JP2014100964A - Operation-related information display system and method using real-time travel information of train - Google Patents

Abstract

PROBLEM TO BE SOLVED: To enable an optimal operation closer to a time table by performing operation in accordance with a real-time instruction from the ground and enable an operation minimizing a deviation from the original time table by conducting determination of a disturbed diagram along with the latest diagram information that is only known on the ground side when the diagram is disturbed.SOLUTION: On-vehicle information is transmitted in real-time to a ground device 102 from a vehicle 101. In the ground device 102, the on-vehicle information and ground information are integrated for a calculation to calculate an optimal operation condition, and the information is displayed on a driver seat monitor via a network. Information only known on the vehicle and information only known on the ground are utilized, and an optimal operation condition produced by integrating the aforementioned information and a travel environment is transmitted to a driver in real-time according to a traveling environment via a wireless network. Further, determination processing is performed with a travel condition, and an appropriate operation condition is narrowed down using an existing table, to quicken the processing and improve information transmission performance.

Description

  An operation support system that uses real-time train information. This is a system that uses real-time information to convey the optimal driving method to the driver.

  The driver of the railway vehicle cannot grasp the occupancy rate of the vehicle being driven or the positional relationship with the train that is traveling forward and backward during traveling. Therefore, in order to perform an appropriate driving according to the timetable, there are many parts that depend on the experience and skills of the driver. There exists patent document 1 as a technique of using the traveling information of a train. Here, a technique for supporting driving by displaying the position and speed of the own train together on a driving curve along the driving plan of the train is disclosed.

JP 2009-29234

  However, Patent Document 1 does not disclose the timing for calculating the traveling position and speed of the own train. Therefore, it is not considered to display the driving support information transmitted to the driver in real time. Therefore, there is no disclosure of a technique for processing train travel information that changes from moment to moment and generating and displaying driving support information in real time.

  Therefore, in the present invention, on-board information is first transmitted from the vehicle to the ground in real time. On the ground side, the on-board information and the ground information are automatically calculated and the optimum driving conditions are displayed on the driver's seat monitor. Utilizing information that can only be found on the vehicle and information that can only be found on the ground, the optimum driving conditions are transmitted to the driver in real time via a wireless network according to the driving environment. In addition, the determination process is performed based on the traveling condition, and the operation condition is narrowed down from the existing table, so that the process can be accelerated and the information transmission performance is improved.

  According to the present invention, by operating according to a real-time instruction from the ground, it is possible to perform an optimal operation closer to a timetable. In addition, even when the schedule is disturbed, by making a determination together with the latest schedule information that is only known on the ground side, it is possible to operate as close to the original timetable as possible. Furthermore, since the operation can be performed accurately on the diagram, it is possible to operate more densely by reducing the surplus portion provided in consideration of the operation disturbance.

It is a schematic diagram of a driving support system. It is a hardware block diagram of a vehicle-mounted apparatus and a ground apparatus. It is an example of the table of the latest diamond. It is a table example of a boarding rate. It is an example table of GPS information. It is an example of a table of speed information. It is an example of a table of optimal driving conditions. It is a flowchart which shows the process of the whole driving assistance system. It is a flowchart which shows the calculation process which calculates | requires the distance between trains of a running train. It is a flowchart which shows the optimal driving condition determination process when there is no change in a timetable. It is a flowchart which shows the optimal driving | running condition determination process when there exists a change in a timetable.

  Hereinafter, embodiments of the present embodiment will be described with reference to the drawings.

  FIG. 1 is a schematic diagram of a driving support system. The running train 101 continuously transmits speed information, boarding rate information, and GPS information to the ground device 102 in real time. Here, the real time means that the on-board device mounted on the train sequentially transmits information to the ground device at the timing when the traveling information of the train is acquired from various devices (sensors and the like).

  The ground device 102 performs a determination process by combining the on-vehicle information and information that can be found only on the ground side, calculates optimum driving conditions (speed information, brake information), and returns the calculated information to the train 101. The on-board information and ground determination results shall be sent and received via the existing 3G line or wireless line. In this embodiment, it is assumed that this real-time communication is performed in units of several hundred milliseconds, but the present invention is not limited to this. According to the present embodiment, the driver can grasp the situation quickly and can approach the optimum driving by instructing the train on the optimum driving condition in real time in accordance with the latest driving situation. In addition, each driver has a habit of driving, but driving can be made uniform by continuously issuing driving instructions from the ground side.

  FIG. 2 shows an example of the hardware configuration of equipment necessary for this embodiment. It has a simple configuration consisting of only on-vehicle devices and ground devices, and enables rapid processing and information transmission. First, the configuration of the on-board device 103 will be described. The on-board device 103 includes a train information unit 104 and a driver seat display device 112. The train information unit 104 is a device having a CPU, and includes a train information collection function for collecting train information, a train information packing unit for packing train information, and a train information transmission function for transmitting train information to the ground side. Details of the processing of each function are shown in FIG. The driver seat display device 112 displays a driving instruction to the driver.

  Next, the configuration of the ground device 102 will be described. The ground device 102 is a train information transmission / reception unit 106 that transmits / receives data to / from the on-board device, and a DB group that stores information received from the vehicle (latest diamond DB 107, boarding rate DB 108, GPS DB 109, speed DB 110, optimum driving condition DB 111) And a train information calculation unit 112 that extracts information from these DBs and calculates the optimum operating conditions. The train information calculation unit 112 is a device having a CPU, and an inter-vehicle distance calculation function for calculating an inter-vehicle distance using position information accumulated in the GPS DB 109, a latest diamond DB 107, a boarding rate DB 108, a speed DB 110, and an optimum operating condition DB 111. It has an optimal speed calculation function that calculates the optimal speed using. Each detailed calculation method will be described with reference to FIG. Next, the data flow will be described. The information collected by the train information unit 104 is transmitted to the train information transmission / reception unit 106 via the network device 105 such as 3G or wireless LAN, and stored in the DB group latest diamond DB 107, boarding rate DB 108, GPS DB 109, speed DB 110). The The result processed by the train information calculation unit 112 based on the stored information is transmitted again to the ground device 103 via the train information transmission / reception unit 106 and the network device 105, and displayed on the driver seat display device 112. Whether the communication on the ground or on the vehicle is via 3G or wireless LAN can be switched automatically depending on the train's running position and situation (in the tunnel, etc.), and communication can be ensured under any circumstances. It becomes possible to issue driving instructions continuously. In addition, since the optimum speed is calculated using the stored pattern table, it is not necessary to perform complicated calculation processing, and the processing is completed quickly.

  Fig. 3 shows an example of the latest diamond table necessary for calculating the optimum operating conditions. Stores the latest diamond information when a diamond is changed due to an accident or failure. This table includes vehicle number information which is an identifier of a train, route information indicating a route through which the train passes, information of an identifier of each station, and information of arrival and departure times at these stations. In the intermediate station, the arrival time is not shown, but the arrival time information may be held. This table maintains the latest information by being updated each time the diagram is changed. Since the latest diamond information is not known on the train side, it plays an important role in this embodiment.

  FIG. 4 is an example of a boarding rate table. The occupancy rate information when each train stops at the station is stored. By changing the braking method using the occupancy rate, eco-driving using wasted energy becomes possible. In addition, calculation of a boarding rate may be calculated | required from the weight of the whole train including a passenger, and may be calculated | required with the various sensors provided in the vehicle.

  FIG. 5 is an example of a GPS information table. In this example, train position information for every fixed time is stored. However, during rush driving, etc., the driving interval is narrow and it is necessary to control the distance between the vehicles carefully, so GPS information is sequentially written to the GPS table at the timing when the GPS device is driven in the shortest time, and the information is sequentially written. By transmitting to the ground device, it becomes possible to perform an operation that reacts in real time to the instructed operating condition. As a result, it is possible to provide driving assistance even in a very dense operation.

  FIG. 6 is an example of a speed table. This example shows an example in which the train speed is stored every certain time. The speed information in this table indicates the optimum speed at that time. Displaying speed information that changes from moment to moment is essential in driving assistance.

  FIG. 7 is an example of the optimum operation condition table. In this table, various conditions are associated with information on optimum driving under the conditions. The optimum operating conditions can be extracted by narrowing down the conditions based on this table. Here, S in the column of optimum driving conditions indicates speed, and B indicates brake. In this table, the brakes are only ON and OFF, but when applying the brakes in multiple stages, it is preferable to create a record in this table for each number of stages.

  FIG. 8 shows the overall processing of this embodiment. First, in-vehicle information collection processing (S0001), real-time speed information on the vehicle, boarding rate information, and GPS information are collected. The collected information is packed into a format for transmitting to the ground side in the collected information packing process (S0002). Next, the packed information is transmitted to the ground side via 3G or radio in a train information transmission process (S0003). The information on the running train is enormous, but packing information before ground transmission enables more rapid processing. Packing is the data that is necessary for the subsequent processing of the enormous binary data, and the data for the part where the data is actually contained or changed (excludes other parts) to minimize the data size This is a process of compressing to a transmittable format.

  The processing so far is performed by the train information unit 104 in FIG. The transmitted information is received by the train information receiving unit 106 in FIG. 2 (S0004) and accumulated in each table (S0005). Next, the DB group stores information necessary for inter-vehicle distance calculation, diamond change presence / absence determination, static driving condition calculation, and dynamic driving condition calculation performed by the train information calculation unit 112 in FIG. (S0006). First, an inter-vehicle distance calculation (S0007) is performed using the extracted GPS information, and an inter-vehicle distance from the preceding vehicle is calculated.

  Thereafter, a determination is made as to whether or not a diagram change has occurred on the day due to an accident or a vehicle failure (S0008). This is obtained in cooperation with an operation management system (not shown) connected to the ground device to obtain information on timetable change. In the case where the schedule change does not occur and the schedule operation is performed as usual, the static operation condition calculation process (S0009) is performed to calculate the optimum operation condition. When a change in the diagram occurs on the day, the dynamic operation condition calculation process (S0010) is performed using the latest diagram information updated in the DB to calculate the optimum operation condition. The details of the inter-vehicle distance calculation will be described with reference to FIG. 9, the static driving condition calculation process with reference to FIG. 10, and the dynamic driving condition calculation process with reference to FIG. The special case (in this example, whether or not the diamond is changed) is determined and calculated separately, and during normal diamonds, the calculation is performed by applying the table created in advance (optimum speed condition DB111 in Fig. 2). Can be realized. Next, the optimum driving condition calculated by the Static driving condition calculation process and the Dynamic driving condition calculation process is transmitted again to the vehicle from the train information receiving unit 106 in FIG. 2 (S0011) and displayed on the display in the driver's seat. (S0012).

  FIG. 9 shows the details of the inter-vehicle distance calculation process in FIG. First, the GPS information of the corresponding vehicle n to which a driving instruction is sent and the train n-1 traveling immediately before is obtained from the DB (S0101). The GPS information of the two vehicles is compared (S0102), and the inter-vehicle distance between the corresponding vehicle and the preceding vehicle is calculated (S0103). Until now, the distance between vehicles in real time could not be ascertained, but this processing makes it possible, and during rush hours, more dense operation is possible.

  FIG. 10 shows details of the Static operation condition calculation process in FIG. In order to shorten the processing time in this process, an optimum operating condition table as shown in FIG. 7 is held in advance, and the optimum operating condition is calculated by narrowing down according to the running condition and environment. The narrowing down conditions are based on narrowing down vehicle information such as vehicle type and travel route, and by shifting to unique information at each time such as real-time boarding rate and travel position, processing time can be shortened Become.

  Specifically, first, vehicle type determination processing (S0201), route determination processing (S0202), and up / down determination processing (S0203) are performed. Here, the current travel position is discriminated from the GPS, and the route condition (inclination, curve condition, etc.) in the traveling direction is calculated from the route and the up / down judgment. Subsequently, the information is shifted to real-time information, an inter-vehicle distance determination process (S0204), a process for determining the degree of deviation between the timetable and the current travel position (S0205), a boarding rate determination process (S0206), a travel position determination process ( (S0207) is performed, and as shown in the table of FIG. 7, an optimum driving condition such as “accelerate to ○ km, brake is OFF” is calculated (S0208).

  FIG. 11 shows the details of the Dynamic operation condition calculation process in FIG. If the diagram is disturbed due to an accident or a vehicle failure, the process branches to the Dynamic driving condition calculation process. First, obtain the latest diamond information that has been acquired from the DB (S0301), and perform inter-vehicle distance determination processing (S0302), boarding rate determination processing (S0303), and travel position determination processing (S0304) using the results calculated from real-time information. To calculate the optimum operating conditions (S0305). In the event of a disrupted timetable, it is necessary to return to normal operation as soon as possible, and in order not to inconvenience passengers, quick operation correction is required, but by incorporating the latest timetable information that can only be found on the ground into the calculation process. It is possible to calculate the operating conditions that can eliminate the deviation in operation as soon as possible.

DESCRIPTION OF SYMBOLS 101 Train 102 Ground apparatus 103 On-board apparatus 104 Train information part 105 Network 106 Train information transmission / reception apparatus 107 Latest diagram table 108 Boarding ratio table 109 GPS table 110 Speed table 111 Optimal operation condition table 112 Train information calculation part 113 Driver's seat display apparatus

Claims (10)

An operation related information display method for displaying information related to operation based on train travel information,
A travel information transmission step for sequentially transmitting the travel information to a server outside the train via the network at the timing when the travel information is acquired;
In the server, an operation related information generation step for generating information related to the operation of the train from the travel information,
An operation-related information transmission step of transmitting information relating to the generated operation to the train;
The operation related information display method characterized by comprising. In the operation related information display method according to claim 1,
The server includes an operation condition table in which a traveling state of the train is associated with information on the operation in the traveling state,
The said assistance information generation step produces | generates the information regarding the said operation from the said driving | running | working information and the said driving condition table, The operation related information display method characterized by the above-mentioned. In the operation related information display method according to claim 2,
The travel information includes position information of the train,
The support information generation step identifies a preceding train that runs in front of the train from the train schedule information, and determines the inter-vehicle distance between the train and the preceding train from the position information of the preceding train and the position information of the train. An operation related information display method that calculates and generates information related to the operation from the inter-vehicle distance and the driving condition table. In the operation related information display method according to claim 3,
The operation related information display method further comprising the step of determining whether or not the diamond is changed. In the operation related information display method according to any one of claims 1 to 4,
In the travel information transmission step, the information acquired from the train equipment is packed and then transmitted to the server outside the vehicle. An operation-related information display system that displays information related to operation based on train travel information using an on-board device and a ground device,
The on-board device is:
A traveling information transmission processing unit that sequentially transmits the traveling information to a server outside the train via a network at the timing when the traveling information is acquired;
A display unit for displaying support information transmitted from the ground device,
The ground device is
A train information calculation unit for generating information on train operation from the travel information,
An operation-related information display system comprising: In the operation related information display system according to claim 6,
The ground device includes a driving condition table in which a traveling state of the train and information on the operation in the traveling state correspond to each other,
The train information calculation unit generates information related to the operation from the travel information and the operation condition table. In the operation related information display system according to claim 7,
The travel information includes position information of the train,
The train information calculation unit identifies a preceding train that runs in front of the train from the train schedule information, and determines the inter-vehicle distance between the train and the preceding train from the location information of the preceding train and the location information of the train. An operation related information display system that calculates and generates information related to the operation of the train from the inter-vehicle distance and the operation condition table. In the operation related information display system according to claim 8,
The train information calculation unit further performs a process of determining whether or not a diagram is changed. In the operation related information display system according to any one of claims 6 to 9,
The travel information transmission processing unit acquires the travel information from train equipment, packs the travel information, and transmits the travel information to a server outside the vehicle.

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