JP4380489B2 - MOBILE MONITORING SYSTEM AND MOTORCYCLE MOUNTING TERMINAL DEVICE - Google Patents

Description

  The present invention relates to a moving body monitoring system for monitoring a traveling state of a moving body traveling in a traveling course.

  2. Description of the Related Art Conventionally, there is known a management system that performs wireless communication with a test vehicle such as an automobile or a motorcycle that circulates on a test course and accumulates travel data of the test vehicle. In this management system, various sensors mounted on the test vehicle acquire travel data. The own vehicle position detection means determines the own vehicle position by receiving a signal such as a GPS signal or a beacon signal, and outputs mark data when the own vehicle position is located at a predetermined division position on the circuit course. The travel data editing unit adds mark data to the travel data, and the travel data to which the mark data is added is transmitted from the travel data transmission unit to the travel data storage device. As a result, traveling data of the test vehicle corresponding to changes in the traveling state can be accumulated.

JP-A-7-273718 (11th to 32nd paragraphs and FIG. 1)

In the conventional vehicle monitoring system, when an abnormality such as an abnormal stop of the test vehicle or a deviation from the test course occurs, the occurrence of the abnormality cannot be detected immediately. For this reason, there have been problems such as the timing of reporting the occurrence of an abnormality to another test vehicle is delayed, the response to the occurrence of the abnormality is delayed, or an appropriate countermeasure cannot be taken.
In particular, if the motorcycle falls while traveling on the test course, the driver (rider) leaves the motorcycle, so it is extremely difficult for the rider to report the occurrence of an abnormality to the management system. Occurrence detection could be delayed. As a result, the response to abnormal situations such as rescue of riders and stoppage of test driving may be delayed.

In addition, since the current position of the vehicle cannot be accurately specified, the position where the abnormality has occurred cannot be accurately specified, and the position where the abnormality has occurred cannot be reported to other test vehicles. For this reason, it has become increasingly difficult to appropriately cope with the occurrence of an abnormality.
If the motorcycle has a vehicle width of about 1 m, a vehicle length of about 2 m, and a vehicle interval of 1 m, the vehicle position can be determined in order to accurately grasp not only the position of the own vehicle but also other vehicles. It was necessary to make the positioning accuracy of 1 m or less.

  The present invention has been made to solve the problem, and detects an abnormality such as a fall of a moving body traveling in a traveling course, a course deviation of the moving body from the traveling course, and the like. An object of the present invention is to obtain a moving body monitoring system that can specify a proper traveling position.

A mobile object monitoring system according to the present invention includes:
A receiving device for receiving a positioning satellite transmission signal;
The position correction parameter for correcting the positioning error depending on the distance from the reference position of the electronic reference station is supplied from the positioning information distribution station, and the position calculation is performed using the output signal of the receiving device and the position correction parameter to move the position correction parameter. A calculator that outputs body position information,
A card reader that reads information stored in an RFID tag possessed by a passenger of a mobile object by wireless communication and outputs the read information;
And a wireless transmission device that wirelessly transmits read information of the RFID tag and position information calculated by the calculator as mobile information,
A mobile-equipped terminal device comprising:
A base station wireless device that receives the mobile object information by wireless communication with the wireless transmission device;
Based on the position of the mobile body obtained from the received mobile body information and the read information of the RFID tag, the mobile body equipped with the mobile body mounting terminal device detects an abnormality, and
It is equipped with.

According to the present invention, since the traveling position of the moving body can be accurately grasped, when the moving body deviates from the test course or abnormally stops, it is possible to reliably detect the occurrence of the abnormality of the moving body.
In addition, by providing a card reader that reads information stored in the RFID tag, it is possible to immediately detect the occurrence of an abnormality even when the moving body falls.

Embodiment 1 FIG.
FIG. 1 is a diagram showing a configuration of a mobile monitoring system according to Embodiment 1 of the present invention, in which a vehicle monitoring system for monitoring the traveling state of a mobile vehicle (test vehicle) traveling on a traveling course is shown. It is shown.
In the figure, a plurality of test vehicles 1 (1-1, 1-2, 1-3, 1-4,...) Are motorcycles for performing performance tests and durability tests by performing various traveling tests. is there.
The test vehicle 1 travels in a test course 2 as a travel course installed in the vehicle test site in order to perform a travel test. The test course 2 has, for example, a circumferential circuit with a road width of several tens of meters and a total length of several kilometers, and has a corner shape and an elliptical shape with two corner portions. The circumferential portion has a bank having a radius of a circular local portion of about 300R and a maximum inclination angle of about 30 ° to 40 °. Thereby, the maximum speed of the circumferential portion can exceed 100 km.
In addition, the test course includes a winding course formed by continuously forming various curves with different radii, a rough road course such as a gravel road and an uneven road, and a special road course such as a wavy road and a swell road. Various courses may be provided, but here, a high-speed circuit will be described as a representative example.
In the illustrated example, test vehicles 1-1, 1-3, 1-4 are traveling in the test course 2. In addition, the test vehicle 1-2 is stopped outside the course (circumference circuit) 10 of the test course 2 in the site of the vehicle test site.

  Outside the course 10, the base station radio apparatus 3 is installed. The base station wireless devices 3 are arranged at several locations (four in the figure) at predetermined intervals (for example, 1 km intervals) along the outer periphery of the course. The base station wireless device 3 performs wireless communication with the test vehicle 1 by wireless LAN. The wireless LAN is standardized by various standards of IEEE802.11, uses a carrier wave of 2.5 GHz or 5 GHz band, and has an information transmission speed of 2 Mbps or 54 Gbps. Since the communicable distance of the wireless LAN is about 1 km or less, it is necessary to arrange a plurality of base station wireless devices 3 at predetermined intervals. However, the wireless LAN does not require a radio wave license and has an advantage that a communication fee is not required unlike a mobile phone communication line (for example, NTT DoPa network).

The base station wireless device 3 is IP-connected to a public network line 5 (for example, ISDN, ADSL, optical LAN, etc.), and is network-connected to the vehicle management center 6 through the public network line 5. The base station wireless device 3 and the vehicle management center 6 may be network-connected with a dedicated line.
The vehicle management center 6 is connected to a mobile phone communication line (for example, DoPa network of NTT Corporation) and a positioning information distribution station 7 through a public network line 5. The positioning information distribution station 7 is network-connected to a plurality of electronic reference stations 8 (8-1, 8-2, 8-3,...). The electronic reference station 8 is provided with a GPS antenna and a GPS receiver. The reception data of each electronic reference station 8 is transmitted to the Geographical Survey Institute via a telephone line, and is calculated by a computer so that the exact installation position of the electronic reference station 8 is specified. The electronic reference station 8 is generally called an electronic reference point.
The GPS receiver of the electronic reference station 8 includes carrier phase information, satellite positioning time data, ephemeris data, almanac data, and pseudorange from the GPS satellite 11 consisting of two frequencies, L1 carrier (1575.42MHZ) and L2 carrier (1575.6MHZ). GPS observation data such as is acquired. The electronic reference station transmits these GPS observation data to the positioning information distribution station 7 together with the identification code of the electronic reference station.

The positioning information distribution station 7 collects GPS observation data of each electronic reference station 8 via a network connected to each electronic reference station 8, and the plurality of collected GPS observation data and the electronic reference station 8 distributed from the Geographical Survey Institute. A global state space model is generated from the accurate position information. Accordingly, the ionospheric delay amount, the tropospheric delay amount, and the satellite orbit error amount, which are delay amounts depending on the position, are obtained, and the position correction information that most appropriately applies to the delay amount (e) around each electronic reference station 8 Obtained for each electronic reference station 8. That is, individual position correction information is provided for each electronic reference station 8.
The Geographical Survey Institute collects GPS observation data by connecting more than 1000 electronic reference stations located throughout the country via a network in order to generate a state space model for Japan.
The vehicle management center 6 is connected to the positioning information distribution station 7 through a public network line 5 via a network.

The positioning information distribution station 7 calculates a surface correction parameter (FKP parameter) corresponding to each electronic reference station 8 based on the GPS observation data using, for example, FKP (Flauchen Korrector Parameter) method calculation processing. The surface correction parameter is obtained as position correction information for correcting a pseudo distance by obtaining a delay amount depending on the distance between the electronic reference point and the measurement point by linear surface interpolation with the position coordinate of the electronic reference point 8 as a reference. Used.
Further, the positioning information distribution station 7 obtains a delay amount (e) at each position coordinate (φ, λ) of each electronic reference station 8 from the GPS observation data.
In addition, since the surface correction parameter and the delay amount for each electronic reference station differ for each GPS satellite to be measured for pseudorange, these values are obtained for each GPS satellite.
The positioning information distribution station 7 calculates the calculated surface correction parameters (E, N), the position coordinates (φ, λ) of each electronic reference station 8, the delay amount (e) at each electronic reference station 8, and the surface correction parameters. The time is transmitted as position correction information associated with each GPS satellite and each electronic reference station 8. This time is based on the time of the atomic clock inside the GPS satellite synchronized with the standard time system (UTC), but other clocks may be used as long as the time deviation from the standard time is small and the time accuracy is high.
The position coordinates of each electronic reference station 8 are expressed in a WGS (World Geodetic System) -84 coordinate system. The delay amount (e) at each electronic reference station 8 is obtained as a correction value of the pseudo distance by, for example, DGPS (Differential GPS) arithmetic processing.

FIG. 2 is a diagram for explaining the concept of the surface correction parameter. In the figure, the vertical axis represents the delay amount, the horizontal axis represents the latitude, and the tilt axis represents the longitude.
For example, the test vehicle 1 performs single positioning with its GPS receiver at a measurement point near the electronic reference station 8-1, and the coordinates to be measured are (X1, Y1). At this time, the pseudo distance delay amount in the electronic reference station 8-1 is e1, and the surface correction parameters around the electronic reference station 8-1 are E1 and N1. In this case, the delay amount of the measurement point after position correction for a specific GPS satellite depends on the delay amount e1 at the electronic reference station 8-1 itself and the distance depending on the distance from the electronic reference station 8-1 to the measurement point. It is calculated by the sum with the error δr. The distance-dependent error δr is determined by the surface correction parameters E1 and N1, the coordinates (X1, Y1) of the single positioning of the measurement point, and the coordinates (φ1, λ1) of the electronic reference station 8-1.

As shown in the figure, with respect to the WGS84 ellipsoid, the surface correction parameter changes how much the distance dependent delay amount changes from north to north and east to west based on the altitude and horizontal surface of the reference point. It is approximated by the inclination of the plane.
Therefore, the pseudo distance Rk in which the delay amount is corrected with respect to the pseudo distance R obtained by the single positioning is expressed as the following expressions 1 and 2. F in Equation 2 is a predetermined function including a trigonometric function for obtaining the pseudo-range delay amount δr using E1, N1, φ1, λ1, X1, and Y1 as variables.
Rk = R− (δr + e1) (1)
δr = f (E1, N1, φ1, λ1, X1, Y1) (2)
The surface correction parameter is transmitted from the positioning information distribution station 7 to the mobile communication base station 9 in the form of RTCM (Radio Technical Commision for Maritime) SC-104 type 59 message. Regarding the calculation processing of the FPK method, for example, G. Webna et al. (G. Wubbena, A. Bagge, M. Schmitz, TK Networks based on Geo ++ GNSMART-Concept, Impkementation, Results, presented at the International Technical Meeting, ION GPS-01, September11.-14., 201) and will not be described in detail here.
If the measurement point at which the position of the test vehicle 1 moves and the GPS receiver alone is positioned is closer to the electronic reference station 8-2 than the electronic reference station 8-1, the delay amount e2 at the electronic reference station 8-2 and the electronic reference station The delay amount of the measurement point can be calculated for each GPS satellite using the surface correction parameter around 8-2 and the coordinates of the electronic reference station 8-2.
Using this position correction information, the pseudo-range measurement error is corrected for each GPS satellite with respect to the GPS observation data of the test vehicle 1. The test vehicle 1 can make the positioning error at most 50 cm to 1 m or less by performing the positioning calculation using the corrected pseudo distance corresponding to at least four or more GPS satellites. As a result, even for a motorcycle having a short vehicle length and a narrow width, it is possible to individually identify the positions of a plurality of motorcycles that run close to each other.
In the positioning calculation process, the current position of the four GPS satellites obtained using the single-positioned ephemeris data, the corrected pseudo distance corresponding to each GPS satellite, and the current position of the test vehicle 1 (x, y, A quaternary simultaneous quadratic equation is generated using z) and the time t of the internal clock of the test vehicle 1. By solving these simultaneous equations, the current position of the test vehicle 1 is calculated. At the same time, the time error of the internal clock of the test vehicle 1 is also calculated. By always correcting the time of the internal clock of the test vehicle 1 using the obtained time error, time variations between the test vehicles 1 can be eliminated.

Position correction information distributed by the positioning information distribution station 7 is relayed to the mobile communication base station 9 around the test course via the public network line 5 and transmitted to the test vehicle 1. At this time, position correction information is distributed corresponding to each of a plurality (for example, 200) of electronic reference stations 8 existing around the test course.
The test vehicle 1 selects position correction information corresponding to the electronic reference station 8 having the closest distance from the distributed position correction information for each electronic reference station 8. For example, when the measurement point of the test vehicle 1 is close to the electronic reference station 8-1 as shown in FIG. 2, the surface correction parameters (E1, N1) and the electronic reference stations 8 are used as position correction information corresponding to the electronic reference station 8-1. Position coordinates (φ1, λ1) and the delay amount (e1) at each electronic reference station 8 are selected.

This selection may be set in advance through the vehicle management center 6. For example, the vehicle management center 6 sets specific position correction information to be distributed to the test vehicle 1 to the positioning information distribution station 7. At this time, the position correction information corresponding to the electronic reference station 8-1 located closest to the electronic reference stations 8-1, 8-2, and 8-3 around the test course 2 is stored in the database inside the vehicle management center 6. Set to. The vehicle management center 6 requests the positioning information distribution station 7 to distribute only the position correction information corresponding to the electronic reference station 8-1 to the test vehicle 1. The positioning information distribution station 7 distributes the position correction information to the test vehicle 1 through the mobile communication base station 9 in response to the request for the position correction information from the vehicle management center 6.
Since the correction information is distributed to the mobile phone terminal 26 via the mobile communication base station 9, the test vehicle 1 can measure its own position information even outside the test course. Thereby, the vehicle management center 6 can manage the position of the vehicle even outside the test course through the mobile phone terminal 26.
Of course, it goes without saying that the positioning information distribution station 7 may transmit the position correction information to the test vehicle 1 via the base station radio device 3.
The vehicle management center 6 makes a service contract with the service management company of the positioning information distribution station 7, and the position correction information of the electronic reference station 8-1 is always sent from the positioning information distribution station 7 to the test vehicle 1. You may arrange to supply. For example, the position correction information is always supplied from the positioning information distribution station 7 to the test vehicle 1 only by connecting the test vehicle 1 to a specific distribution service program in the positioning information distribution station 7 through the network. Also good.
In addition, N (N is a natural number of 3 or more) electronic reference stations 8 that are the closest to the test course 2 may be set as the electronic reference stations 8 to which position correction information is distributed. It suffices if the electronic reference station 8 is selected so that the entire test course 2 is included inside the polygon having each electronic reference station 8 as a vertex.

Here, the example in which the surface correction parameter is used as the position correction information in order to correct the delay amount depending on the distance from the electronic reference station 8 has been described. However, if correct positioning (positioning error is 1 m or less) of the test vehicle 1 inside the test course 2 by correcting the delay amount depending on the distance from the electronic reference station 8, other correction methods (for example, virtual Position correction calculation processing may be performed using position correction information based on a reference point (VRS) method.
Further, a plurality of electronic reference stations are provided outside the test course along the outer periphery of the test course 2, and the interval between the electronic reference stations is shortened to, for example, 1 km or less, so that the delay amount depending on the distance from the electronic reference station can be ignored. In this case, the position may be accurately corrected by so-called DGPS that corrects the pseudorange using only the delay amount at the electronic reference station.

FIG. 3 is a diagram showing a configuration of the motorcycle mounting terminal 110 installed in the test vehicle 1.
In the figure, a motorcycle mounting terminal 110 includes a positioning processing device 12 and a card reader 13 and is mounted on a test vehicle 1. The positioning processing device 12 is installed and fixed on the upper part of the rear loading platform 15 of the test vehicle 1. The card reader 13 is installed and fixed on the upper part of the fuel tank 16 of the test vehicle 1. In addition, the test vehicle 1 is provided with various measuring instruments such as a fuel gauge and a water temperature gauge, and travel data such as vehicle speed, engine speed, accelerator opening, fuel, radiator water temperature, and engine oil temperature are measured. The Here, illustration and explanation of various measuring instruments for measuring the running data are omitted. The test vehicle 1 transmits vehicle information as moving body information including the travel data through the wireless transmission device 27.
The positioning processing device 12 and the card reader 13 are connected by a cable 14.

A test rider 17 gets on the seat of the test vehicle 1. A helmet to which the test rider 17 is attached is provided with a wireless communication device 200 having headphones and a microphone, and performs wireless communication with the base station wireless device 3. The base station wireless device 3 is connected to the vehicle management center 6. Wireless communication information is transmitted to and from. As a result, the test rider 17 can make a radio call with the supervisor of the vehicle management center 6 and can exchange information with each other.
The test rider 17 has an RFID (Radio Frequency Identification) tag 19 attached to the chest. The RFID tag 19 may be fixed to the chest of the riding suit outerwear 18 on which the test rider 17 wears, or the test rider 17 may be hung from the neck via a strap (not shown). When hanging with a strap, you can always carry it even when you are not riding.
The RFID tag is formed by resin-molding an inlet having a coiled antenna formed on a substrate and an IC chip mounted on the substrate and connected to the antenna.
The IC chip of the RFID tag 19 stores an ID number (rider ID number) for identifying the test rider 17 in advance.
The IC chip is divided into a storage unit, a power supply rectification unit, a transmission unit, and a reception unit, and data in the IC chip can be read and written in a non-contact state by non-contact communication using electromagnetic waves.
Basically, 1) the antenna of the card reader 13 transmits radio waves, and the antenna of the RFID tag 19 receives radio waves from the card reader 13, 2) an electromotive force is generated by a resonance action, and 3) the RFID tag 19 The IC chip is activated to convert the information in the chip into a signal, 4) the signal is transmitted from the antenna of the RFID tag 19, and 5) the antenna of the card reader 13 receives the transmission signal from the RFID tag 19. Works with.
As the RFID tag 19, it is preferable to use a non-contact IC tag of a short wave band (13.56 MHz) or a microwave band (2.45 GHz) suitable for short-range communication with a communication range of several mm to 1 m.

FIG. 4 is a block diagram showing a functional configuration of the motorcycle mounting terminal 110.
In the figure, the positioning processing device 12 includes a GPS antenna 21, a GPS receiver 22, a positioning calculator 23, a controller 24, a memory 25, a mobile phone terminal 26, a wireless transmission device 27, and an INS 29.
The GPS antenna 21 is connected to the GPS receiver 22 and receives a GPS signal transmitted from the GPS satellite 11. The GPS receiver 22 extracts GPS observation data from the received signal received by the GPS antenna 21. The GPS receiver 22 outputs GPS observation data of an arbitrary captured GPS satellite for each GPS satellite, for example, at a period of 1 Hz.
The positioning calculator 23 performs positioning calculation processing based on GPS observation data from the GPS receiver 22. The positioning calculation processing result is sent to the wireless transmission device 27 as a part of the vehicle information and is stored in a predetermined area (GPS positioning result storage area) of the memory 25. Further, the positioning calculator 23 sends time data synchronized with the standard time to the wireless transmission device 27 as a part of vehicle information based on the GPS observation data from the GPS receiver 22.
The controller 24 is equipped with a CPU and a ROM incorporating a control program. The controller 24 controls the operations of the GPS receiver 22, the positioning calculator 23, the memory 25, the mobile phone 26, and the wireless transmission device 27.

The card reader 13 is connected to the wireless transmission device 27. The card reader 13 reads stored information (rider ID number) of the RFID tag 19 by non-contact communication with the RFID tag 19 possessed by the test rider 17. In the card reader 13, an ID number (vehicle ID number) for identifying the vehicle is set in advance. When the card reader 13 obtains the reading information of the RFID tag 19, the reading information of the RFID tag 19 and the vehicle ID number are set as a part of the vehicle information, and the card reader 13 passes the cable 14 to the wireless transmission device 27. Send it out. The reading information of the card reader 13 is stored in a predetermined area (card reader reading result storage area) of the memory 25.
In consideration of the power consumption and life of the card reader 13, the communication time between the card reader 13 and the RFID tag 19 may be shortened. For example, by intermittently turning on / off the amplifier of the transmitter of the card reader 13 at a constant cycle (for example, at intervals of 0.5 seconds to 1 second) and intermittently transmitting the transmission radio wave of the card reader 13, The communication time during traveling may be shortened.
In addition, the communication distance between the card reader 13 and the RFID tag 19 is set within a predetermined distance by appropriately adjusting the transmission power of the card reader 13. For example, when the test rider 17 leaves the test vehicle 1 and the distance between the card reader 13 and the RFID tag 19 exceeds 1 m, the card reader 13 is set so that it cannot receive the signal of the RFID tag 19. good. As a result, by detecting the disconnection of the received signal from the RFID tag 19, it is possible to immediately detect the separation of the test rider 17 accompanying the vehicle overturning. At the same time, it is possible to prevent erroneous communication with the RFID tag 19 of a test rider who gets on another test vehicle 1.

The mobile phone terminal 26 performs data communication with the mobile communication base station 9. Through this data communication, the mobile phone terminal 26 receives the position correction information distributed from the positioning information distribution station 7.
The mobile communication base station 9 is connected to the positioning information distribution station 7. The positioning information distribution station 7 is connected to a plurality of electronic reference stations 8 and collects GPS observation data observed at each electronic reference station 8.

The INS 29 includes an inertial sensor such as an acceleration sensor and an angular velocity detection gyro, and an integrator that calculates an integral value of the output of the inertial sensor, and outputs an inertial sensor output signal such as vehicle acceleration, velocity, and angular velocity. The ECU 30 is an in-vehicle computer mounted inside the test vehicle 1 and outputs a vehicle speed pulse of the test vehicle 1 measured by a vehicle speed sensor (not shown). The vehicle speed pulse is a signal output at a cycle of 10 kHz, for example, according to the number of rotations of the wheels of the test vehicle 1, and is proportional to the speed of the vehicle.
However, there are noise errors and bias errors in the output of the INS 29, and there are sensor errors in the sensing result because there are noise errors and distance coefficient errors caused by the expansion and contraction of the wheel radius in the output of the ECU 30.
The INS 29 and the ECU 30 are connected to the positioning calculator 23. The positioning calculator 23 performs a positioning calculation process by dead reckoning navigation based on the output of the INS 29 and the ECU 30 that are output at a cycle of 10 Hz, for example. The positioning calculation processing result and the output of the INS 29 are sent to the wireless transmission device 27 as a part of the vehicle information.

The positioning calculator 23 outputs a “normal operation” status signal indicating that the output of the INS 29 is within the normal range when the test vehicle 1 is traveling normally.
On the other hand, when the test vehicle 1 falls and the vehicle tilts more than a predetermined roll angle, the positioning calculator 23 is set to generate an “operation abnormal” status signal indicating that the output of the INS 29 is abnormal. Has been. For example, when the roll angle obtained by integrating the roll angular velocity component of the gyro reaches 60 °, it is determined that the output abnormality of the gyro has occurred. The predetermined roll angle is set to an appropriate angle so that the roll angle of the vehicle at the time of the fall is sufficiently larger than the roll angle of the vehicle when the test vehicle 1 is banked at the corner. Of course, it goes without saying that other tilt angle sensors may be used in order to measure a more accurate tilt angle.
Further, when the test vehicle 1 falls and the vehicle speed pulse suddenly stops, the positioning calculator 23 is set so as to generate an “operation abnormal” status signal indicating that the output of the vehicle speed pulse is abnormal. Also good.
The positioning calculator 23 outputs a “normal operation” status signal indicating that the output of the GPS receiver 22 is within the normal range when the test vehicle 1 is traveling normally.
On the other hand, when the test vehicle 1 falls down, the vehicle is tilted by a predetermined roll angle or more and the main shaft of the GPS receiver 22 is tilted, the GPS satellite capture and tracking is lost, and no GPS signal is output. It is set to output an “abnormal operation” status signal indicating that the GPS observation data of the receiver 22 is interrupted. For example, when the inclination angle of the main axis of the GPS antenna reaches 60 ° and the reception intensity of the GPS receiver becomes a predetermined value or less and the number of observed GPS satellites becomes three or less, it is determined that the GPS signal is interrupted.
Even during normal traveling, if the GPS observation data observed by the GPS receiver 22 is three or less, an error occurs in the GPS positioning calculation result. In this case as well, the positioning calculator 23 outputs an “operating abnormality” state signal indicating an abnormality in the GPS observation data of the GPS receiver 22. Since the test course 1 has a very clear view of the sky, the GPS receiver 22 normally acquires GPS observation data of four or more GPS satellites. There may be 3 or fewer GPS satellites.

As described above, the wireless transmission device 27 transmits vehicle information to the base station wireless device 3 at predetermined time intervals. The predetermined time interval is transmitted every second according to the output time interval of the GPS receiver 22. However, if the traveling speed of the vehicle exceeds 200 km, it travels 56 m per second. Therefore, if you always want to know the position between vehicles, the vehicle information is updated every 0.1 second in accordance with the output time interval of INS29. May be sent.
This vehicle information includes 1) time data synchronized with the standard time (GPS time), 2) vehicle ID number, 3) RFID tag read information (rider ID number), and 4) operation state of the GPS receiver 22. Signal, 5) operation state signal of INS 29, 6) position information of test vehicle 1 calculated by positioning calculator 23, 7) vehicle speed, engine speed, accelerator opening, fuel, radiator water temperature, engine oil It includes vehicle travel data such as temperature, and 8) vehicle outer shape information measured in advance.
The vehicle position output by the positioning calculator 23 may be transmitted to the mobile communication base station 9 through the mobile phone terminal 26 and transmitted to the vehicle management center 6 through the public network line 5.

The power supply 31 supplies power to the positioning processing terminal 12, the card reader 13, and the ECU 30. The power supply 31 includes a battery (not shown) mounted on the test vehicle 1 and a power supply circuit (not shown) that transforms a battery voltage of 12V to an appropriate voltage for each device. By rotating an ignition key (not shown) of the test vehicle 1 to the starting position, power supply is started and the engine is started. Further, by rotating the ignition key to the stop position, the engine is stopped and the power supply is also stopped. At this time, the power supply to the GPS receiver 22, INS29, and ECU 30 of the positioning processing terminal 12 is also stopped, so that the output signals from the GPS receiver 22, INS29, and ECU 30 are stopped. Thereby, the operation state signal of the GPS receiver 22 and the operation state signal of the INS 29 output from the positioning calculator 23 are also lost.
In addition, since a safety switch is usually provided in a motorcycle, when the safety switch is activated, the positioning processing terminal 12 and the card reader 13 stop operating.

FIG. 5 is a diagram showing the configuration of the vehicle management center 6.
The vehicle management center 6 is connected to the base station wireless device 3 via a network, and includes a control device 43, a display 40, a vehicle information database 41, and a map database 42.
The vehicle information database 41 stores and stores vehicle information transmitted from the test vehicle 1 and received by the base station wireless device 3.
By using the vehicle travel data included in the vehicle information stored in the vehicle information database 41, the travel state of the vehicle can be monitored and the travel performance of the vehicle can be measured.

The map database 42 stores detailed map information of the test course. RTK (Real-time kinematics) using interferometric positioning method-Precise survey with accuracy of 10 cm or less using GPS, and in advance with the inner peripheral boundary, outer peripheral boundary and corner inclination of the test course By accurately measuring the height of each road surface on the test course road, the position of the curb, and the position of structures, etc. outside the test course, a highly accurate map of the test course (inside and surroundings) can be obtained. I can do it.
The control device 43 has a display control unit 44, refers to the position information of the map stored in the map database 42, and appropriately multiplies the scale factor to thereby display the map in the test course on the monitor display screen of the display 40. Is displayed.
Further, the display control unit 44 outputs the position information of the test vehicle 1 received by the base station wireless device 3 to the display 40. The display device 40 displays the position of the test vehicle 1 on the map of the test course displayed on the display screen. The scale factor is multiplied so that the position of the test vehicle 1 becomes the same scale as the map.

The control device 43 includes a travel data collection unit 45, collects vehicle information transmitted from each test vehicle 1 and received by the base station wireless device 3, and stores it in the vehicle information database 41.
The control device 43 includes an abnormality detection unit 46 and receives vehicle information of all vehicles transmitted from each test vehicle 1 and transmitted via the base station wireless device 3. The abnormality detection unit 46 detects whether or not an abnormality has occurred based on the received vehicle information of the test vehicle 1.
The display control unit 44 displays the occurrence of the abnormality detected by the abnormality detection unit 46 in the display screen of the display 40 and notifies the screen monitor of the occurrence of the abnormality.
The position correction information management unit 47 stores the position correction information distributed from the positioning information distribution station 7. Further, request processing for requesting the positioning information distribution station 7 to distribute the position correction information to the test vehicle 1 is performed.

Next, the operation of the vehicle monitoring system according to the first embodiment will be described.
The test vehicle 1 is always supplied with power from the power supply 13 and communicates with the base station radio apparatus 3 inside and outside the test course while the motorcycle mounting terminal 110 is operating.
The GPS antenna 21 mounted on the test vehicle 1 receives radio waves from a plurality of GPS satellites 11 located in the sky. A signal received by the GPS antenna 21 is input to the GPS receiver 22.

The GPS receiver 22 sends RAW data (single positioning GPS observation data) composed of carrier wave phase information of the GPS reception signal, pseudo distance from the satellite, time, ephemeris, amarnac, carrier wave phase, etc. to the positioning calculator 23. Send.
The position correction information generated by the positioning information distribution station 7 is distributed to the mobile phone terminal 26 and supplied to the positioning calculator 23.
Time data synchronized with the standard time is added to the RAW data and the position correction information. Based on the time data, the positioning calculator 23 associates the data.
In addition, the positioning calculator 23 corrects the pseudo distance obtained from the RAW data in consideration of the carrier phase information, and corrects the pseudo distance delay obtained from the RAW data using the position correction information as described above. A high-precision positioning result (GPS positioning result) of the test vehicle 1 is obtained by solving the multi-order (quaternary) simultaneous equations and performing positioning calculation processing.

FIG. 6 is a block diagram for explaining a dead reckoning calculation processing operation in the positioning calculator 23.
In the figure, the positioning calculator 23 integrates the output of the gyro 33 constituting the INS 29 by the integrator 34. A coordinate transformation matrix is obtained by the coordinate transformation matrix calculator 35 using the integrated value as an azimuth. This coordinate transformation matrix can perform coordinate transformation from a local coordinate system fixed to the vehicle body of the test vehicle 1 to an inertial system (geodetic coordinate system). Further, a vehicle speed pulse is received from a vehicle speed sensor 32 to which the ECU 30 is connected. The integrator 38 integrates a distance coefficient (for example, a coefficient proportional to the tire radius of the wheel) into the vehicle speed pulse to obtain the vehicle speed. This vehicle speed is input to the coordinate transformation matrix calculated by the coordinate transformation matrix calculator 35, and the vehicle speed in the inertial system is obtained. The positioning calculator 23 calculates the position by integrating the vehicle speed with the integrator 37.
The positioning result by dead reckoning includes sensor errors such as distance coefficient error and bias error. For this reason, the positioning result by dead reckoning navigation is subtracted from the GPS positioning result of the GPS receiver 22, and the difference result is input to the Kalman filter calculator 39. The Kalman filter calculator 39 estimates the sensor error included in dead reckoning and the position error due to dead reckoning using the sensor error and positioning error as state quantities.
Note that there are various methods for performing positioning calculation processing by combining dead reckoning positioning results and GPS positioning results. For example, JP 2001-343444 A, JP 2003-75172 A, etc. Details are disclosed. Here, a detailed description of the error estimation process by the Kalman filter is omitted.

The positioning calculator 23 can improve the calculation accuracy of the dead reckoning positioning result by correcting the dead reckoning positioning result using the estimated sensor error. For this reason, even if the GPS positioning result is interrupted, the positioning result can be obtained by dead reckoning with corrected sensor error, so that it is possible to maintain accuracy only by dead reckoning if the interruption is short. It is.
Although the GPS positioning result has high accuracy, the accuracy of GPS positioning deteriorates when the GPS receiver 22 cannot capture a GPS satellite.
For example, a bank is provided at the corner of the test course, and the vehicle body of the test vehicle 1 rolls due to the influence of the bank inclination angle, and the main shaft direction of the GPS antenna 21 is inclined from the vertical direction. This inclination angle causes the GPS satellite capture and tracking to be missed.
Depending on the acquisition status of the GPS satellites, the GPS antenna 21 may receive two or three GPS satellites. In this case, the accuracy of GPS positioning is degraded. Since a time of 1 second or more is required until the GPS satellite is re-acquired, a position error of several meters to several hundred meters level is generated at the position of the test vehicle 1 due to deterioration in accuracy only by GPS positioning.
In addition, the number of GPS satellites that can be captured and tracked may be one, or GPS signals may not be output at all, and GPS positioning itself becomes impossible.
However, since the positioning calculator 23 performs positioning by dead reckoning that estimates the position using the detection result of the inertial sensor, and calculates the position of the test vehicle 1 by combining the GPS positioning result and the positioning result of dead reckoning navigation. Even if the GPS receiver 22 can no longer capture the GPS satellite, if it is about 10 seconds after the accurate GPS positioning result is obtained, dead reckoning using the sensor error estimated at that time By correcting the positioning result, a highly accurate positioning result can be obtained.

  The positioning result of the positioning calculator 23 is included in the vehicle information described above and output to the wireless transmission device 27. The wireless transmission device 27 collects vehicle information of all the test vehicles 1 received at the same time in synchronization with the standard time, and generates packet data synchronized with the standard time. The wireless transmission device 27 outputs the generated packet data at predetermined time intervals and transmits it to the base station wireless device 3. The base station wireless device 3 reproduces vehicle information from the received packet data, and transmits the reproduced vehicle information to the control device 43.

FIG. 7 is a diagram illustrating a display example of the monitor display screen of the display device 40. In the figure, a map 60 of the test course 2 and the test course outside 10 is displayed on the monitor display screen of the display 40.
The map 60 also displays the positions of pits 10a installed outside the test course 10 and other test courses 10b. The pit 10a is a place where the test vehicle 1 must be stopped before the test run or after the test run. In another test course 10b, a course for performing a running test other than high speed running such as a special course or a winding course is provided.
Further, the position of the test vehicle 1 is displayed on the monitor display screen of the display 40 by the screen display control of the display control unit 44 based on the positioning result of the vehicle information received by the base station radio apparatus 3. The position of the test vehicle 1 is associated with each vehicle ID number and is displayed with, for example, black dots. Vehicle ID numbers are illustrated as white circle numbers 1 to 4 in the figure.

In the figure, a test vehicle 1-1 and a test vehicle 1-3 are test vehicles that are traveling normally on the test course 2. The test vehicle 1-2 indicates a vehicle that deviates from the test course and runs abnormally or stops due to a fall or engine trouble. The test vehicle 1-4 indicates a vehicle that has abnormally approached the test vehicle 1-3 and may have collided with the test vehicle 1-3.
On the monitor display screen of the display device 40, the size of the outer shape of the test vehicle 1 is also displayed at the same time. In the figure, with the dot display of each test vehicle 1 as the head, the outline of the vehicle is displayed immediately after the dot display. As a result, since the outer shape of the test vehicle 1 is displayed on the map, the position of the test vehicle 1 can be easily seen on the monitor display screen, and the possibility of contact can be confirmed on the screen.

However, when a map of the entire test course is displayed on the monitor display screen of the display device 40, the outline of the vehicle becomes a point due to the scale on the map.
For example, when displaying a test course on a 40-inch monitor display screen, if the length of the test course in the longitudinal direction is 1500 m and the vehicle length S is 2 m, the length of the vehicle in the screen is
2m x (40 inches x 0.0254m) / 1500m = 1.4mm
It becomes.
For this reason, as illustrated in the figure, the scale of the outer shape of the test vehicle 1 is changed and enlarged and displayed on the monitor display screen. In the example of the figure, the outer shape of the vehicle is displayed in a rectangle for convenience. In addition, since the GPS antenna 12 is mounted on the rear part of the test vehicle 1, the dot display indicating the position of the test vehicle 1 is arranged on the rear part of the vehicle outer shape so that it fits the actual situation from the viewpoint of positioning accuracy. I think. However, such a display is difficult to visually understand for a monitor who monitors on the monitor display screen. If the vehicle length is negligible on the monitor display screen, the difference in distance between the front and rear ends of the vehicle is not meaningful, so even if the vehicle display position is displayed at the front end of the vehicle outline There is no particular problem.
Of course, considering the position accuracy, the screen display control of the screen display control 44 takes into account the distance (antenna installation distance) between the GPS antenna and the front end of the vehicle (front end of the front wheel), and the positioning result of the test vehicle 1 It goes without saying that the position of the test vehicle 1 may be displayed by adding a length corresponding to the antenna installation distance.

When only the outer shape of the vehicle is particularly enlarged and displayed with respect to the scale of the map, it is impossible to determine whether or not the approaching vehicle is in contact.
For example, when a test course is displayed on a full 40-inch monitor display screen, if the length of the test course in the longitudinal direction is 1500 m and the vehicle interval L is 10 m, the length of the vehicle interval in the screen is:
10m x (40 inches x 0.0254m) / 1500m = 7mm
It becomes.
Assuming that the outer shape of the vehicle is displayed at 5 mm in the screen, the vehicles appear to be in contact with each other in the display screen even though the vehicle interval is actually 10 m away.
For this reason, when the vehicle interval L becomes a predetermined distance L ₀ or less (for example, 10 m or less), only the position of the following vehicle is determined according to the scale ratio of the vehicle interval and the outer shape with respect to the test vehicle 1 approaching each other It is only necessary to shift the display. Or it is good to match | combine the scale ratio of a position and an external shape, and to enlarge and display only the approaching test vehicle 1 on another screen.
In the illustrated example, in the test vehicles 1-3 and 1-4 that are close to each other within the region surrounded by the one-dot chain line 61, the scale ratio of the vehicle interval L in the figure is the same as the scale ratio of the vehicle length S. The leading position of the following vehicle 1-4 is displayed while being shifted backward.
For example, when a test course is displayed on a 40-inch monitor display screen, if the length of the test course in the longitudinal direction is 1500 m, the vehicle interval L is 10 m, and the vehicle length S is 2 m, the vehicle length in the screen If the scale ratio of the vehicle outer shape is 1/400 times so that the distance is 5 mm, when the actual vehicle distance L is 10 m, the distance between the vehicles on the screen is 25 mm, and the length considering the scale ratio of the map Longer than 7 mm.
Note that the vehicle outer shape may be displayed larger in consideration of positioning errors when displaying the outer shape. For example, in the case of a vehicle having a vehicle length of 2 m, 1 m of the maximum positioning error is added to the vehicle length, the vehicle length is set to 4 m, and the vehicle is displayed with a size of 10 mm in the figure.

Thus, by displaying the position of the test vehicle 1 on the monitor display screen of the display device 40, the position of the test vehicle 1 on the test course can be accurately managed and grasped.
Further, by displaying a map of the inner and outer boundary lines of the test course and the position of the test vehicle 1, it is possible to detect a vehicle that has deviated from the test course.
Further, by using the vehicle outer shape information, it is possible to predict the occurrence of a collision accident in the approaching vehicle. For example, the distance between approaching vehicles can be visually grasped on the screen.
In addition, it is possible to determine whether or not vehicles approaching each other collide with each other. For example, if the outer shapes of the vehicles overlap in the screen, it can be estimated that the vehicle may be in contact.
As a result, when an emergency occurs due to an abnormal stop of the vehicle or a contact accident, the monitoring staff can immediately detect the occurrence of the abnormality and can quickly cope with the abnormal situation.

Next, the abnormality determination process of the abnormality detection unit 46 will be described.
8A and 8B are diagrams illustrating an example of abnormal traveling. FIG. 8A illustrates a situation when the vehicle is abnormally stopped due to the occurrence of the abnormality of the vehicle, and FIG. The situation at the time of abnormality of the vehicle is shown.

FIG. 8A shows that the test rider 17 spontaneously decelerates the test vehicle 1 at the position P _{0 in accordance} with the occurrence of an abnormality in the test vehicle 1 such as an increase in oil temperature or abnormal vibration of the steering wheel. An example of stopping at a position P ₁ deviating from 2 is shown. In this case, the test rider 17 stops the vehicle at a safe position while getting on the test vehicle 1.
However, since it is an abnormal situation in performing the test drive, the abnormality detection unit 46 sends a determination result to the display control unit 44 when it is determined that the stop state of the vehicle has occurred. The fact is displayed on the display 40 by the control, and an alarm is displayed to the monitor who monitors the vehicle on the display screen. For example, as shown in FIG. 6, the characters “abnormal stop” are displayed on the screen near the stop position of the test vehicle 1-2. This display character may be improved in visibility by blinking or displaying in red.

FIG. 8 (b), the test vehicles 1-5 passing through the position P ₀ fall at the position P _2, and shows a state transition in which the test vehicle 1-5 stopped at a position P ₃ while falling. At this time, the test rider 17 reaches the position _{P 4} disengaged from the test vehicle 1-5. In this state, when the test rider 17 exists in the test course 2, the other test vehicle 1 is urgently stopped so as to avoid contact with the following vehicle in the accident area 62, and the test rider 17 is quickly moved. I need to be rescued.
At the same time as the test vehicle 1-5 to fall at the position _{P 2,} facing waves axis horizontal GPS antenna 21, it can not receive the GPS signal. In other words, thus interrupted is the positioning result by GPS observation data position P ₂ as the last. As a result, an operation state signal of “abnormal operation” for the GPS is output from the positioning calculator 23.
Further, the vehicle speed pulse is interrupted by the fall of the test vehicle 1-5, the output value of the gyroscope is suddenly changed, and the output signal from the INS 29 is interrupted or suddenly changes. As a result, an operation state signal “abnormal operation” for the INS 29 is output from the positioning calculator 23.
In this case, the abnormality detection unit 46 sends a determination result to the display control unit 44 on the basis of various operation state signals indicating “operation abnormality” accompanying the vehicle overturning and the predicted position of the occurrence of the overturn. By the display control, the display device 40 performs the following display process.
For example, assuming that the position P _{2 at} which the positioning result is interrupted or the position P _{2 at} which the value has suddenly changed is the vehicle's fall position, the text “with fall” is displayed near the position P ₂ as illustrated in FIG. and displays, displays at the position P ₂ discernible pattern or character (× displayed in the example of the figure). This display character may be improved in visibility by blinking or displaying in red.
Further, as illustrated in FIG. 6, a circle of a predetermined radius centered on the fall position P ₂ of the vehicle, and displays a hazard occurs zone 62 (bold dotted circles in the illustrated example). As a result, it is possible to clearly indicate to which side the danger zone where the vehicle falls has occurred, to the monitor who monitors the monitor display screen.
Accordingly, the supervisor can quickly notify the test rider of another test vehicle that an accident caused by the fall of the test vehicle 1-5 has occurred through the wireless communication device 200, and the occurrence of the accident. It becomes possible to rush to the spot.
In addition, it is possible to notify the danger zone where the accident has occurred to other test vehicles, and to prevent accidents involving the following vehicles.

Next, the abnormality determination process of the abnormality detection unit 46 will be described. The abnormality detection unit 46 performs an abnormality determination process using the vehicle information transmitted from the base station wireless device 3.
FIG. 9 is a diagram illustrating an example of vehicle information input from the base station wireless device 3 to the abnormality detection unit 46. The base station wireless device 3 reproduces vehicle information from the received packet data, and transmits the reproduced vehicle information to the abnormality detection unit 46. At this time, the vehicle information for each vehicle ID shown in the figure is sequentially input to the abnormality detection unit 46 with the vehicle information of the vehicles having the same time t as a single data stream. Among the vehicle information input to the abnormality detection unit 46, position information at each time (time t, t-1,...) Up to a predetermined time is temporarily stored in a memory (not shown). Here, an example in which positions up to 2 seconds before (time t-1, t-2) are stored will be described.
In the figure, t1, x11, y11, * 01 *, etc. are actually numerical values, but are shown here as symbols for convenience of explanation. The time t1 is time accuracy of 0.01 seconds or less, the position indicates the coordinates of the geodetic system (latitude, longitude) and the accuracy is cm or less in terms of length, the traveling data are various numerical values such as oil temperature, water temperature, etc. Has become the commander.

FIG. 10 is a diagram showing various forms of vehicle information respectively corresponding to various traveling events (events 1 to 11) of the vehicle when the abnormality detection process is performed by the abnormality detection unit 46.
In the drawing, however, vehicle ID, rider ID, GPS operation state signal output, INS operation state signal output, and position change indicate vehicle information at time t synchronized with the standard time. The illustration of the vehicle position at time t is omitted. Further, here, the position at time t-1 (that is, before a predetermined time Δt before time t), the position change within the predetermined time Δt at time t, and the predetermined time Δt at time t−1. The position change is shown. The position change at time t is obtained, for example, by obtaining the difference between the position x1 at time t and the position x2 at time t-1. The position change at time t-1 is obtained, for example, by obtaining the difference between the position x2 at time t-1 and the position x3 at time t-2.

FIG. 11 is a flowchart for explaining the abnormality determination processing operation of the abnormality detection unit 46.
In FIG. 11, in step S101, the vehicle ID is extracted from the vehicle information transmitted from each test vehicle 1 and received by the abnormality detection unit 46, and the possessed vehicle of the vehicle ID is set as a monitoring target vehicle. The vehicle ID of the monitoring target vehicle is registered in an empty address of the vehicle ID stack. After the vehicle IDs of all the monitoring target vehicles are registered, the process proceeds to the next step S102.

Here, the vehicle ID stack will be described with reference to FIG. FIG. 12A is a diagram showing an example of ID storage in the vehicle ID stack.
The vehicle ID stack stores N vehicle IDs in order from the top address (No. 1) to the end address (No. N). The addresses after the end address are empty addresses. As shown in FIG. 12A, for example, when five vehicle IDs (ID1 to ID5) are stored, five addresses (A1 to A5) are set corresponding to each vehicle ID. A6 is an empty address.

The abnormality detection unit 46 always takes out the vehicle ID every time vehicle information is received, and whenever it detects that the taken-out vehicle ID is not registered in the vehicle ID stack, the abnormality detection unit 46 uses this new vehicle ID as a free space in the vehicle ID stack. Register at the address. This registration process is always executed regardless of step S101.
The abnormality detection unit 46 uses the vehicle ID of the current address as the vehicle ID to be processed.
Further, every time the vehicle ID at the current address is deleted, the vehicle ID at the next address is moved to the storage address of the deleted vehicle ID, and the adjacent vehicle ID is sequentially transferred. At the same time, the next processing address described later is changed to the current address.

FIG. 12B is a diagram for explaining the process for deleting the vehicle ID in the vehicle ID stack. For example, if the third vehicle ID (ID3) stored at the current address is deleted, the vehicle ID (ID4) stored at the fourth address A4 is transferred to the address A3. Further, the end address is changed from the fifth A5 to the fourth address A4, and the vehicle ID (ID5) stored in the address A5 is transferred. The next processing address is address A3.
The head address, tail address, empty address, current address, and next processing address are stored in a register (not shown).

Returning to FIG. 11, the abnormality detection flow of the abnormality detection unit 46 will be described.
In step S102, the data acquisition time t of the vehicle information is updated. The initial condition is t = 0, and thereafter the calculation processing loop is repeated until all vehicle IDs are deleted from the vehicle ID stack. The abnormality detection unit 46 determines that all the vehicle IDs have been deleted when the storage information of the vehicle ID does not exist at the head address.
In step S102, when the data acquisition time t of the vehicle information is updated, the process proceeds to step S103, and the next processing address is set as the head address.

Next, in step S103, the current address of the vehicle ID stack is referred to with the next processing address set in advance as the current address, and the vehicle ID to be processed is selected.
Further, the storage address of the vehicle ID selected at the next execution of step S103 is set as the next next processing address, and the process proceeds to the next step S104. For example, when the current address is A3, the next processing address is address A4.
Each time step S103 is re-executed, the setting destination of the next processing address is sequentially switched from the head address to the tail address. When the current address reaches the end address, the next processing address is set to an empty address.
When step S103 is re-executed, if the next processing address is an empty address, the process proceeds to step S102 to update the vehicle information data acquisition time t.

Next, in step S104, the vehicle position at the time t of the latest reception data or the time t-1 of the previous reception data stored in the memory exists outside the pit area, or position information is included in the received vehicle information. Determine if exists.
Position coordinates indicating the internal area or boundary line of the pit area are set in advance, and whether the measured vehicle position (X, Y) is included in this internal area or whether it is within the boundary line What is necessary is just to determine suitably.
In step S104, the position coordinates of the inner area of the test course and the position coordinates of the outer area of the test course are set in advance, and the vehicle position (X, Y) of the measured test vehicle 1 is determined as the test course. It may be determined appropriately whether or not it is included in the inner region. By this determination, when the vehicle position is outside the test course, the abnormality detection unit 46 may display on the display 40 that the vehicle is in an abnormal running state.
If the position of the test vehicle 1 does not exist in the pit area (in the case of Yes), in the next step S105, whether or not the vehicle information received at time t includes the read information (rider ID) of the RFID tag 19 is included. To check.

If it is confirmed in step S105 that there is no read information, it is determined that there is a possibility that the test vehicle 1 has fallen and the test rider 17 has left, and the process proceeds to the next determination step S106.
State in step S106, the vehicle position change ΔX within a predetermined time period Δt at time t-1, in the case of less than the specified value X _0, the test vehicle 1 is stopped outside the test course, the test rider 17 got off from the vehicle It is determined that That is, it is determined that an abnormal situation occurs in the test vehicle 1 or an emergency call is received from the vehicle management center, and the test rider 17 stops the test vehicle 1 urgently, and then gets off the test vehicle 1.
In this case, in step S107, the above-described process of deleting the corresponding vehicle ID from the vehicle ID stack is executed and excluded from the processing target vehicle, and then the process returns to step S103 and continues. At the same time, a display process for displaying the above-mentioned “abnormally stopped” vehicle on the display 40 is executed. As the display position of the stopped vehicle, the vehicle position when the rider ID is not received (time t) is displayed as the stop position.
Incidentally, the prescribed value X ₀ of the above is a value that is appropriately set in consideration of the positioning calculation error, for example, it may be set to 1m of maximum error. If the predetermined time Δt = 1 second, this state is 4 km / h or less and substantially corresponds to a stop state.
On the other hand, in step S106, the vehicle position change ΔX within a predetermined time period Δt at time t-1 is equal to or larger than the prescribed value X _0, the test vehicle 1 during normal running at time t-1 to tip over the immediately preceding time t Then, it is determined that the test rider 17 is in a state of being detached from the vehicle. Further, when the vehicle falls down at time t-1 and the vehicle position cannot be measured, the vehicle position information is lost, and the change in the vehicle position cannot be measured, the test rider 17 is also detached from the vehicle. It is determined that this is the state.
If it is determined that the vehicle is falling, the determination result is output to the display 40 in step S108, and the display 40 performs a predetermined display process corresponding to the above-described vehicle falling. Next, the above-described processing for deleting the corresponding vehicle ID from the vehicle ID stack is executed and excluded from the processing target vehicle, and then the processing returns to step S103 and continues.

When the rider ID is included in the vehicle information in step S105, the process proceeds to step S109.
In step S109, it determines if the vehicle position changes within a predetermined time Δt at time t-1 is a [Delta] X <X _0, and the vehicle in a state where the test rider 17 riding is stopped. That is, it is determined that an abnormal situation has occurred in the test vehicle 1 or that the test rider 17 has stopped the test vehicle 1 in an emergency after receiving an emergency call from the vehicle management center. In step S <b> 114, a display process for displaying the above-described “abnormally stopped” vehicle on the display 40 is executed. As the display position of the stopped vehicle, the vehicle position when the rider ID is not received (time t) is displayed as the stop position. Then, it returns to step S103 and continues processing. In this case, since the test rider does not get off from the test vehicle 1, the vehicle ID may not be deleted from the vehicle ID stack because there is a possibility of continuing the test course.
On the other hand, in step S109, when the vehicle position change ΔX within a predetermined time period Δt at time t-1 is X ₀ or more, to indicate INS operation status signal at time t in step S115 is abnormal, the vehicle It is determined that there is a possibility of falling. In step S116, the display device 40 is caused to execute the above-described display process when the vehicle falls, and then the process proceeds to step S103.
In this case, the corresponding vehicle ID is deleted from the vehicle ID stack and excluded from the processing target vehicle only when the GPS operation state signal is also abnormal at the same time. If only the INS operation status signal is abnormal, a failure of the INS 29 is assumed, so the presence of a fallen vehicle is confirmed by the monitoring monitor installed in the test course, the observers installed in the course, and other test riders The corresponding vehicle ID is not deleted from the vehicle ID stack until the presence confirmation is performed.
Further, when both the GPS operation state signal and the INS state signal at time t are normal in step S115, or when it is determined that the GPS operation state signal is abnormal, it is determined that the test vehicle 1 is running normally. judge. In this case, the process proceeds to step S117.

Next, when it is determined in step S104 that the vehicle position at time t or time t-1 is within the pit area (in the case of No), the process proceeds to step S110.
In step S110, when there is no rider ID in the vehicle information at time t, the process proceeds to step S111.
In step S111, if the vehicle ID does not exist in the vehicle information at time t, it is determined in step S112 that the vehicle running test is completed and the vehicle is turned off, and the vehicle ID is set in the vehicle ID stack. Execute the process to delete from. Then, it returns to step S103 and continues processing.
On the other hand, if the corresponding vehicle ID exists in the vehicle information at time t in step S111, it is determined in step S113 that the vehicle is stopped in the pit, but that the test rider 17 has just got off the vehicle. . In this case, since there is a possibility that the test drive is continuously performed, the corresponding vehicle ID is not deleted from the vehicle ID stack until the transmission of the corresponding vehicle ID is completely stopped, step S103. Return to and continue processing.

  In step S117, the presence / absence of an approaching vehicle is determined for each test vehicle traveling on the test course. In step S118, when the presence of an approaching vehicle is confirmed in step S117, a vehicle approach mode for executing display processing and warning processing of the indicator 40 corresponding to vehicle approach is executed. In step S118, if the presence of an approaching vehicle is not confirmed in step S117, it is determined that there is no abnormality in approaching the vehicle, and the process proceeds to step S103.

FIG. 12 is a flowchart illustrating the approach determination of the test vehicle and the vehicle approach mode processing.
In step S117 described above, determines whether the vehicle from the vehicle position X1 corresponding to the vehicle ID to be processed in the distance L ₀ within exists.
For example, the vehicle ID is sequentially changed, and it is determined whether or not the corresponding vehicle position is within the range of distances X1−L _{0 to} X1 + L ₀ . Result of the determination, if the vehicle within the inter-vehicle distance L ₀ was present is determined that there is the approaching vehicle, the process proceeds to step S121.
Further, when there is no vehicle within the distance L ₀ from the vehicle position X1, it is determined that there is no approaching vehicle.
Next, in the vehicle approach mode in step S118, step 121, step 122, and step 123 are executed.
In step 121, the vehicle ID to be processed, of a vehicle each corresponding to the vehicle ID which is present within the inter-vehicle distance L _0, and displays the vehicle contour on the monitor screen of the display unit 40.
Also, in step 122, it obtains the difference between the position of the vehicle ID which exists within the position and inter-vehicle distance L ₀ of the vehicle ID to be processed, if the position difference is less than or equal to the vehicle length, vehicle It is determined that there is overlap in the outer shape. On the other hand, when the position difference is longer than the vehicle length, it is determined that there is no overlap in the vehicle outer shape.
In this determination, the presence or absence of contact may be determined by giving a predetermined offset value to the actual vehicle length in consideration of the positioning error. As a result, inadvertent warning display due to erroneous determination can be prevented. When contact occurs, it is possible to determine whether the vehicle has fallen in the above-described steps S108 and S116. Therefore, even if the offset value is given, it is possible to prevent the accident of the vehicle.
If it is determined in step 122 that there are overlaps in the vehicle outer shape, it is determined in step S123 that the vehicles may be in contact with each other, and the determination result is sent to the display control unit 44. This is displayed on the display 40 by display control.
If it is determined in step 122 that there is no overlap in the vehicle outer shape, it is determined in step S124 that there is a risk that the vehicles will come into contact with each other, and the determination result is sent to the display control unit 44. That is displayed on the display 40 by the display control 44. At the same time, the test vehicle 1 with another vehicle ID is automatically notified of a warning by voice or automatically displayed through a warning display lamp (not shown) mounted on the vehicle. Report sex to test rider.

According to this embodiment, each test vehicle is equipped with a GPS antenna and a GPS receiver mounted on the test vehicle that runs in the test course, and the position of the test vehicle is measured with high accuracy using the position correction information. It is possible to monitor the position in the test course with a cm-class accuracy.
This makes it possible to manage the position of each vehicle and collect travel data of each vehicle, and to rescue a vehicle that has fallen off the test course. In addition, by inputting the vehicle outer shape information, it is possible to predict and detect a vehicle collision accident.
In addition, in the method using GPS single positioning or DGPS positioning, the position accuracy is several meters to several tens of meters, so the vehicle position cannot be accurately managed. In the vehicle monitoring system according to this embodiment, By accurately measuring the position of the test vehicle using the position correction information, it is possible to accurately monitor the position of the vehicle.

Embodiment 2. FIG.
In the vehicle monitoring system of the first embodiment, the example in which the positioning processing device 12 is fixed to the rear cargo bed 15 and installed is shown.
In this case, when the test vehicle 1 runs in a bank at the corner of the test course 2, the main axis of the GPS antenna 21 is inclined with an inclination of 30 ° to 40 ° from the vertical direction. Since the GPS antenna 21 is deteriorated to about 5 dB at an angle inclined by 60 ° from the main axis, the viewing angle is preferably within 120 ° from the main axis. When the bank is running, the main axis of the GPS antenna 21 is inclined from the zenith direction, so that the substantial viewing angle in the zenith direction is reduced. For this reason, it may be impossible to capture four or more GPS satellites. If the GPS satellite non-capturing time continues for 10 seconds or more, the positioning accuracy is deteriorated because only positioning by dead reckoning navigation is performed.
In this embodiment, the GPS antenna 21 is installed on a shaking table that shakes in the roll direction of the vehicle body (the rotation direction in which the vehicle body is tilted to the left and right with the longitudinal direction of the vehicle body as the rotation axis). By stabilizing the shaking table in the inertial space, the main axis of the GPS antenna 21 is always directed in the vertical direction even when the vehicle body travels in a bank.

FIG. 14 is a diagram showing the structure of a rocking table that supports the GPS antenna 21 according to the second embodiment.
14A is a view as seen from the pitch axis direction on the side surface of the vehicle body, and FIG. 14B is a cross-sectional view taken along the line FF in FIG. 14A as seen from the roll axis direction. FIG. 14C is a view as seen from the front of the vehicle body (roll axis). The vehicle body of the test vehicle 1 tilts in the roll direction, and the shaking table rolls in a direction to cancel the tilt. It is a figure which shows the state which faced the perpendicular direction.

In the figure, the GPS antenna 21 is fixed to the upper part of the rotating body 52. A GPS receiver 22 (not shown) is installed on the lower surface of the GPS antenna 21. The rotating body 52 includes two rotating shafts 53. Each rotating shaft 53 is disposed in a gate shape between the two supports 51 and is rotatably supported with respect to each support 51. The two supports 51 are spaced apart and fixed to the upper part of the base 54. The bottom surface of the base 54 is fixed to the rear cargo bed 15 of the test vehicle 1. A positioning calculator 23, a wireless transmission device 27, a mobile phone terminal 26, a controller 24, an INS 29, and the like are accommodated in the base 54. The rotating shaft 53 is installed so as to be parallel to the roll axis of the vehicle body of the test vehicle 1.
As a result, the rotating body 52 swings around the roll axis with respect to the support body 51. The rotator 52 can be tilted with respect to the support 51 to a predetermined maximum tilt angle (for example, a maximum of 60 °) larger than the bank angle (for example, 40 °) of the test course corner portion.

The rotating body 52 rotatably supports two rotating shafts 55 coaxial with the main shaft of the GPS antenna 21 on the inner upper and lower surfaces. A disc-shaped rotary rotor 56 having a predetermined inertia (inertia) is sandwiched and fixed between the two rotary shafts 55. The rotating shaft 55 is installed so as to rotate around the yaw axis with respect to the rotating body 52. A storage case 57 is fixed to the lower surface of the rotating body 52. The storage case 57 stores a drive unit (not shown) such as a motor or a gear box that rotates the rotary rotor 56. The drive unit rotates the rotary rotor 56 at a predetermined rotation speed. The drive unit is provided with a tachometer and an encoder for detecting the rotational speed, and is controlled so that the rotational speed of the rotary rotor 56 is always equal to or higher than a predetermined value.
As a result, the rotary rotor 56 always rotates at a high speed around the yaw axis at an angular velocity of a predetermined value or more with respect to the rotating body 52.
Incidentally, the radius R, the weight M of the rotating rotor 56, when the height h, inertia Iz about the yaw axis is expressed by ^{M · R 2/2, Iy} = M (R 2/4 + h 2/12).

The GPS antenna 21, the rotating body 52, the rotating shaft 53, the storage case 57, the rotating shaft 55, and the rotating rotor 56 constitute the shaking table 50. The agitation base 50 rolls with respect to the base 54 (that is, with respect to the roll axis of the vehicle body) with the rotary shaft 53 as a roll axis.
The position of the center of gravity of the shaking table 50 is matched with the center of the rotary rotor 56. Further, the position of the center of gravity of the shaking table 50 is disposed on the extension of the central axis of the rotation shaft 53. As a result, the centrifugal force and the gravity acting on the shaking table 50 are applied on the roll axis, so that the shaking table 50 does not receive a rotational moment due to the centrifugal force or gravity. Only the disturbance torque such as the unbalance moment generated by the displacement of the center of gravity, the friction torque of the bearing, and the impact force applied through the rotating shaft 53 acts on the shaking table 50, and the magnitude of the disturbance torque is extremely small.

Therefore, by rotating the rotating rotor 56 at a high speed, the gyro effect of the rotating rotor 56 acts, and the influence of disturbance torque can be counteracted. As a result, the rocking base 50 can always be maintained at a constant angle with respect to the roll axis, and the main axis of the GPS antenna 21 can always be oriented in the vertical direction.
Further, even when the roll angular velocity is generated due to the influence of disturbance, the rotational speed of the rotary rotor 56 around the yaw axis is increased to cancel the roll angular velocity, so that the shaking table 50 can always be maintained at a constant angle. I can do it.
The rotational speed of the rotary rotor may be set to an appropriate value so as not to be affected by disturbances by experiments or simulation of the dynamics of the shaking table 50 obtained based on the Euler equation.

  It should be noted that an angle sensor and an angular velocity sensor for detecting the roll angle and roll angular velocity of the shaking base 50 with respect to the support 51 and a gyro for detecting the roll angle and roll angular velocity of the vehicle body are provided, and the shaking table 50 with respect to the roll angle of the vehicle body is provided. It goes without saying that a servo system that stabilizes the space of the rocking table 50 may be configured so that the roll angle is canceled in the opposite direction and the roll angular velocity of the rocking table 50 becomes zero. Even in this case, the main axis of the GPS antenna 21 can always be directed in the vertical direction.

  Further, an acceleration sensor may be installed on the base 54 so that the output of the GPS antenna 21 is cut off when an impact when the vehicle body falls is detected. For example, a cut-off switch may be provided that cuts off the signal output from the GPS receiver to the positioning calculator 23 when the output of the acceleration sensor in the horizontal direction of the vehicle body exceeds a predetermined value.

It is a figure which shows the structure of the vehicle monitoring system by Embodiment 1 of this invention. It is a figure explaining the concept of the surface correction parameter by Embodiment 1 of this invention. It is a figure which shows the structure of the motorcycle mounting terminal by Embodiment 1 of this invention. It is a block diagram which shows the function structure of the motorcycle mounting terminal by Embodiment 1 of this invention. It is a block diagram which shows the function structure of the vehicle management center by Embodiment 1 of this invention. It is a figure which shows the arithmetic processing of dead reckoning navigation by Embodiment 1 of this invention. It is a figure which shows the monitor display screen of the indicator by Embodiment 1 of this invention. It is a figure which shows the example of a driving | running | working of abnormal driving | running | working. It is a figure which shows an example of the vehicle information which the abnormality detection part by Embodiment 1 of this invention receives. It is a figure which shows the various forms of the vehicle information corresponding to the driving | running | working event of a vehicle. It is a flowchart explaining the abnormality determination processing operation by Embodiment 1 of this invention. It is a figure explaining the vehicle ID stack by Embodiment 1 of this invention. It is a flowchart explaining the approach determination process of the vehicle by Embodiment 1 of this invention. It is a figure which shows the structure of the rocking stand which supports the GPS antenna by Embodiment 2 of this invention.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 1 Test vehicle, 2 Test course, 3 Base station radio | wireless apparatus, 6 Vehicle management center, 7 Positioning information delivery station, 8 Electronic reference station, 9 Mobile communication base station, 11 GPS satellite, 12 Positioning processing apparatus, 13 Card reader, 17 Test lidar, 19 RFID tag, 21 GPS antenna, 22 GPS receiver, 23 Positioning calculator, 26 Mobile phone terminal, 29 INS, 30 ECU, 27 Wireless transmission device, 40 Display, 42 Map database, 46 Abnormality detector, 52 rotating body, 56 rotating rotor.

Claims (7)

A receiving device for receiving a positioning satellite transmission signal;
The position correction parameter for correcting the positioning error depending on the distance from the reference position of the electronic reference station is supplied from the positioning information distribution station, and the position calculation is performed using the output signal of the receiving device and the position correction parameter to move the position correction parameter. A calculator that outputs body position information,
A card reader that reads information stored in an RFID tag possessed by a passenger of a mobile object by wireless communication and outputs the read information;
And a wireless transmission device that wirelessly transmits read information of the RFID tag and position information calculated by the calculator as mobile information,
A mobile-equipped terminal device comprising:
A base station wireless device that receives the vehicle information by wireless communication with the wireless transmission device;
Based on the position of the moving body obtained from the received vehicle information and reading information of the RFID tag, the abnormality detecting device for detecting the occurrence of abnormality of the moving body equipped with the moving body mounting terminal device;
A moving body monitoring system comprising: The moving body is a motorcycle,
The abnormality detection device determines that the moving body has fallen when there is no reading information of the RFID tag and the position change immediately before the moving body obtained from the moving body information is equal to or greater than a predetermined value. The moving body monitoring system according to claim 1, wherein: 2. The moving body monitoring system according to claim 1, wherein when the abnormality detecting device detects an abnormality occurrence in a specific moving body, the abnormality occurrence is displayed on a display screen. A map database including a map generated from position information in a traveling course measured in advance based on a reception signal of a GPS receiver and the error correction parameter;
A display for displaying the position of the moving body obtained from the vehicle information superimposed on a map stored in the map database;
The moving body monitoring system according to claim 1, further comprising: A receiving device for receiving a positioning satellite transmission signal;
An inertial sensor;
A position correction parameter for correcting a positioning error depending on the distance from the reference position of the electronic reference station is supplied from the positioning information distribution station, performs positioning calculation processing using the output signal of the receiving device and the position correction parameter, and performs the positioning An arithmetic unit that corrects an error included in the positioning calculation processing result obtained by the inertial sensor using the calculation processing result, and outputs position information of the motorcycle based on the corrected positioning calculation processing result;
A card reader that reads information stored in an RFID tag possessed by a passenger of the motorcycle by wireless communication and outputs the read information;
A wireless transmission device that wirelessly transmits the reading information of the RFID tag and the position information calculated by the calculator as vehicle information;
A motorcycle-equipped terminal device equipped with a motor. The receiving device includes a positioning signal receiving antenna;
The positioning signal receiving antenna is supported by a rotating body that can swing in the roll direction with respect to the motorcycle,
The terminal device for mounting a motorcycle according to claim 6, wherein the rotating body includes a drive unit that controls the positioning signal receiving antenna so that the positioning signal receiving antenna does not swing in a roll direction with respect to the space. The receiving device includes a positioning signal receiving antenna;
The positioning signal receiving antenna is supported by a rotating body that is rotatable in the roll direction of the motorcycle,
The terminal device for mounting a motorcycle according to claim 6, wherein the rotating body includes a rotating rotor that rotates at a predetermined rotational speed or more around a main inertia main axis of the positioning signal receiving antenna.

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