
A travel distance calculation system comprising means for calculating a travel distance using an installation position of the metal joint. The travel distance calculation system according to claim 6,
Further comprising an installation position notifying means for causing the vehicle to recognize the boundaries of the sections in the track, and setting a plurality of sections in the track;
On the vehicle,
Means for detecting a boundary of a section of the trajectory;
Means for measuring the cumulative rotational speed and rotational speed of the wheels;
Means for analyzing the measurement result of the accumulated rotational speed and rotational speed of the wheels in the section;
A database for recording the analysis results;
A calculation means for correcting a wheel diameter with reference to the database and calculating a travel distance;
The apparatus further comprises means for correcting the travel distance using the first travel distance calculated from the installation position of the metal joint and the second travel distance calculated by correcting the wheel diameter with reference to the database. A featured mileage calculation system. A travel distance calculation method for calculating a travel distance of a vehicle traveling on a track divided into a plurality of sections by an installation position notifying means for causing the vehicle to recognize the boundaries of the sections,
Vehicle
Detecting the installation position notifying means and starting measurement of the cumulative rotational speed and rotational speed of the wheels;
Detecting the installation position notifying means and ending the measurement;
Analyzing the measurement result of the accumulated rotational speed and rotational speed of the wheel in the section;
A database records the analysis results;
A travel distance calculation method comprising: calculating a travel distance by correcting a wheel diameter with reference to the database. The travel distance calculation method according to claim 8, wherein
Estimating the weight of the vehicle;
Correcting the wheel diameter according to the weight of the vehicle with reference to the database;
The travel distance calculation method further comprising the step of correcting the wheel diameter according to the gradient of the section with reference to the database. The travel distance calculation method according to claim 9,
Estimating the weight of the vehicle,
Mileage characterized in that it is a step of accelerating the vehicle with a predetermined output, measuring a required time to reach a predetermined speed, and estimating a weight of the vehicle from the required time to reach a predetermined speed Calculation method. The mileage calculation method according to claim 8 or 9, wherein
A step of comparing the moving average for the measurement data stored in the database with the moving variance for the measurement data and the latest measurement data;
The calculation means registers the latest measurement data for the database when the difference between the movement variances is within a predetermined range, and the latest measurement when the difference between the movement variances is not within the predetermined range. Discarding the data;
Correcting the wheel diameter according to the weight of the vehicle with reference to the database;
The travel distance calculation method further comprising the step of correcting the wheel diameter according to the gradient of the section with reference to the database. The mileage calculation method according to claim 11,
A step of receiving the measurement data from a vehicle by a ground computing means;
Analyzing the measurement data and calculating a correction coefficient of the wheel diameter;
Registering the measurement data of the plurality of vehicles in a database on the ground;
The mileage calculation method further comprising the step of transmitting the wheel diameter correction coefficient to a vehicle other than the vehicle. A travel distance calculation method for calculating a travel distance of a vehicle traveling on a concrete track including a metal joint,
Vehicle
Detecting a metal joint by means of detecting the metal;
Retrieving the position information of the metal joint from a database;
And a step of calculating a travel distance using an installation position of the metal joint. The travel distance calculation method according to claim 13,
The track further comprises an installation position notifying means for causing the vehicle to recognize the boundary of the section, and sets a plurality of sections in the track divided into a plurality of sections,
Vehicle
Detecting the installation position notifying means and starting measurement of the cumulative rotational speed and rotational speed of the wheels;
Detecting the installation position notifying means and ending the measurement;
Analyzing the measurement result of the accumulated rotational speed and rotational speed of the wheel in the section;
A database records the analysis results;
The vehicle computing means correcting the wheel diameter with reference to the database;
Detecting the installation position notifying means and starting measurement of the cumulative rotational speed and rotational speed of the wheels;
Detecting the installation position notifying means and ending the measurement;
Analyzing the measurement result of the accumulated rotational speed and rotational speed of the wheel in the section;
A database records the analysis results;
A calculation means of the vehicle refers to the database and corrects the wheel diameter to calculate a travel distance;
The vehicle calculation means corrects the travel distance using the first travel distance calculated from the installation position of the metal joint and the second travel distance calculated by correcting the wheel diameter with reference to the database. The mileage calculation method further comprising the step of: A travel distance calculation device mounted on a vehicle traveling on a track provided with an installation position notification means for causing a vehicle to recognize a boundary of a section,
Means for measuring the rotational speed and rotational speed of the wheel;
Means for obtaining the position of the boundary of the section from the installation position notification means;
Means for analyzing the measurement results of the rotational speed and rotational speed of the wheels in the section;
A database for recording the analysis results;
A travel distance calculation device comprising a calculation means for calculating a travel distance by correcting a wheel diameter with reference to the database. The travel distance calculation device according to claim 15,
Means for estimating the weight of the vehicle;
Means for correcting a wheel diameter according to the weight of the vehicle with reference to the database;
The travel distance calculation device further comprising means for referring to the database and correcting the wheel diameter according to the gradient of the section. The travel distance calculation device according to claim 16, wherein
Means for estimating the weight of the vehicle;
A travel distance calculating apparatus, comprising: accelerating a vehicle with a predetermined output and estimating a weight of the vehicle based on a time required to reach a predetermined speed. The travel distance calculation device according to claim 15 or 16, wherein
The arithmetic means compares the moving average for the measurement data stored in the database with the moving variance for the measurement data and the latest measurement data,
When the difference between both movement variances is within a predetermined range, the latest measurement data is registered in the database,
The travel distance calculation apparatus according to claim 1, wherein the latest measurement data is discarded when the difference between the movement variances is not within a predetermined range. A travel distance calculation device mounted on a vehicle traveling on a concrete track including a metallic joint,
Means for detecting the metal;
A database for recording the installation position of the metal joint;
A travel distance calculating apparatus comprising means for calculating a travel distance using the corrected wheel diameter and the installation position of the metal joint. The travel distance calculation device according to claim 19, wherein the travel distance calculation device is mounted on a traveling vehicle that travels on the track, further comprising an installation position notifying unit that causes the vehicle to recognize a boundary between sections.
Means for measuring the rotational speed and rotational speed of the wheel;
Means for obtaining the position of the boundary of the section from the installation position notification means;
Means for analyzing the measurement results of the rotational speed and rotational speed of the wheels in the section;
A database for recording the analysis results;
A calculation means for correcting a wheel diameter with reference to the database and calculating a travel distance;
The apparatus further comprises means for correcting the travel distance using the first travel distance calculated from the installation position of the metal joint and the second travel distance calculated by correcting the wheel diameter with reference to the database. A characteristic travel distance calculation device.

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