JP4280980B2 - Railway driving simulator - Google Patents

Description

ここで、ｘ（ｔ−Δｔ）は前回の車両位置、ｘ_ｉｎは受信したときの車両位置、ｖは車両速度、Δｖは経過時間、ｋ_１、ｋ_２は重みであり、ｋ_１＝０．７５、ｋ_２＝０．２５としている。
【００４４】
従って、視界表示用ＰＣ４は、上記数式を用いて画像を生成することにより、滑らかに画像を表示することができ、実際に運転している臨場感や緊張感を得ることができる。
【００４５】
次に、車両モデルについて説明する。図５は、車両の揺れについて説明するための図である。図５（Ａ）において、従来の鉄道用運転シミュレータには車両２と動振装置２７とが設けられている。動振装置２７で車両２の床を揺らすことにより、車両２の揺れを再現している。このように、従来の鉄道用運転シミュレータには、動振装置２７などの大掛かりな装置を有するものがほとんどであった。
【００４６】
図５（Ｂ）は、地面を基準とした車両２の揺れと、車両２の床を基準とした車両２の揺れを示している。車両モデルは、車両制御用ＰＣ２０に組み込まれており、軌道狂いなどの入力値の計算から車体の揺れの計算まで、車両制御用ＰＣ２０が行う。視界表示用ＰＣ４は、視界の描画のみ行っている。つまり、車両制御用ＰＣ２０は、車両モデルの出力である車体の変位である左右ｙ、上下ｚ、ローリングφ、ピッチングθ、ヨーイングψを視界表示用ＰＣ４に随時送り、視界描画用ＰＣは、受け取った車体の変位に基づいてコンピュータグラフィックスの風景を移動、回転させている。風景が移動、回転することと、車両が変位することは車上の観察者に対しては、図５（Ｂ）に示すように相対的に同じであるため、観察者は車体が揺れているような感じを受ける。従って、視界の画像を揺らすことで車両２が揺れているような感覚を与えるため、車両モデルに基づいて、振動などの現実の車両の走行時の動きを画像に反映させる車両の揺れが生成された。
【００４７】
図６、７は、車両モデルについて説明するための図である。車両の揺れを模擬するために、車体、空気ばね、左右動ダンパからなる振動系をモデル化したもの、即ち、車両モデルを図６、７に示す。車両制御用ＰＣ２０には、図６、７に示す車両モデルから導いた運動方程式が格納されている。図６（Ａ）は車両２全体の車両モデルを示す図であり、図６（Ｂ）は車両モデルの入力と出力を示す概念図である。図７（Ａ）は車両２の左右平面の車両モデルを示す図であり、図７（Ｂ）は、車両２の前後平面の車両モデルを示す図である。この車両モデルに、軌道の作成方法によって計算された軌道狂いをｙ_ＢＦ、ｚ_ＢＦ、φ_ＢＦ、ｙ_ＢＲ、ｚ_ＢＲ、φ_ＢＲとして与えることにより、運動方程式に基づいて車両の運動が計算され、車体が左右ｙ、上下ｚ、ローリングφ、ピッチングθ、ヨーイングψの５つの振動パターンで振動する。車両の揺れは、図６（Ｂ）に示すように車両が走行する軌道の狂い、及び車両への乗客乗降時の不規則な加圧、慣性力、重力に基づいて生成される。また、車両モデルに入力するものとして、軌道狂いのほかに、カント（カーブにおいて外側のレールを高くすること）φ_ＢＦ、φ_ＢＲ、慣性力、旅客乗降の力などがあり、これらによっても車体が揺れる。また、カントと、軌道狂いの記号が同じなのは、軌道狂いがカントを含めた変位となっているからである。慣性力は、車体２の重心位置に作用する。このような車両モデルに基づいて、車両２の振動が再現されるが、視界表示用ＰＣ４による画像生成時に車両２の揺れを反映させるようにしてもよいし、車両制御用ＰＣ２０により車両２の揺れを再現し、視界表示用ＰＣ４に供給してもよい。尚、車両２の床以下の振動については考慮していない。
【００４８】
次に、車両モデルの作成に使用される車両が走行する軌道の狂いについて説明する。図８は、軌道の作成時期を説明するための図である。図８において、車両２が実際の軌道を走行しているものと仮定している。軌道は、不規則な凹凸を有する。不規則な凹凸から発生する軌道の狂いは、乱数（ホワイトノイズ）に１次遅れ要素のフィルタを通して得ることができる。本発明の鉄道用運転シミュレータ１０では、車両２を走行させている段階で軌道の狂いを算出する。軌道の狂いは数式２で算出される。
【００４９】
【数２】

また、上記ｕに乱数を入力する。ｘ＝０のとき、ｙ＝ｙ_０、距離がｘ＝ｈのときの狂いｙは数式３で算出される。
【００５０】
【数３】

数式２、数式３に基づいて、数式４、数式５に示すプログラムを繰り返すことにより、不規則な凹凸の軌道が算出される。
【００５１】
【数４】

ここで、数式４に示すαは−１≦α＜１の乱数である。
【００５２】
【数５】

図８に示すように、軌道の狂いを算出する場合、１ブロックを２５ｍとし、１ブロック走行する毎に軌道を作成する。即ち、車両２が２５ｍ進む毎に、車両制御用ＰＣ２０により走行位置情報及び速度情報を生成し、以前に生成したデータは削除するものとする。
【００５３】
図９は、作成された軌道を説明するための図である。図９（Ａ）、（Ｂ）は図８に示すように１ブロック毎に作成される軌道の狂いを示すグラフである。図９に示す軌道の狂いが作成されると、その作成された軌道の狂いに基づいた車両の揺れが計算される。この車両２の揺れを画像に反映させることができる。
【００５４】
次に、車両への乗客乗降時の不規則な加圧について説明する。図１０は、車両への乗客乗降時の不規則な加圧について説明するための図である。図１０において、縦軸を乗車率、横軸を時間とした乗降の関係を示している。時刻ｔ４１で車両２の扉が開かれ、時刻ｔ４２で乗客の乗降が終了し、時刻ｔ４３で車両２の扉が閉じられることを示している。また、時刻ｔ４１から時刻ｔ４３までの時間は最短停車時間であり、時刻ｔ４２から時刻ｔ４３までの時間で車両２が閉扉されている。時刻ｔ４１から時刻ｔ４２までの時間は乗降時間Ｔ４０である。
【００５５】
このように乗降は、路線データでそれぞれの駅に定義された乗車率と最短停車時間から模擬される。乗客の乗降時、車両２の１点に不規則な力を加えて車両２を揺らすように設定する。具体的には、降車（２ａ）は、乗車（ａ）の２倍であり、車両２に揺らす値の大きさも２倍とする。乗降時間を過ぎると突然揺れが止まるという不自然さをなくすため、閉扉されるまで小さな揺れを発生させる。
【００５６】
次に、スクリーン６に投影される投影面について説明する。図１１は、視点の位置と投影画像とを示す図である。例えば、運転士がスクリーン６に投影された画像を見るとき、所定の位置から見ない場合、空間が歪んで見える。図１１（Ａ）、（Ｃ）は、仮想カメラの視点から４本の円柱を見た場合の投影面を示している。図１１（Ｂ）は、スクリーン６への投影画像を示している。視界表示用ＰＣ４は、図１１（Ｂ）に示すような投影画像を生成し、プロジェクタ３によりスクリーン６へ投影する。本願発明の鉄道用運転シミュレータ１０による視界画像は、３次元モデルを描画したコンピュータグラフィックスで再現しており、建物などの風景は３次元データとして視界表示用ＰＣ４に記録されている。視界表示用ＰＣ４は、２次元のスクリーン６に投影すために、記録されている３次元データをリアルタイムで２次元画像に生成する。その処理は、コンピュータ上の３次元空間（仮想空間）に仮想の投影面（フロントクリッピング平面）を所定の視点（カメラ）から見た時、投影面の中に見える風景が２次元画像となる。この時、投影面の位置や角度が変われば２次元画像は変化する。実空間では、観察者がスクリーンの２次画像を見て元の３次元モデルを推測するという逆の処理を行っている。ここで、視点に対して仮想空間の投影面と実空間の投影面が同じ位置でなければ、元の３次元には戻らない。図１１（Ａ）に示すように、仮想カメラの視点から４本の円柱を見た場合の投影面から、図１１（Ｂ）に示す投影画面が得られる。図１１（Ｃ）に示すように、仮想カメラの視点と投影面との距離を図１１（Ａ）よりも長くした状態で投影画像を見た時、図１１（Ｂ）に示す４本の円柱の位置とは異なって見える。したがって、正確な位置からスクリーン６を見なければ、空間が歪んで見えてしまう。
【００５７】
次に、正確な位置からスクリーン６を見るための投影面と視点との位置関係について説明する。図１２は、実空間及び仮想空間の投影面と視点の位置を示す図である。図１２（Ａ）は、実空間での観察者の視点とスクリーン６との位置関係を示している。図１２（Ｂ）は、仮想空間（コンピュータ上の空間）でのカメラ３０の視点と仮想平面（フロントクリッピングプレーン）６０との３種類の位置関係を示している。鉄道用運転シミュレータ１０では、スクリーン６と観察者の位置は、他の構成の配置で決まっているため、仮想空間における投影面（フロントクリッピングプレーン）の位置を実空間における投影面（スクリーン６）の位置と相似になるように配置する（図１２（Ｂ）の左端）。図１２（Ｂ）の中央、右端に示すカメラ３０の視点と仮想平面６０との位置関係では、投影面（スクリーン６）に投影される画面では空間が歪んで見えてしまう。従って、本発明の鉄道用運転シミュレータ１０は、空間が歪んで見えないように、仮想空間のカメラと仮想投影面との角度と、鉄道用運転シミュレータ１０を操作する観察者の視点とスクリーン６に投影された画像との角度とが同一となるように設定されることにより、実際に運転している速度感を観察者に与えることができる。
【００５８】
尚、投影面と視点との位置関係は同一距離ではなく、相似とする理由は、３次元データから２次元の投影画像にする段階で奥行きの情報が失われるため、投影画像から元の３次元モデルの大きさまでを読み取ることができないためである。
【００５９】
次に、画像表示と同期してスピーカ１から出力されるブレーキの軋り音について説明する。図１３は、ブレーキの軋り音について説明するための図である。図１３（Ａ）は、速度に対する音量変化を示している。図１３（Ｂ）は、速度に対する摩擦係数を示している。ブレーキ軋り音は、速度ｖと、コントローラ２２により操作され、計器パネル２１で表示されるＢＣ（ブレーキシリンダ）圧とにより、音量と周波数を変化させて実録音を再生する。これにより、実車両に近い音響を再現し、スピーカ１から出力させることができる。音量Ａは、数式６に示すようにＢＣ圧に比例して大きくなり、更に、数式７に示すように速度ｖによって変化する。
【００６０】
【数６】

【００６１】
【数７】

尚、数式７のグラフが図１３（Ａ）である。また、数式８に示すように周波数ｆは、ＢＣ圧Ｐと制輪子の摩擦係数μ、即ちブレーキ力によって変化する。
【００６２】
【数８】

尚、数式８中のμ／μ_０のグラフが図１３（Ｂ）であり、図１３（Ｂ）に示すように、摩擦係数μは速度と共に変化する。従って、コントローラ２２の操作により計器パネル２１に表示されたＢＣ圧と、速度情報に基づいてスピーカ１から音響の音量及び周波数を変化させて実録音を再生することにより、実際に運転している臨場感や緊張感を得ることができる。
【００６３】
次に、図１に示す鉄道用運転シミュレータ１０での処理の流れ、特に、車両制御用ＰＣ２０及び視界表示用ＰＣ４での処理の流れについて説明する。図１４は、鉄道用運転シミュレータにおける機能間の処理の流れについて説明するための図である。図１４において、車両制御用ＰＣ２０は、路線データ２００と車両データ２０１とが格納されており、先行列車制御処理部２０２、信号制御処理部２０３、保安装置制御処理部２０４、車掌制御処理部２０５、ドア制御処理部２０６、乗客制御処理部２０７、駆動制御処理部２０８、軌道制御処理部２０９、車両モデル算出処理部２１０、音響生成処理部２１１とを有する。視界表示用ＰＣ４は、風景データ４００が格納されており、画像生成制御処理部４０１を有する。尚、図１４に示す長方形で囲む各構成２０２〜２１１、４０１では（制御）処理部という記載を省略している。
【００６４】
先ず、コントローラ２２により操作された結果が駆動制御処理部２０８へ提供される（ステップＳ１）。また、路線データ２００が、先行列車制御処理部２０２、信号制御処理部２０３、保安装置制御処理部２０４、車掌制御処理部２０５、乗客制御処理部２０７、駆動制御処理部２０８、軌道制御処理部２０９へ供給される（ステップＳ２）。車両データ２０１が、保安装置制御処理部２０４、駆動制御処理部２０８へ供給される（ステップＳ３）。先行列車制御処理部２０２は、路線データ２００に基づいて生成された位置情報を信号制御処理部２０３に供給する（ステップＳ４）。信号制御処理部２０３は、位置情報に基づいて信号情報を保安装置制御処理部２０４に供給する（ステップＳ５）。保安装置制御処理部２０４は、駆動制御処理部２０８と制御データの送受信を行う（ステップＳ６）。保安装置制御処理部２０４は、供給された情報に基づいて警報情報を音響生成処理部２１１に供給する（ステップＳ７）。
【００６５】
尚、車掌制御処理部２０５は、路線データ２００等に基づいて生成したドアの制御情報や放送情報、ブザー情報を、ドア制御処理部２０６、音響生成処理部２１１に供給する（ステップＳ８）。ドア制御処理部２０６は、制御情報に基づいて生成したドア制御情報を乗客制御処理部２０７、音響生成処理部２１１、保安装置制御処理部２０４に供給する（ステップＳ９）。乗客制御処理部２０７は、路線データ２００等に基づいて生成した重量情報、乗降情報を駆動制御処理部２０８、車両モデル算出処理部２１０に供給する（ステップＳ１０）。駆動制御処理部２０８は、位置情報、速度情報を車掌制御処理部２０５に供給する（ステップＳ１１）。
【００６６】
また、駆動制御処理部２０８は、位置情報、速度情報を車掌制御処理部２０５に供給する（ステップＳ１２）。軌道制御処理部２０９は、路線データ２００及び位置情報に基づいて生成した軌道狂いを車両モデル算出処理部２１０に供給する（ステップＳ１３）。駆動制御処理部２０８は、加速度情報を車両モデル算出処理部２１０に供給すると共に、位置情報を音響生成処理部２１１に供給する（ステップＳ１４）。車両モデル算出処理部２１０は、ばねの変位を音響生成処理部２１１に供給する（ステップＳ１５）。駆動制御処理部２０８は、位置情報を画像生成処理部４０１に供給する（ステップＳ１６）。車両モデル算出処理部２１０は、車体変位を視界表示用ＰＣ４の画像生成処理部４０１に供給する（ステップＳ１７）。風景データ４００が、画像生成処理部４０１に供給される（ステップＳ１８）。画像生成処理部４０１は、位置情報及び車体変位情報とに基づいて画像を生成し、プロジェクタ３に供給する（ステップＳ１９）。音響生成処理部２１１は、供給された警報情報、放送情報、ブザー情報に基づいて、音情報をスピーカ１に供給する（ステップＳ２０）。プロジェクタ３は、生成した画像をスクリーン６に供給する（ステップＳ２１）。
【００６７】
このように、本発明の鉄道用運転シミュレータ１０は、仮想的に走行する車両からの視界を画像表示し、車両の運行操作に応じて車両の走行状態を制御し、車両制御用ＰＣ２０から受信した走行位置情報と車体変位とに基づいて、視界表示用ＰＣ４の制御によりプロジェクタ３からの画像をスクリーン６に投影する登共に、スピーカ１から画像と同期して音情報が出力されることにより、実際に運転している臨場感や緊張感を得ることができ、また、シミュレータの環境を柔軟に設定変更することができると共に、コストを削減することができる。
【００６８】
【発明の効果】
上述の如く本発明によれば、画像表示手段が車両制御手段から受信した走行位置情報と車体変位とに基づいて、画像を生成して表示することにより、実際に運転している臨場感や緊張感を得ることができ、また、シミュレータの環境を柔軟に設定変更することができると共に、コストを削減することができる。
【図面の簡単な説明】
【図１】本発明の実施の一形態に係る鉄道用運転シミュレータの構成図である。
【図２】鉄道用運転シミュレータの各構成の配置を説明するための図である。
【図３】車両制御用ＰＣと視界表示用ＰＣとの間のデータ送受信の同期について説明するための図である。
【図４】ＰＣ間の同期を確保した場合の画像の動きのグラフを示す図である。
【図５】車両の揺れについて説明するための図である。
【図６】車両モデルについて説明するための図である。
【図７】車両モデルについて説明するための図である。
【図８】軌道の作成時期を説明するための図である。
【図９】作成された軌道を説明するための図である。
【図１０】車両への乗客乗降時の不規則な加圧について説明するための図である。
【図１１】視点の位置と投影画像とを示す図である。
【図１２】実空間及び仮想空間の投影面と視点の位置を示す図である。
【図１３】ブレーキの軋り音について説明するための図である。
【図１４】鉄道用運転シミュレータにおける機能間の処理の流れについて説明するための図である。
【符号の説明】
１ スピーカ
２ 車両
３ プロジェクタ
４ 視界表示用ＰＣ
５ ＬＡＮ
６ スクリーン
１０ 鉄道用運転シミュレータ
２０ 車両制御用ＰＣ
２１ 計器パネル
２２ コントローラ
２７ 動振装置[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a railway driving simulator, and more particularly, to a railway driving simulator that virtually performs a driving operation for the purpose of training a driving operation of a railway and studying an error of a driver.
[0002]
[Prior art]
Conventionally, in a railway vehicle operation method, a closing method has been adopted as a means for maintaining the safety of the railway. In the closed system, a section on the track is set, the section is occupied only by one train, and other trains are prohibited from entering the section, thereby preventing the collision of the train. A traffic light indicates whether there is a train in a closed section or whether or not an intrusion is possible, and the traffic light is the basis for the safety of train operation. However, due to the driver's swaying during train operation, train accidents have occurred, such as overlooking a traffic light and accidentally entering a closed section to collide with other trains.
[0003]
Thus, in order to ensure safety even when the traffic light is ignored, the following backup system is used as a device for outputting a warning to the driver and braking the train to stop the train.
(1) ATS (automatic train stop device): When a train approaches a stop signal and does not stop normally, an alarm bell is sounded in the cab by a control signal from the ground to alert the driver. A device that stops the train just before the stop signal by operating the brake. It backs up the driver's brake operation in an emergency.
(2) ATC (automatic train control device): A device that automatically brakes the train speed based on signals and speed information from the ground, or releases the brake when the speed falls below the limit speed. However, acceleration control is not performed.
(3) EB device: A device that detects an abnormal state of a powered vehicle crew member during operation and stops the train. A motor vehicle crew member detects that a series of driving operations such as a master controller and a brake operation are not performed at all for one minute, and sounds an alarm buzzer. If no driving operation or resetting operation is performed within 5 seconds, the train is brought to an emergency stop.
[0004]
Even if these backup systems are used, accidents may occur such as collisions with cars or people at railroad crossings, passing through stations that should stop, and accidentally scolding workers during track maintenance work. Yes. This is because the following problems are considered to exist in the backup system. (1) The number of errors itself is not reduced. (2) It must operate only when an error occurs, but may intervene during normal times. (3) If the handling is wrong, a new error occurs.
[0005]
Therefore, not only a backup system but also a railway driving simulator is required to train the driver and analyze errors in order to prevent the driver from making an error. Such a railway driving simulator can virtually operate a railway, and is mainly operated using a controller for driving a vehicle, and a driver who drives the vehicle according to the operation. The field of view seen from the image is displayed as an image. An example of the prior art in such a railway driving simulator is shown below.
[0006]
As a conventional technology, it keeps the inter-station route image from the station where the driving lesson starts to the end station and the station stop route image which is the route image near each station when stopping at each station existing between them, and driving conditions Describes a point where a route image corresponding to a driving operation is projected by switching between and reproducing a station-to-station route image and a station stop route image (for example, see Patent Document 1).
[0007]
As a conventional technology, in order to enable high-precision fixed-point stop training just before stopping in driving lessons, a side route image near the stop station is added, and the correlation between the driving operation and the route image of the simulation route is enhanced, and the accuracy is high It is an invention aimed at obtaining a simulator for railway vehicle driving training capable of fixed-point stop training, and in addition to displaying a forward route image on a forward route image display means arranged in front of the cab, the cab The side image display means is arranged on the side surface, and the side image is displayed on the side image display means when coming to the vicinity of the stop station (for example, see Patent Document 2).
[0008]
In addition, the driving simulation as described above is not only used in the field of railways, but in the field of automobiles, in the development process of ITS (Intelligent Transport System), evaluation of driving support system, analysis of driving behavior of elderly drivers Etc. are done. In addition, in the field of aviation, it is used to evaluate stability and maneuverability in aircraft development and to study maneuvering methods.
[0009]
[Patent Document 1]
Japanese Patent Laid-Open No. 10-161516
[0010]
[Patent Document 2]
JP-A-11-237830
[0011]
[Problems to be solved by the invention]
However, the conventional railway driving simulator has a problem that it is difficult to obtain a sense of realism and tension during actual driving from the image display of the field of view as viewed from the driver driving the vehicle.
[0012]
In addition, the conventional railway driving simulator uses a cab that reproduces the actual vehicle in detail, so it is difficult to change the system according to the train model, etc., and the simulator environment can be flexibly changed. There was a problem that could not.
[0013]
In addition, the conventional railway driving simulator has a very expensive development and manufacturing process, such as installing a vibration device that swings a vehicle set in the same cab environment as the actual vehicle according to the operation of the controller. End up. At present, conventional railway driving simulators are mostly used by large railway operators that are flexible in terms of cost, and are used by small companies and facilities that require railway driving simulators. However, there was a problem that it was difficult in terms of cost.
[0014]
Therefore, an object of the present invention is to provide a sense of realism and tension during actual driving, and it is possible to flexibly change the simulator environment and reduce costs. It is to provide a driving simulator.
[0015]
[Means for Solving the Problems]
  In order to solve the above problems, the present invention provides, as described in claim 1, image display means for displaying an image of a field of view from a virtually traveling vehicle, a controller for operating the vehicle, A railway driving simulator having vehicle control means for controlling a running state of the vehicle in accordance with an operation of the controller, wherein the image display means includes the running position information received from the vehicle control means and the vibration system of the vehicle. Based on random trajectory calculated at fixed distances based on random numbers and vehicle swing calculated based on irregularly acting force when passengers get on and off the vehicle. Generate aAt the same time, it is set to shake the vehicle by applying an irregular force to one point of the vehicle during the getting-on / off time simulated from the occupancy rate defined for each station in the route data and the shortest stop time. The image is generated so that the shaking at the time of getting off is double that at the time of getting on, and a small shaking is generated until the door is closed after the getting on / off time has passed.Are displayed.
[0016]
  In such a railway driving simulator, the image display means generates and displays an image based on the travel position information received from the vehicle control means and the vehicle model assuming the movement of the actual vehicle during travel. Thus, it is possible to obtain a sense of presence and tension during actual driving, to flexibly change the setting of the simulator environment, and to reduce costs.Further, in such a railway driving simulator, a screen showing the vehicle shake is generated based on the calculation result of the vehicle shake, so that the vehicle shake is reflected in the image, and the vehicle feels like it is shaking. Can be given.The image display means corresponds to the view display PC 4 and the projector 3 shown in FIG. 1, and the vehicle control means corresponds to the vehicle control PC 20.
[0017]
From the viewpoint of ensuring synchronization of displayed images, the present invention provides the time when the image generating means generates an image of the travel position information received in time series. It is good also as a structure which produces | generates the next image using the newest driving | running | working position information in.
[0018]
In such a railway driving simulator, the image generation means actually generates the next image using the latest traveling position information at the time when the image is generated among the traveling position information received in time series. You can get a sense of realism and tension while driving.
[0019]
From the viewpoint of smoothly displaying an image, the present invention provides, as described in claim 3, the image display means, based on the speed information received from the vehicle control means and the current position. It is good also as a structure which calculates a position and displays the said image from this driving | running | working position.
[0020]
In such a railway driving simulator, the image display means calculates the travel position of the vehicle based on the speed information received from the vehicle control means and the current position, and displays the image from the travel position. It can be displayed smoothly.
[0021]
From the viewpoint of reflecting in the image a shake that is close to actual vehicle travel, the present invention provides the image generating means based on the shake of the vehicle calculated by the vehicle control means. The screen may be generated to show the shaking of the vehicle.
[0023]
  From the viewpoint of outputting sound close to that during actual driving in synchronization with image display, the present invention claims4And a sound output means for outputting the sound using sound generated when the actual vehicle travels, and the sound output means is synchronized with an image displayed by the image display means. The sound may be output.
[0024]
In such a railway driving simulator, the sound output means outputs the sound using the sound generated when the actual vehicle travels in synchronization with the image displayed by the image display means. You can get a sense of presence and tension.
[0025]
  From the viewpoint of obtaining a sense of realism and tension during actual driving, the present invention provides instrument display means for quantitatively displaying a result of operating the brake handle of the controller as described in claim 5. And the sound output means changes the sound volume and frequency based on the BC (brake cylinder) pressure displayed on the instrument display means and the speed information received from the vehicle control means. It is good also as a structure to output.
[0026]
  In such a railway driving simulator, by reproducing the actual recording by changing the sound volume and frequency from the sound output means on the basis of the BC pressure and speed information displayed on the instrument display means by the operation of the controller. You can get a sense of realism and tension when you are actually driving.
[0027]
  From the viewpoint of displaying an image similar to a real field of view, the present invention provides, as described in claim 6, the image display means includes a projector for projecting the image on a screen, and in a virtual space. The angle between the viewpoint of the camera and the projection plane in the virtual space, and the angle between the viewpoint of the driver who operates the railway driving simulator and the image projected on the screen may be the same.
[0028]
  In such a railway driving simulator, the angle between the viewpoint of the camera in the virtual space and the projection plane in the virtual space, the angle between the viewpoint of the driver operating the railway driving simulator and the image projected on the screen, Because of the same, it is possible to obtain a sense of realism and tension during actual driving.
[0029]
DETAILED DESCRIPTION OF THE INVENTION
Hereinafter, embodiments of the present invention will be described with reference to the drawings.
[0030]
FIG. 1 is a configuration diagram of a railway driving simulator according to an embodiment of the present invention. In FIG. 1, a railway driving simulator 10 for simulating a driving operation of a railway vehicle is connected to the vehicle 2, which is a cab having means for operating an actual vehicle, and the operation of the vehicle 2. In response, the speaker 1 that outputs sound, the visual field display PC (personal computer) 4 that controls the visual image display from the vehicle 2 that virtually runs, and the visual field display PC 4 are connected to the screen 6. This is a system including a projector 3 for projecting and a screen 6 onto which an image from the projector 3 is projected.
[0031]
In addition, the vehicle 2 controls the operation of the vehicle 2 in accordance with the controller 22 for operating the vehicle, the instrument panel 21 such as a display for quantitatively displaying the operation result by the controller 22, and the operation result by the controller 22. It is comprised with PC20 for vehicle control.
[0032]
The vehicle control PC 20 and the view display PC 4 are connected via a LAN (Local Area Network) 5. In addition, TCP (Transmission Control Protocol), UDP (User Datagram Protocol), etc. can be applied to the communication method of LAN5. The railway driving simulator 10 of the present invention uses UDP because the data is small and high speed is required. Further, it is assumed that the visibility display PC 4 uses software (Winsock) that can easily handle UDP.
[0033]
The vehicle control PC 20 is a personal computer, and a process of controlling the running state of the vehicle 2 is executed by a CPU (central processing unit). The CPU performs a process of controlling the vehicle 2 according to an operation by the controller 22 according to a program stored in the memory unit. For example, when the controller 22 adjusts the brake and the speed, the vehicle control PC 20 supplies the operation result to the instrument panel 21. Further, the vehicle control PC 20 generates travel position information and speed information of the vehicle 2 at predetermined time intervals based on the operation of the controller 22, calculates the displacement of the shake of the vehicle, the travel position information, Speed information and vehicle shake are provided to the view display PC 4 via the LAN 5. At the same time, the vehicle control PC 20 supplies sound that is synchronized with the travel position information and speed information, that is, sound that matches the image output from the projector 3 to the speaker 1. The vehicle control PC 20 may provide the travel position information and the speed information to the view display PC 4 at predetermined time intervals.
[0034]
The visual field display PC 4 is a personal computer, and a process of displaying the visual field from the vehicle 2 is executed by the CPU. The CPU performs processing for generating computer graphics (images) based on the travel position information and speed information supplied from the vehicle control PC 20 according to the image generation program stored in the memory unit. For example, when the travel position information and the speed information are supplied from the vehicle control PC 20, the view display PC 4 generates an image using the travel position information, the speed information, and the displacement due to the shaking of the vehicle, and the generated image is Supplied to the projector 3. The projector 3 projects the supplied image onto the screen 6.
[0035]
The vehicle model is assumed to shake when the vehicle 2 actually travels, and is used to reflect the shake in the image. By reflecting the shaking in the image and shaking the view image, it is possible to give a feeling that the vehicle 2 is shaking. In order to enhance such an effect, a vehicle shake is generated based on the vehicle model. Specifically, the shaking of the vehicle is generated based on a deviation in a track on which the vehicle travels, irregular pressurization, inertial force, gravity, or the like when a passenger gets on or off the vehicle. This vehicle model will be described in detail with reference to FIGS.
[0036]
Therefore, in the railway driving simulator 10, the vehicle control PC 20 provides travel position information and speed information corresponding to the operation result of the controller 22 to the view display PC 4, and the image generated by the view display PC 4 is displayed on the projector 3. By projecting onto the screen 6 and displaying the field-of-view image, it is possible to obtain a sense of realism and tension during actual driving and to reduce costs. The vehicle control PC 20 and the view display PC 4 can flexibly change the environment of the simulator.
[0037]
Next, the arrangement of each component of the railway driving simulator 10 will be described. FIG. 2 is a diagram for explaining the arrangement of each component of the railway driving simulator. FIG. 2A is a view of the railway driving simulator 10 as viewed from above. FIG. 2B is a diagram of the railway driving simulator 10 viewed from the lateral direction. FIG. 2C is a diagram of the railway driving simulator 10 viewed from the rear. As shown in FIG. 2C, in each configuration, the projector 3 is installed so as to overlap the center line of the screen 6, and the railway driving simulator 10 is used so that the viewpoint 25 from the driver is on the center line.
[0038]
The LAN 5 connection between the vehicle control PC 20 and the view display PC 4 shown in FIG. 1 is designed to increase the speed, but since a shift occurs in data transmission / reception, it is necessary to ensure synchronization. . A method for ensuring synchronization will be described below. FIG. 3 is a diagram for explaining synchronization of data transmission / reception between the vehicle control PC and the view display PC. FIG. 3A is a diagram illustrating a case where received data is displayed as an image for each frame. FIG. 3B is a diagram illustrating a case where the time required for the image display process exceeds the data transmission / reception cycle. FIG. 3C illustrates a case where data is received a plurality of times separately from the image display process.
[0039]
In FIG. 3A, for example, at time t1, the field-of-view display PC 4 receives data (1) from the vehicle control PC 20. The view display PC 4 performs calculation for displaying an image using the data (1). Here, assuming that the calculation time is T10, an image ((1)) obtained from the calculation result is displayed on the screen 6 at time t2 after the calculation time T10 has elapsed from the reception time t1. As described above, in FIG. 3A, the calculation time T10 is shorter than the time until the next data ((2)) is received, so that it is not necessary to perform processing for ensuring synchronization.
[0040]
In FIG. 3B, for example, at time t11, the field-of-view display PC 4 receives data (1) from the vehicle control PC 20. Here, the calculation time by the view display PC 4 is T20. The next data ((2)) is received at time t12 during the calculation time T20, and the image ((1)) obtained from the calculation result is displayed on the screen 6 at time t13 after the calculation time T20 has elapsed from time t11. indicate. After the image is displayed at time t13, calculation is started for the data (2) received at time t12, and the image (2) obtained from the calculation result at time t15 after the calculation time T20 has elapsed from time t13. ) Is displayed. Similarly, after the image is displayed at time t15, the calculation is started for the data ((3)) received at time t14, and the image ((3)) obtained from the calculation result is displayed at time t17. . As described above, in FIG. 3B, since the time required for the image display processing of one frame exceeds the data transmission / reception cycle, the received data is accumulated in the buffer of the view display PC 4 and the image display is delayed without being synchronized. Resulting in.
[0041]
In FIG. 3C, for example, at time t21, the field-of-view display PC 4 receives data (1) from the vehicle control PC 20. Here, the calculation time by the view display PC 4 is T30. The next data ((2)) is received at time t22 during the calculation time T30, and the image ((1)) obtained from the calculation result is displayed on the screen 6 at time t23 after the calculation time T30 has elapsed from time t22. indicate. After the image is displayed at time t23, calculation is started for the data (2) received at time t22. At this time, data is received at time t24. At time t25 after the calculation time T30 has elapsed from time t23, an image ((2)) obtained from the calculation result is displayed. Since the latest received data is used for the next image processing data at time t25, the data (4) received at time t25 is used, and the image is displayed at time t27 after the calculation time T30 has elapsed. The In this way, in FIG. 3C, data is received a plurality of times separately from the image display processing, and the latest received data is selected from the data received a plurality of times, so synchronization is ensured without delaying image display. can do.
[0042]
Next, the movement of an image when the synchronization shown in FIG. FIG. 4 is a diagram illustrating a graph of image motion when synchronization between PCs is ensured. In the table 100 shown in FIG. 4, the vertical axis indicates the distance traveled by the vehicle 2, the horizontal axis indicates the elapsed time, and the time when the image display is started is displayed as time 1. Since the image is displayed with the black dots in the graph of Table 100, the image is jerky even if synchronization is ensured. This also has a problem in that the exact distance at which the data is acquired cannot be obtained, the travel distance cannot be predicted, and the image cannot be corrected. Therefore, the speed information is received in addition to the travel position information of the vehicle 2, and the vehicle position is calculated from the following formula 1.
[0043]
[Expression 1]

Here, x (t−Δt) is the previous vehicle position, x_inIs the vehicle position when received, v is the vehicle speed, Δv is the elapsed time, k₁, K₂Is the weight and k₁= 0.75, k₂= 0.25.
[0044]
Accordingly, the visual field display PC 4 can display an image smoothly by generating an image using the above mathematical formula, and can obtain a sense of realism and tension during actual driving.
[0045]
Next, the vehicle model will be described. FIG. 5 is a diagram for explaining the shaking of the vehicle. In FIG. 5A, a conventional railway driving simulator is provided with a vehicle 2 and a vibration device 27. The shaking of the vehicle 2 is reproduced by shaking the floor of the vehicle 2 with the vibration device 27. Thus, most conventional railway driving simulators have large-scale devices such as the vibration device 27.
[0046]
FIG. 5B shows the swing of the vehicle 2 with respect to the ground and the swing of the vehicle 2 with respect to the floor of the vehicle 2. The vehicle model is incorporated in the vehicle control PC 20, and the vehicle control PC 20 performs the calculation from the input value such as the trajectory error to the calculation of the body shake. The view display PC 4 only draws the view. That is, the vehicle control PC 20 sends left and right y, up and down z, rolling φ, pitching θ, and yawing ψ, which are displacements of the vehicle body, which are outputs of the vehicle model, to the view display PC 4 as needed, and the view drawing PC receives them. The computer graphics landscape is moved and rotated based on the displacement of the car body. Since the movement and rotation of the scenery and the displacement of the vehicle are relatively the same as shown in FIG. 5B for the observer on the vehicle, the observer is shaking the vehicle body. I feel like this. Therefore, in order to give the sensation that the vehicle 2 is swaying by shaking the image of the field of view, based on the vehicle model, the sway of the vehicle that reflects the movement of the actual vehicle such as vibration in the image is generated. It was.
[0047]
6 and 7 are diagrams for explaining the vehicle model. FIGS. 6 and 7 show a model of a vibration system including a vehicle body, an air spring, and a left and right motion damper, that is, a vehicle model, in order to simulate a vehicle shake. The vehicle control PC 20 stores an equation of motion derived from the vehicle model shown in FIGS. 6A is a diagram showing a vehicle model of the entire vehicle 2, and FIG. 6B is a conceptual diagram showing input and output of the vehicle model. FIG. 7A is a diagram illustrating a left-right plane vehicle model of the vehicle 2, and FIG. 7B is a diagram illustrating a front-rear plane vehicle model of the vehicle 2. In this vehicle model, the trajectory error calculated by the trajectory creation method is y_BF, Z_BF, Φ_BF, Y_BR, Z_BR, Φ_BRAs a result, the vehicle motion is calculated based on the equation of motion, and the vehicle body vibrates in five vibration patterns of left and right y, up and down z, rolling φ, pitching θ, and yawing ψ. As shown in FIG. 6B, the shake of the vehicle is generated based on the deviation of the track on which the vehicle travels and irregular pressurization, inertial force, and gravity when passengers get on and off the vehicle. Also, as input to the vehicle model, in addition to track error, cant (to raise the outer rail in the curve) φ_BF, Φ_BRThere are inertial force, passenger boarding / exiting force, etc., which also shake the car body. In addition, the reason why the Kant and the orbit error are the same is because the orbit error is a displacement including the cant. The inertia force acts on the position of the center of gravity of the vehicle body 2. Although the vibration of the vehicle 2 is reproduced based on such a vehicle model, the vibration of the vehicle 2 may be reflected when an image is generated by the visual field display PC 4, or the vehicle 2 is shaken by the vehicle control PC 20. May be reproduced and supplied to the PC 4 for viewing display. Note that vibration below the floor of the vehicle 2 is not taken into consideration.
[0048]
Next, a description will be given of the deviation of the track on which the vehicle used for creating the vehicle model travels. FIG. 8 is a diagram for explaining the creation time of the trajectory. In FIG. 8, it is assumed that the vehicle 2 is traveling on an actual track. The track has irregular irregularities. A trajectory error caused by irregular irregularities can be obtained by filtering a random number (white noise) through a first-order lag element. In the railway driving simulator 10 of the present invention, the deviation of the track is calculated while the vehicle 2 is traveling. The trajectory error is calculated by Equation 2.
[0049]
[Expression 2]

In addition, a random number is input to u. When x = 0, y = y₀The deviation y when the distance is x = h is calculated by the following equation (3).
[0050]
[Equation 3]

Based on Equations 2 and 3, by repeating the programs shown in Equations 4 and 5, irregular irregular trajectories are calculated.
[0051]
[Expression 4]

Here, α shown in Equation 4 is a random number satisfying −1 ≦ α <1.
[0052]
[Equation 5]

As shown in FIG. 8, when calculating the deviation of the track, one block is set to 25 m, and a track is created every time one block is traveled. That is, every time the vehicle 2 travels 25 meters, the vehicle position control information and the speed information are generated by the vehicle control PC 20, and previously generated data is deleted.
[0053]
FIG. 9 is a diagram for explaining the created trajectory. FIGS. 9A and 9B are graphs showing the deviation of the trajectory created for each block as shown in FIG. When the trajectory deviation shown in FIG. 9 is created, the vehicle shake based on the created trajectory deviation is calculated. This shaking of the vehicle 2 can be reflected in the image.
[0054]
Next, irregular pressurization when passengers get on and off the vehicle will be described. FIG. 10 is a diagram for explaining irregular pressurization when passengers get on and off the vehicle. FIG. 10 shows a boarding / exiting relationship with the vertical axis representing the boarding rate and the horizontal axis representing time. It shows that the door of the vehicle 2 is opened at time t41, the passenger boarding / exiting ends at time t42, and the door of the vehicle 2 is closed at time t43. The time from time t41 to time t43 is the shortest stop time, and the vehicle 2 is closed at the time from time t42 to time t43. The time from time t41 to time t42 is a boarding / alighting time T40.
[0055]
In this way, getting on and off is simulated from the boarding rate and the shortest stop time defined for each station in the route data. It is set so that the vehicle 2 is shaken by applying an irregular force to one point of the vehicle 2 when the passenger gets on and off. Specifically, the amount of getting off (2a) is twice that of getting on (a), and the magnitude of the value shaken by the vehicle 2 is also doubled. In order to eliminate the unnaturalness that the shaking stops suddenly after the boarding / exiting time, a small shaking is generated until the door is closed.
[0056]
Next, the projection surface projected on the screen 6 will be described. FIG. 11 is a diagram illustrating a viewpoint position and a projected image. For example, when the driver looks at an image projected on the screen 6, the space appears to be distorted if the driver does not view the image from a predetermined position. FIGS. 11A and 11C show projection planes when four cylinders are viewed from the viewpoint of the virtual camera. FIG. 11B shows a projected image on the screen 6. The view display PC 4 generates a projection image as shown in FIG. 11B and projects it onto the screen 6 by the projector 3. The field-of-view image by the railway driving simulator 10 of the present invention is reproduced by computer graphics in which a three-dimensional model is drawn, and a landscape such as a building is recorded on the field-of-view display PC 4 as three-dimensional data. The field-of-view display PC 4 generates recorded three-dimensional data into a two-dimensional image in real time in order to project it onto the two-dimensional screen 6. In this process, when a virtual projection plane (front clipping plane) is viewed from a predetermined viewpoint (camera) in a three-dimensional space (virtual space) on a computer, a landscape seen in the projection plane becomes a two-dimensional image. At this time, the two-dimensional image changes if the position or angle of the projection plane changes. In the real space, the reverse process is performed in which the observer looks at the secondary image on the screen and guesses the original three-dimensional model. If the projection plane in the virtual space and the projection plane in the real space are not at the same position with respect to the viewpoint, the original three-dimensional image is not restored. As shown in FIG. 11A, the projection screen shown in FIG. 11B is obtained from the projection plane when the four cylinders are viewed from the viewpoint of the virtual camera. As shown in FIG. 11C, when the projection image is viewed in a state where the distance between the viewpoint of the virtual camera and the projection plane is longer than that in FIG. 11A, the four cylinders shown in FIG. Looks different from the position. Therefore, if the screen 6 is not viewed from an accurate position, the space appears distorted.
[0057]
Next, the positional relationship between the projection plane and the viewpoint for viewing the screen 6 from an accurate position will be described. FIG. 12 is a diagram illustrating the projection planes and viewpoint positions in the real space and the virtual space. FIG. 12A shows the positional relationship between the observer's viewpoint and the screen 6 in real space. FIG. 12B shows three types of positional relationships between the viewpoint of the camera 30 and the virtual plane (front clipping plane) 60 in the virtual space (the space on the computer). In the railway driving simulator 10, the positions of the screen 6 and the observer are determined by the arrangement of other configurations. Therefore, the position of the projection plane (front clipping plane) in the virtual space is set to the position of the projection plane (screen 6) in the real space. It arrange | positions so that it may become similar to a position (left end of FIG. 12 (B)). In the positional relationship between the viewpoint of the camera 30 and the virtual plane 60 shown at the center and the right end in FIG. 12B, the space appears distorted on the screen projected on the projection plane (screen 6). Therefore, the railway driving simulator 10 according to the present invention is configured so that the angle between the camera in the virtual space and the virtual projection plane, the viewpoint of the observer who operates the railway driving simulator 10, and the screen 6 so that the space is not distorted. By setting the angle with the projected image to be the same, it is possible to give the observer a sense of speed during actual driving.
[0058]
It should be noted that the positional relationship between the projection plane and the viewpoint is not the same distance, and the reason for similarity is that the depth information is lost when the three-dimensional data is converted into a two-dimensional projection image. This is because the model size cannot be read.
[0059]
Next, the brake sound output from the speaker 1 in synchronization with the image display will be described. FIG. 13 is a diagram for explaining the rolling sound of the brake. FIG. 13A shows a change in volume with respect to speed. FIG. 13B shows the friction coefficient with respect to speed. The brake sound is played by changing the volume and frequency according to the speed v and the BC (brake cylinder) pressure that is operated by the controller 22 and displayed on the instrument panel 21. Thereby, the sound close | similar to a real vehicle can be reproduced and it can output from the speaker 1. FIG. The volume A increases in proportion to the BC pressure as shown in Formula 6, and further changes with the speed v as shown in Formula 7.
[0060]
[Formula 6]

[0061]
[Expression 7]

Note that the graph of Equation 7 is FIG. Further, as shown in Formula 8, the frequency f varies depending on the BC pressure P and the friction coefficient μ of the brake, that is, the braking force.
[0062]
[Equation 8]

In addition, μ / μ in Equation 8₀This graph is FIG. 13B, and as shown in FIG. 13B, the friction coefficient μ changes with the speed. Therefore, by actually playing the actual recording by changing the sound volume and frequency of the sound from the speaker 1 based on the BC pressure displayed on the instrument panel 21 by the operation of the controller 22 and the speed information, A feeling of tension and tension can be obtained.
[0063]
Next, the flow of processing in the railway driving simulator 10 shown in FIG. 1, particularly the flow of processing in the vehicle control PC 20 and the visibility display PC 4 will be described. FIG. 14 is a diagram for explaining a flow of processing between functions in the railway driving simulator. In FIG. 14, the vehicle control PC 20 stores route data 200 and vehicle data 201. The preceding train control processing unit 202, signal control processing unit 203, security device control processing unit 204, conductor control processing unit 205, It has a door control processing unit 206, a passenger control processing unit 207, a drive control processing unit 208, a track control processing unit 209, a vehicle model calculation processing unit 210, and an acoustic generation processing unit 211. The field-of-view display PC 4 stores landscape data 400 and includes an image generation control processing unit 401. In addition, description of (control) processing part is abbreviate | omitted in each structure 202-211, 401 enclosed with the rectangle shown in FIG.
[0064]
First, the result operated by the controller 22 is provided to the drive control processing unit 208 (step S1). Further, the route data 200 includes a preceding train control processing unit 202, a signal control processing unit 203, a security device control processing unit 204, a conductor control processing unit 205, a passenger control processing unit 207, a drive control processing unit 208, and a track control processing unit 209. (Step S2). The vehicle data 201 is supplied to the security device control processing unit 204 and the drive control processing unit 208 (step S3). The preceding train control processing unit 202 supplies the position information generated based on the route data 200 to the signal control processing unit 203 (step S4). The signal control processing unit 203 supplies signal information to the security device control processing unit 204 based on the position information (step S5). The security device control processing unit 204 exchanges control data with the drive control processing unit 208 (step S6). The security device control processing unit 204 supplies alarm information to the sound generation processing unit 211 based on the supplied information (step S7).
[0065]
The conductor control processing unit 205 supplies the door control information, broadcast information, and buzzer information generated based on the route data 200 and the like to the door control processing unit 206 and the sound generation processing unit 211 (step S8). The door control processing unit 206 supplies the door control information generated based on the control information to the passenger control processing unit 207, the sound generation processing unit 211, and the security device control processing unit 204 (step S9). The passenger control processing unit 207 supplies weight information and boarding / alighting information generated based on the route data 200 and the like to the drive control processing unit 208 and the vehicle model calculation processing unit 210 (step S10). The drive control processing unit 208 supplies position information and speed information to the conductor control processing unit 205 (step S11).
[0066]
In addition, the drive control processing unit 208 supplies position information and speed information to the conductor control processing unit 205 (step S12). The trajectory control processing unit 209 supplies the trajectory error generated based on the route data 200 and the position information to the vehicle model calculation processing unit 210 (step S13). The drive control processing unit 208 supplies acceleration information to the vehicle model calculation processing unit 210 and also supplies position information to the sound generation processing unit 211 (step S14). The vehicle model calculation processing unit 210 supplies the spring displacement to the sound generation processing unit 211 (step S15). The drive control processing unit 208 supplies the position information to the image generation processing unit 401 (step S16). The vehicle model calculation processing unit 210 supplies the vehicle body displacement to the image generation processing unit 401 of the visibility display PC 4 (step S17). The landscape data 400 is supplied to the image generation processing unit 401 (step S18). The image generation processing unit 401 generates an image based on the position information and the vehicle body displacement information, and supplies the image to the projector 3 (step S19). The sound generation processing unit 211 supplies sound information to the speaker 1 based on the supplied alarm information, broadcast information, and buzzer information (step S20). The projector 3 supplies the generated image to the screen 6 (step S21).
[0067]
As described above, the railway driving simulator 10 of the present invention displays an image of the field of view from the virtually traveling vehicle, controls the traveling state of the vehicle according to the operation of the vehicle, and receives it from the vehicle control PC 20. Based on the traveling position information and the vehicle body displacement, the image from the projector 3 is projected onto the screen 6 under the control of the visual field display PC 4, and the sound information is output from the speaker 1 in synchronization with the image. This makes it possible to obtain a sense of realism and tension while driving, to flexibly change the environment of the simulator, and to reduce costs.
[0068]
【The invention's effect】
As described above, according to the present invention, the image display means generates and displays an image based on the travel position information and the vehicle body displacement received from the vehicle control means, so that the realistic feeling and tension of actual driving can be achieved. A feeling can be obtained, the environment of the simulator can be flexibly changed, and the cost can be reduced.
[Brief description of the drawings]
FIG. 1 is a configuration diagram of a railway driving simulator according to an embodiment of the present invention.
FIG. 2 is a diagram for explaining the arrangement of components of a railway driving simulator.
FIG. 3 is a diagram for explaining synchronization of data transmission / reception between a vehicle control PC and a view display PC.
FIG. 4 is a diagram illustrating a graph of image movement when synchronization between PCs is ensured.
FIG. 5 is a diagram for explaining the shaking of the vehicle.
FIG. 6 is a diagram for explaining a vehicle model.
FIG. 7 is a diagram for explaining a vehicle model.
FIG. 8 is a diagram for explaining the creation time of a track.
FIG. 9 is a diagram for explaining a created trajectory;
FIG. 10 is a diagram for explaining irregular pressurization when passengers get on and off a vehicle.
FIG. 11 is a diagram illustrating a viewpoint position and a projected image.
FIG. 12 is a diagram illustrating projection planes and viewpoint positions in real space and virtual space.
FIG. 13 is a diagram for explaining a brake sound.
FIG. 14 is a diagram for explaining a flow of processing between functions in a railway driving simulator;
[Explanation of symbols]
1 Speaker
2 Vehicle
3 Projector
4 PC for visual field display
5 LAN
6 screens
10 Railway driving simulator
20 Vehicle control PC
21 Instrument panel
22 Controller
27 Vibration device

Claims (6)

Railway having image display means for displaying an image of a field of view from a virtually traveling vehicle, a controller for operating the operation of the vehicle, and a vehicle control means for controlling the traveling state of the vehicle according to the operation of the controller Driving simulator for
The image display means is a vehicle model obtained by modeling the running position information received from the vehicle control means and the vibration system of the vehicle. The above-mentioned image is generated on the basis of the vehicle shake calculated based on the force that sometimes acts irregularly, and the boarding rate defined by each station in the route data and the boarding / alighting time simulated from the shortest stop time In the meantime, the vehicle is set to shake by applying an irregular force to one point of the vehicle. At this time, the shaking at the time of getting off is double that at the time of getting on, and it is small until the door is closed after the getting on / off time has passed. A railway driving simulator comprising image generating means for generating the image so as to generate shaking.   2. The railway image generation apparatus according to claim 1, wherein the image generation unit generates the next image using the latest travel position information at the time when the image is generated among the travel position information received in time series. Driving simulator.   The image display means calculates a travel position of a vehicle based on speed information received from the vehicle control means and a current position, and displays the image from the travel position. The described railway driving simulator. Sound output means for outputting the sound using sound generated when the actual vehicle travels,
The railway operation simulator according to any one of claims 1 to 3, wherein the sound output means outputs the sound in synchronization with an image displayed by the image display means. Instrument display means for quantitatively displaying the result of operating the brake handle of the controller;
The sound output means changes the sound volume and frequency of the sound based on the brake cylinder pressure displayed on the instrument display means and the speed information received from the vehicle control means, and outputs the change. railway driving simulator according to claim 4 Symbol mounting to. The image display means includes a projector that projects the image on a screen,
The angle between the viewpoint of the camera in the virtual space and the projection plane in the virtual space, and the angle between the viewpoint of the driver who operates the railway driving simulator and the image projected on the screen are the same. The railway driving simulator according to any one of claims 1 to 5, characterized in that:

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