KR102050676B1 - Method and apparatus for measuring characteristics of wireless service along a subway route as distinguished between platform and tunnel through personal communication terminals - Google Patents

Abstract

According to the present invention, a communication terminal comprises: a communication unit configured to connect to a mobile communication network or a Wi-Fi network to communicate and search for access points providing the Wi-Fi network; a sound detection unit configured to detect a previously designated specific sound such as an acceleration sound or a deceleration sound in a sound created in surroundings; and a management unit configured to store characteristics of a wireless service of the mobile communication network with measurement time information while repeatedly measuring the characteristics of the wireless service, determine offset time based on installation place information of access points discovered by periodic searches for the Wi-Fi network, add the determined offset time to time at which the sound detection unit detects the specific sound to determine specific time, and then record information for identifying a measurement value having measurement time information closest to the determined specific time among measurement values of the stored characteristics of the wireless service as a value measured on a boundary area of a platform and a tunnel.

Description

{Method and apparatus for measuring characteristics of wireless service along a subway route as distinguished between platform and tunnel through personal communication terminals}

The present invention provides a method and method for enabling a person to grasp the characteristics of a wireless service such as the quality of a wireless service provided along a route on which a train is running and the resulting radio wave strength using a mobile communication terminal carried by people. It relates to a device for.

In the case of trains operating in large cities, most of the operation routes are underground. Since these underground spaces do not reach signals for wireless services such as mobile communication networks, users can install wireless repeaters separately or install access points (APs) that form local networks such as Wi-Fi networks. Providing a service.

In addition, by periodically measuring the characteristics of the wireless service such as the quality (for example, service speed, signal strength, the state of the signal shadow area, etc.) provided by the installed devices or the strength of electromagnetic waves caused by their wireless signals, Taking care of it. For example, for places with poor service quality, additional repeaters or connection points may be installed, or backhaul of Wi-Fi networks may be added. Beyond this, it reduces the output of the radio signal transmitted.

However, on the ground where GPS signals are received, by measuring the characteristics of the wireless service and acquiring the information of the measurement position, the characteristics of the wireless service can be easily identified by dividing by area or by place, but the underground space in which the train is operated. Since the GPS signal cannot be received, the GPS signal cannot be used to identify a wireless service characteristic while specifying a location.

Accordingly, a service provider that provides a wireless network service in an underground space may allow a measurer to measure a desired wireless service characteristic while driving the special measuring equipment in an electric vehicle, but the measurer may measure a corresponding measuring place (for example, By comparing the station or tunnel section of a particular station with the order of the station of the corresponding line, a signal is manually applied so that a specific mark that can be checked later is recorded together in the measurement information.

And after the measurement is completed, by comparing the order of the specific marks so authorized and the measured service interval with each other, to find out which mark is for which station, and the series of measurement information is for the station of which station, or It will identify which tunnel section it is for.

However, such a measurement method requires a lot of maintenance costs because expensive equipment and manpower are required for measurement, and since it is a measurement by manpower, it is impossible to grasp the characteristics of wireless service in real time. It is difficult to immediately respond to harmful levels of electromagnetic waves.

In addition, since there may be a mistake in the operation input by the measurer to the measurement equipment in order to grasp the place of the measurement information afterwards, it may occur that the measurement information does not exactly match the specific place. To eliminate this error, measurements are made repeatedly on the same rail line, which also leads to inefficiencies in the operation of human resources.

An object of the present invention is to provide a method and apparatus for automatically identifying the characteristics of a wireless service along a driving route using a mobile communication terminal carried by an individual while identifying a place.

Another object of the present invention is to provide a method and an apparatus for accurately identifying a boundary between a platform and a tunnel from a sound generated in a driving electric vehicle or a surrounding thereof to determine a wireless service characteristic.

It is still another object of the present invention to provide a method and an apparatus for collectively using a mobile communication terminal carried by an individual without special measuring equipment to determine the characteristics of a wireless service in real time.

The object of the present invention is not limited to the object explicitly stated above, and of course includes the purpose of achieving an effect that can be derived from the specific and exemplary description of the present invention.

According to an aspect of the present invention, a terminal capable of connecting and communicating with a plurality of wireless communication networks, respectively, is configured to communicate by connecting to a first wireless communication network or a second wireless communication network, and further comprises a second wireless communication network. A communication unit configured to search for access points provided, a sound detector configured to detect a predetermined specific sound from sounds generated around the terminal, and wireless service characteristics of the first wireless communication network measured repeatedly by the communication unit. And determine an offset time based on the installation location information of at least one connection point found by a periodic search for the second wireless communication network of the communication unit. The specific time point at which the determined offset time is added to the time point when the sound detector detects the specific sound. And after determining, in the stored measured values of the wireless service characteristic, record information such that the measured value having the measured time point information closest to the determined specific time point is identified by the measured value at the boundary of the platform and the tunnel. It is configured to include a management unit.

In one embodiment according to the present invention, the management unit determines a direction in which the terminal is moving along an arbitrary train route based on the connection points found in the periodic search, and further adds to the determined movement direction. Based on this, the offset time is determined. Further, with respect to the same installation location information of the connection point, it is possible to determine different sizes with respect to the offset time when the determined moving direction is in the same direction as the reference direction defined for the arbitrary train line and in the reverse direction. In this case, in determining the offset time, the management unit is configured such that the offset time becomes larger as the installation location indicated by the installation location information of the at least one connection point is rearward of the electric vehicle in the determined moving direction. Decide Further, in the present embodiment, when the management unit, at least two different train stations that are identified based on the connection points found in the periodic search are all belong to the arbitrary train line, based on the order of identification of the train stations The direction of movement is determined, and if the train station identified based on the connection points found in the periodic search belongs to a train line different from the previously identified train station, the direction in which the terminal is moved is newly determined.

In one embodiment according to the present invention, the installation location information is designated as a value belonging to one of two or more divided regions with respect to a place installed in a platform of a subway station.

In another embodiment according to the present invention, the installation location information is a value for designating what order the passenger car is in the electric vehicle.

In one embodiment according to the present invention, when the installation location information of the at least one connection point is different from each other, the management unit determines the offset time based on the installation location information where the number of connection points having the same installation location information is greater, Alternatively, the offset time is determined as the time between the times calculated based on the times specified as the offset time for each of the different installation place information.

In another embodiment according to the present invention, when the installation location information of the at least one connection point is different from each other, the offset is based on the installation location information of the connection point having a greater signal strength at the at least one connection point. You can also determine the time.

In one embodiment according to the invention, the measured values relating to a wireless service characteristic are for a reception strength of a radio signal of the first wireless communication network or measured while receiving data of a file through the first wireless communication network. It is about one reception speed. The management unit transmits the measured values recorded with the information to be identified by the measured values at the boundary between the platform and the tunnel to a specific external server. In addition, the measurement values may be transmitted to the specific server together with information about the subway station identified based on the access point found in the periodic search during or immediately before the measurement values are obtained.

In one embodiment according to the present invention, the offset time determined based on the installation location information of the at least one connection point may be a negative value.

In one embodiment according to the present invention, the sound detection unit obtains frequency distribution information of the sound during the period with respect to the sound generated around the terminal at regular intervals, and the frequency distribution information obtained for each of the predetermined periods. For each subband in which the designated target band is divided, the frequency band in which a unit band having a frequency component of the maximum size is found in the unit of the reference bandwidth and marked as a dominant band, and the dominant band is marked for each subband When the distribution pattern of the dominant station is confirmed in the dominant station distribution table configured by collecting information for a predetermined time, and when it is determined that there is a distribution pattern matching the preset unique pattern for the specific sound, the It is determined that a particular sound has been detected.

In one embodiment according to the present invention, when the specific sound is an acceleration sound generated when the electric vehicle starts to accelerate, the sound detection unit may display the distribution table of any one of the dominant station distribution tables configured by the sound detection unit. When it is confirmed that there is a distribution pattern matching the unique pattern identified for the acceleration sound, prior to the confirmation, according to the additional condition of whether a specific signal due to the sound generated in the electric vehicle immediately before departure is detected, Determine whether it is detected.

In one embodiment according to the present invention, in the case where the specific sound is a deceleration sound generated when the electric vehicle decelerates to stop, the sound detection unit may be included in any distribution table of the dominant station distribution tables configured by the sound detection unit. When it is confirmed that there is a distribution pattern matching the intrinsic pattern found for the deceleration sound, according to an additional condition of whether a specific signal by a sound generated in an electric vehicle immediately after stopping is detected within a specified time after the confirmation, Determines whether deceleration sound is detected.

In the embodiment of checking the additional condition, the specific signal is a unique sound generated to inform passengers that the electric vehicle starts or stops, and the sound detection unit is adapted to the specific sound. It is determined whether or not the distinctive sound is detected based on whether a distribution pattern matching the identified unique pattern is detected in the dominant distribution table. In this case, the sound detection unit constructs a predominant band distribution table for finding a distribution pattern matching the eigen pattern for the specific sound, and predominantly for finding a distribution pattern matching the eigen pattern for the specific sound. When configuring the inverse distribution table, the width of the subband and the target band may be applied differently.

In addition, in an embodiment of confirming the additional condition, the specific signal may be a change in magnitude that appears in the sound heard in the cabin of the electric vehicle when the door of the electric vehicle is opened or closed. At this time, the sound detection unit determines that the specific signal is detected when the ambient sound to be detected changes by more than a specified reference value within a predetermined time. In this case, the predetermined time is the same time as the predetermined time, and the sound detector obtains the total sound intensity of the first half and the second half of the predetermined time, respectively, and the difference between the total sound intensity is When it is more than the reference value, it is determined that the specific signal is detected. And, if the total sound intensity of the first half is greater than the reference sound intensity of the second half, the specific signal is detected as the door of the electric vehicle is closed, and the total sound intensity of the first half is If the reference value is smaller than the total sound intensity, it is determined that the specific signal is detected as the door of the electric vehicle is opened.

In another embodiment according to the present invention, the specific sound may be a unique notification sound notifying the stop or start of the electric vehicle.

In one embodiment according to the present invention, the target band may be designated to have a narrower bandwidth than the entire bandwidth of the frequency distribution information for the audible sound.

In one embodiment according to the present invention, when the sound detection unit forms the dominant station distribution table, 70% or more of the frequency distribution information included in the subsequent order of the dominant station distribution table configured immediately before is included in the dominant station distribution table. It can also be configured.

According to another aspect of the present invention, a method for automatically measuring a characteristic of a wireless service according to a driving route of a train, the first step of storing the measured value with the corresponding measurement time information while continuously measuring the characteristic of the wireless service And at the boundary of the platform and the tunnel from the stored measured values, based on the time when the predetermined sound of the sound generated from the surroundings is detected and the location information of the at least one connection point found in the search. Specifying a specified value and recording information identifying the specified measured value, and transmitting the stored measured values together with the identifying information to an external specific server. The second step may include determining an offset time based on installation location information of at least one connection point found by a periodic search for a wireless communication network, and the offset determined at the time of detecting the specific sound. Adding a time to obtain a specific view point, and adding, in the stored measured values, a measurement value having measurement view information closest to the obtained specific view point to be identified as a value measured at the boundary zone. A step is made.

According to another aspect of the present invention, an apparatus capable of providing programs executed in another apparatus through an interface may include an interface capable of transmitting and receiving data to and from the outside, and the data being provided to the outside through the interface. And data storage means containing a program object executed in the communication terminal. Herein, when the program object is executed in a communication terminal that can be connected to the first wireless communication network and the second wireless communication network, the measured value is measured while continuously measuring the wireless service characteristic with respect to the first wireless communication network. A function of storing together the viewpoint information, a function of detecting a predetermined specific sound from the sounds generated from the surroundings, and periodically searching for the second wireless communication network, and installing location information of at least one connection point found in the search. A function of determining an offset time on the basis of the function, and calculating the specific time point by adding the determined offset time to the specific sound detection time point, and from the stored measured values, the closest measurement to the specific time point obtained A device for adding information for identifying a measured value having viewpoint information to be a value measured at the border zone. And, together with the information that allows identifying the stored measured values with the measured values at the border zone is configured to include program code for performing a function of transmitting to the outside a particular server of said communication terminal.

At least one embodiment of the present invention described above, or described in detail with reference to the accompanying drawings, is characterized in that the characteristics of the wireless service continuously and collectively in the driving route of the train by the mobile communication terminals carried by many people By measuring, the characteristics of the wireless service provided along the train's route, for example, the quality of service such as service speed or wireless signal strength, or the intensity of electromagnetic waves caused by the wireless signal can be centrally identified in real time. To be.

Therefore, the mobile communication service provider can reduce the cost according to the equipment and manpower that is input to grasp the characteristics of the wireless service, and the change of the wireless service characteristic, for example, the service interruption, the electromagnetic wave caused by the radio signal. Respond quickly to situations such as exceeding standards.

In addition, the present invention, in the collective measurement along the running route of the train by any mobile communication terminal, each measurement location, for example, the platform or tunnel section of the corresponding train station is accurately and automatically divided and measured By making it possible, it is very convenient and economical in comparison with the conventional method of distinguishing the platform and the tunnel by artificial manipulation and by ex post comparison. In addition, since automatic division based on such boundary zones is always performed correctly, even when performed independently by a large number of mobile communication terminals, boundary zones in any subway station are always applied uniformly. Therefore, it is reliable enough that measurement information classified based on the boundary zone by different mobile communication terminals are also classified based on the same zone.

Accordingly, a mobile communication network operator who wants to relay a wireless signal for a mobile communication service along a subway path is based on a wireless service characteristic in which a platform and a tunnel are divided and measured collectively according to the present invention. Considering the facility investment cost and the harmful level of electromagnetic waves, it is possible to determine how much relay facilities should be established or relocated on the platform and tunnel sections, thereby reducing costs and making efficient investment and management.

1 is a diagram illustrating an entire system to which a method for distinguishing a platform and a tunnel by using a personal communication terminal according to the present invention to identify characteristics of a wireless service on a subway service route is provided.
FIG. 2A illustrates a configuration of a wireless communication terminal in which a method for measuring a characteristic of a wireless service on a subway service path while distinguishing a platform and a tunnel is implemented according to an embodiment of the present invention.
FIG. 2B is an intelligent wireless service measurement agent that performs a method for measuring a characteristic of a wireless service on a subway service path by dividing a platform and a tunnel according to an embodiment of the present invention in a wireless communication terminal of FIG. illustrates the logical configuration of the agent,
3A illustrates an example of a station-connection point linkage map in which connection points fixedly installed at train stations, which are constructed according to an embodiment of the present invention, are registered together with installation place information,
3B is an example of the reference direction designation table which assigns a sequence number to the train stations of the corresponding line according to the reference direction of the arbitrarily designated operation for each line of the train, constructed according to an embodiment of the present invention;
FIG. 4 is a flowchart illustrating a method of measuring a characteristic of a wireless service on a subway service route by distinguishing a platform from a tunnel and providing the measurement result to an external server according to an embodiment of the present invention.
FIG. 5 is an example of a measurement table created by recording radio signal strengths to be measured together with information indicating that the boundaries of a platform and a tunnel are measured according to an embodiment of the present invention.
FIG. 6 is a diagram illustrating a specific sound detection time generated during operation of an electric vehicle and a time interval between a time point when crossing a platform and a tunnel, according to an embodiment of the present invention, according to a boarding position and a driving direction. Is an example of an offset timetable that is specified separately.
FIG. 7 is a diagram illustrating the degree to which the boarding positions of the electric vehicles are spaced apart from each other based on the boundary of the platform and the tunnel when the acceleration sound of the electric vehicle is detected.
FIG. 8 exemplarily shows an in-vehicle AP status table listing connection points fixedly installed on electric vehicles, according to an embodiment of the present invention, together with information of the installation vehicle;
FIG. 9 is an example of a measurement table created by recording service speeds of a mobile communication network to be measured together with information indicating that the boundaries of a platform and a tunnel are measured according to another embodiment of the present invention.
FIG. 10 is a diagram schematically illustrating obtaining a frequency spectrum at regular intervals for a sound generated from a driving electric vehicle or a surrounding vehicle according to an embodiment of the present invention, and obtaining the magnitude of frequency components for each designated unit bandwidth.
FIG. 11 shows, for each subband, by performing subband maximization in a series of powers of a minute-divided bandwidth obtained over a period of time, according to one embodiment of the invention. By way of example only distribution of maximum power subdivisions is shown.
FIG. 12 exemplarily illustrates a pattern that appears uniquely in a frequency distribution diagram when a specific sound is provided.
FIG. 13 is a diagram schematically illustrating a process of simultaneously performing detection operations of patterns corresponding to a particular sound by locally maximizing the bandwidths of subbands according to one embodiment of the present invention. Will,
FIG. 14 illustrates applying a target band to be searched for detection of a pattern corresponding to a particular sound narrower than a band of the converted frequency spectrum and according to a pattern to be detected according to an embodiment of the present invention. Drawing,
FIG. 15 is a diagram schematically illustrating a process for detecting whether a sound occurs according to an opening / closing of a door according to another exemplary embodiment of the present invention.

Hereinafter, with reference to the accompanying drawings for the embodiments according to the present invention will be described in detail.

1 is a diagram illustrating an entire system to which a method for identifying a platform and a tunnel by using a personal communication terminal according to the present invention is applied to each subway station. Access points (sAP _{i_j} , i = 1,2, .., j = 1,2, ..) and each _metro station (SS _{_i} , i = .. N) -1, N, N + 1, ..), the measurement information server 200 in which the measured information about the characteristics of the wireless service is collected intensively, and the passengers using the train, not shown in the figure, Provided by wireless communication terminals such as a smart phone or pad, a cellular network 201 which is a wireless communication network providing cellular wide area mobile communication services to these wireless communication terminals, and access points installed at each subway station. Wi-Fi networks 202 _i , i = 1,2, ..

And, according to the present invention, a wireless communication terminal performing a method of measuring a characteristic of a wireless service while identifying a place based on access points found by a search is configured as illustrated in Figs. 2A and 2B.

The wireless communication terminal 100 illustrated in FIG. 2A includes a communication unit 12 capable of connecting and communicating with wireless communication networks of different communication methods, and a display panel 5 for displaying images, texts, and the like. ), A display driver 4 for driving the display panel 5 so that arbitrary data is visually displayed on the display panel 5, a touch sensor 6a attached to the front of the display panel 5, and And a keypad 6b equipped with a key and / or a button, and detecting user input and / or selection on the touch sensor 6a and the keypad 6b and outputting corresponding input information. To transmit or receive data from or control data accordingly among the corresponding components so that an operation according to the input control unit 6 and the input information from the input control unit 6 is performed, and the result or Main control unit 10 for controlling the display driver 4 to display a UI screen for selecting a user's desired operation, and storage of data necessary for an operation of the main control unit 10 or a process executed by the main control unit 10 and the like. It includes a memory unit 7 that provides space.

The communication unit 12 is a cellular modem 1a (a component including an RF signal processing module) that modulates or demodulates a signal according to a specified scheme of the cellular network 201 and transmits and receives a signal to and from the communication network. A cellular codec 1b for encoding data or decoding encoded data according to a communication protocol adopted by the cellular network 201, and the Wi-Fi network 202 _i , i = 1, 2, ...) and modulates or demodulates the signal in accordance with the specified method the communication network and transmit and receive Wi-Fi modem (2a to) (a component of a processing module of the RF signal), and the Wi-Fi network (202 _i, the i = 1, 2, ..), and includes a Wi-Fi codec 2b that encodes data or decodes an encoded data frame according to the communication protocol adopted.

The main controller 10 executes command codes such as firmware provided to the main controller 10 to drive hardware resources of the wireless communication terminal 100 and to exchange appropriate signals and / or information with the corresponding resources. The operating system 100a (Android, IOS, Windows, or an operating system specialized for the present invention, etc.) for performing the intended to perform the intended function, and also provided with the intelligent wireless service measurement agent 110 (IWSMA: Intelligent By executing at least some of the command codes of the Wireless Service Measuring Agent (hereinafter, abbreviated as "measurement agent"), the measuring agent 110 can measure the characteristics of the wireless service, Based on the connection point found in the connection point map or search, and the detection of a specific sound, the station of the station to be measured, the section of the platform or the tunnel section By accurately classifying the information, the measured information is transmitted to the measurement information server 200 through the cellular network 201 or the Wi-Fi network 202 _i , i = 1, 2, .. together with the identified place information. To perform the operation provided.

The measurement agent 110 is a process or application (hereinafter, abbreviated as 'App') implemented in the wireless communication terminal 100. As illustrated in FIG. 2B, the operation is performed. It may be provided in the form of software consisting of program codes executed based on the system 100a. When provided in the form of software, the measuring agent included in the mass storage means having a mass storage means and through a normal on-line purchasing process from a specific server connected to the communication network through the provided communication means, etc. 110 may be executed after being downloaded and installed in the wireless communication terminal 100. In some cases, a component that performs at least some of the functions of the measurement agent 110 described in detail below may be in the form of middleware, or a platform on which apps are based, or It may be installed in the wireless communication terminal 100 in the form of part of the operating system (100a). Alternatively, since the measurement agent 110 includes a hardware configuration, the hardware may perform some of the functions described in detail below. Therefore, the scope of the present invention is not limited to the measurement agent 110 in which the configuration and the operation method are described in various embodiments according to the present invention, by the form of implementation or the type of resource used.

As illustrated in FIG. 2B, the measurement agent 110 may be configured such as the quality of wireless service (eg, service speed of a cellular network, wireless signal strength, etc.), and the strength of electromagnetic waves caused by the wireless signal. Measurement service management unit 111 (hereinafter, abbreviated as 'management unit') that manages the measurement of the wireless service characteristic and provides the measurement information server 200 with information for identifying the measurement place with respect to the measured result. ), Graphics, characters, icons, images, etc. are displayed on the screen for data transmission / reception 112 to perform data transmission and reception with a remote site, and an interface with a user. UI processing unit 113 for receiving a user input through the interface and the sound generated in the vicinity of the wireless communication terminal 100 (hereinafter referred to as "sound".) The sub-process includes a sound detector 114 for converting an electrical signal and analyzing the electrical signal to detect whether a predetermined specific sound is generated.

The management unit 110, the data transmission / reception unit 112, the UI processing unit 113, and the sound detection unit 114 may be provided by the operating system 100a in some of the operations described in detail below. Through an API (Application Program Interface), the hardware components illustrated in FIG. 2A and the specific functions provided by the operating system 100a (for example, screen display of information or menus, external to the protocol based) Communication, check communication status, check hardware status, and allow access to microphone resources). Among the various functions provided by the operating system 100a to perform the API, an execution object such as an app needs to be called in a form of a command or an argument to execute a function as desired. Refers to the information interface.

The configuration of the wireless communication terminal 100 illustrated in FIG. 2A is just one example to specifically and exemplarily illustrate an embodiment to help understanding the concept and the subject of the present invention, and according to the present invention. A wireless communication terminal that specifically implements the subject matter may further include components of various functions not shown in FIG. 2A or may exclude some of the illustrated components.

According to the present invention, a method for measuring wireless service characteristics by using a personal communication terminal separately for a platform and a tunnel is provided with the measurement agent 110, and the same function as the wireless communication terminal 100. The measurement information server 200 is performed independently by each other by a plurality of wireless communication terminals, and the result of the measurement is reported to the measurement information server 200, so that when the number of such communication terminals increases, the measurement information server 200 is derailed. It is possible to grasp the information on the characteristics of the wireless service in real time over all the lines in operation.

Since all wireless communication terminals of the individual having the measurement agent 110 perform only the measurement operation of the wireless service characteristic performed by the wireless communication terminal 100 independently of each other, in the present specification, The method of measuring wireless service characteristics while distinguishing a platform and a tunnel is described in various embodiments, limited to the wireless communication terminal 100 in which the configuration is illustrated.

The measurement agent 100, more specifically, the management unit 111 is provided with a station-access point connection map as mentioned above from an external specific server. For example, when a specified time point (usually a time point arbitrarily designated in a time zone which does not use public transportation) is reached, it is configured to communicate with an external specific server (not shown), as illustrated in FIGS. 3A and 3B, respectively. The reverse connection point association map 300 and the reference direction designation table 310 are received and stored in the memory unit 7. To this end, the management unit 111 transmits and receives a data request for requesting a predetermined file to a specified specific server as a destination, for example, a request according to a communication protocol such as an HTTP request, when a predetermined specific time comes. Request section 112.

When this request is made, the data transmitting / receiving unit 112 calls the appropriate API to the operating system 100a and transmits the request according to the communication protocol to the communication network designated as the current communication network. The currently available communication network is managed by the operating system 100a, and when there is no special setting by the user, in general, when the Wi-Fi network is accessible, the Wi-Fi network is used as the communication network, otherwise the cellular network is used. Is designated as the communication network.

When the Wi-Fi network is a communication network, the request by the communication protocol requested by the data transmission / reception unit 112 is transmitted by the operating system 100a to the Wi-Fi codec 2b and the Wi-Fi modem ( Through 2a), when the cellular network is a used communication network, the cellular codec 1b and the cellular modem 1a are transmitted as signals of the communication network to be transmitted to the specific server via the communication network.

Then, the specific server, the station-connection point linkage map 300 configured as illustrated in FIG. 3A stored in its storage, and a reference direction arbitrarily designated for each line of the train as illustrated in FIG. 3B. Read the reference direction designation table 310 configured to confirm, and transmits in response to the request by the communication protocol. In response to the response, the reverse access point association map 300 and the reference direction designation table 310 communicate with the communication unit 12 (the cellular modem 1a / the cellular codec 1b) of the wireless communication terminal 100 via a communication network. ), Or received by the Wi-Fi modem 2a / the Wi-Fi codec 2b) and delivered to the management unit 111 via the operating system 100a and the data transmission / reception unit 112. It is stored in the memory 7.

The inverse-connection point association map, which is mapping information for each station of access points, which the wireless communication terminal 100 stores in its memory, is, for each access point, as illustrated in FIG. 3A. It consists of the unique information of the station, the information of the station where the connection point is installed (the unique number assigned to the station, the line number to which the station belongs, the name of the station), and the location of the installation point of the connection point.

The installation location information is designated as one of three partitioned areas divided into 'front', 'center', and 'rear' in the reference direction (10 of FIG. 1) arbitrarily determined for the corresponding line. Of course, this is only a simple example of distinguishing the installation points and can be specified in a more precise manner in another way, for example one of five compartments, or as a specific distance such as 10m, 32m, 55mm from the end of the platform. It may be. In this case, when estimating the boarding position from the installation location information, it is regarded as one partitioned area (that is, individual installation location information) for a certain distance range (for example, 0 to 10 m, 10 to 20 m, etc.). .

The station-connection point linkage map 300 of the configuration as illustrated in FIG. 3A is provided by a surveyor or the like several times by searching and confirming connection points fixedly installed at each subway station, or provided by an operator or mobile operator of a train. It can be prepared based on the information of the installation site.

The reference direction designation table 310 illustrated in FIG. 3B is a sequence number for each train station according to a reference direction arbitrarily determined for the corresponding line, and the measurement agent 110 is sequentially performed by the method described later. The train stations to be identified are operating in the forward direction corresponding to the reference direction if the sequence number is increasing and in the reverse direction if the sequence number is decreasing. In some cases, when the turn number is large, for example, 20 or more, the driving direction is determined differently from the above. For example, even if the turn number decreases from 30 to 1, the driving direction is determined as the forward direction corresponding to the reference direction. This is the case when the train line is a circulation line.

The wireless communication terminal 100 obtained by acquiring the reverse connection point association map 300 and the reference direction designation table 310 configured as shown in FIGS. 3A and 3B has a user carrying the terminal when appropriate conditions are satisfied. While the passenger boards the train of any route, the wireless service characteristic on the travel route is measured while distinguishing the platform from the tunnel and performing the operation of reporting to the measurement information server 200. FIG. 4 is an example of a flowchart in which such an operation is performed. Hereinafter, an operation of measuring wireless service characteristics by dividing a platform and a tunnel of the wireless communication terminal 100 with reference to the illustrated flowchart will be described. Explain.

When the measurement agent 110 of the wireless communication terminal 100 is activated in the corresponding terminal, the management unit 111 periodically searches the operating system 100a for the Wi-Fi network and delivers the searched results. Ask. When the operating system 100a searches for a Wi-Fi network around the periphery, the operating system 100a controls the Wi-Fi modem 2a in the communication unit 12 to search for a designated signal band and to access a connection point from a valid signal in the band. Information such as service set identifier (SSID), MAC (MAC) address, signal strength such as Received Signal Strength Indication (RSSI), and the like. Receives information and provides it to the management unit 111.

Meanwhile, the measurement agent 110 may always operate in the background mode in the wireless communication terminal 100, and the user may specify a station to which the user arrives before using the train, and thus, the wireless terminal ( When a request is made through an appropriate user UI provided by the main control unit 10 using the input / output unit (the display panel 5, the touch sensor 6a, the keypad 6b, etc.) provided in the 100. It may be activated. In this case, when the measurement agent 110 is started, as described above, it may be requested from an external specific server to receive and store the latest reverse access point association map together with the reference direction designation table.

When the arrival station is assigned to the measurement agent 110, while the individual carrying the wireless communication terminal 100 is boarding the train in operation, the train station identified by the method described later is the corresponding arrival station. In this case, a special notification signal may be generated in the wireless communication terminal 100. The arrival station notification operation of the measurement agent 110 is an additional service that enables the measurement agent 110 to be distributed to more individual wireless communication terminals, and measures wireless service characteristics along a subway service route. There is no direct relationship to how you do it. Therefore, the detailed description of the operation of guiding the arrival station is omitted.

On the other hand, the management unit 111, the list of the information of the access points found in the search for the surrounding, for example, a list containing the MAC address and the received signal strength (RSSI), which is AP-specific information, the operating system (100a) Is obtained from the reverse-connection point association map 300 stored in the memory unit 7 for each connection point in the list, that is, each connection point unique information.

If any connection point is listed, the train station corresponding to the station unique number is identified as the train station currently located while the wireless communication terminal 100 is moving with the user.

After one train station is identified, the management unit 111 may be set to a predetermined minimum identification time interval (this time interval is a time corresponding to 60 to 70% of the average train running time between adjacent stations. Afterwards, as described above, the search for the neighboring access point and the train station identification operation based on the search result are performed again.

In such a train station identification operation, if a train station different from the previously identified train station is identified, the management unit 111 determines whether the consecutively identified train stations belong to the same line as each other. If it is confirmed through, and belonging to the same line with each other, the mobile communication terminal 100 confirms the direction of movement by the electric vehicle. More specifically, the identification numbers of the identified train stations are respectively found in the corresponding line of the reference direction designation table 310 to determine whether the driving direction of the train corresponds to the predetermined reference direction for the corresponding line. If each train station sequentially identified is that the order number is increased in the reference direction designation table 310, the management unit 111 is a forward direction corresponding to the reference direction previously designated for the corresponding line, if the decrease is a reference direction It is determined that the vehicle is operating in the reverse direction of.

In this manner, when the driving direction of the train on which the user carrying the wireless communication terminal 100 is confirmed (S401), recording the current driving direction is confirmed, and measuring the wireless service characteristics ( S402).

Even while performing the measurement operation of the wireless service characteristic described below, the management unit 111 continues to identify the subway station by searching the access point for specifying the measurement location. In the process of identifying the subway station, if the currently identified subway station is different from the immediately identified subway station and the route, the management unit 111 returns to the "unconfirmed" state of the driving direction confirmation state, thereby reducing the wireless service characteristics. After the measurement is suspended, the operation of confirming the driving direction as described above (S401) is continued.

The characteristics of the wireless service to be measured include the service speed of the cellular network, the strength of the radio signal by the cellular network, and the like. The strength of the radio signal is not only a characteristic representing the signal quality of the mobile communication service, but also a characteristic capable of estimating the intensity of electromagnetic waves caused by the radio signal for mobile communication. The estimation of the electromagnetic wave strength is performed by the measurement information server 200 using the collective measurement information measured and provided by other terminals of the same type as the wireless communication terminal 100 in the same manner as described below. Done. In this estimation, one or more of the known relations for the correlation between the electromagnetic wave strength and the power of the received signal may be selected and used.

Hereinafter, a method of measuring the signal strength of the cellular network as a characteristic of the wireless service to be measured and distinguishing the platform and the tunnel along the driving route of the train will be described.

The management unit 111 of the measurement agent 110 periodically detects the strength of the received signal with respect to the wireless signal of the cellular network. The detection of the received signal strength is made by the cellular modem 1a in the communication unit 12, and thus requests the operating system 100a for the detection.

Whenever there is a periodic request from the management unit 111, the operating system 100a measures and provides a reference signal power value (RSRP :) measured by the cellular modem 1a in a received frequency band. Reference Signal Received Power) is read and transmitted to the management unit 111.

Whenever the reference signal power value is transmitted from the operating system 100a, the management unit 111 detects the measurement table 50 stored in the memory unit 7 in the form illustrated in FIG. 5. In addition to the time, one measurement item 501 is added and recorded.

On the other hand, while the operation of measuring and recording the intensity of the radio signal as described above continues, the management unit 111, from the sound detector 114, a predetermined sound, for example, a predetermined sound, such as an electric vehicle It is checked whether there is a notification that a sound generated when accelerating at the start or a sound generated when the electric vehicle decelerates to stop is detected (S403). The operation of the sound detector 114 to detect a specific sound such as an acceleration sound or a deceleration sound from various sounds generated in the surrounding will be described in detail later.

While recording the measured radio signal strength, that is, the reference signal power value together with the measurement time point, when the detection of the acceleration sound, which is one of a specific sound, is notified from the sound detection unit 114, the management unit 111 notifies the notification. In the search for a certain period of time based on the point in time, for example, 30 seconds before the point in time of notification, the connection point installed in the platform (i.e., the connection point listed in the reverse connection point association map 300) is found in the search. Check whether it is (S410). At this time, it is checked whether the connection point is installed in the platform on the basis of the connection points found repeatedly at least two times in the periodic search. This is to use the search result when the electric vehicle stops at the landing.

If no connection point has been found in the platform, the detection of the accelerating sound from the sound detection unit 114 is ignored. If one or more connection points are installed in the platform, the management unit 111 is configured for the one or more connection points. The installation location information is confirmed in the reverse connection point association map 300, respectively. This is for estimating the train boarding position (that is, the part of the boarding in the electric vehicle) of the user carrying the wireless communication terminal 100.

If all of the confirmed installation location information for at least one connection point is the same, that is, on the premise that the installation locations are divided as shown in FIG. 3A, all of the front, central, or rear sides of the management unit ( 111, in consideration of the installation place information and the driving direction identified above, a predetermined width boundary section (in the present specification, this) is set for the purpose of distinguishing the platform from the tunnel when entering the tunnel (entrance to the platform). An offset time (hereinafter, referred to as a 'first offset time') is selected for use in determining when the electric vehicle passes or passes.

For example, if the presently confirmed travel direction is a forward direction coinciding with the reference direction, T _IN1 for the first offset time when the found connection points are all forward, T _IN2 when all are center, and all backwards T _IN3 (where T _IN1 < T _IN2 < T _IN3 ), and when the traveling direction is reverse, T _IN3 when forward, T _IN2 when center, and T _IN1 when rear. The times T _INi , i = 1, 2, 3 selected as the first offset time for each case may be preset in the management unit 111 or in the form as illustrated in FIG. 6. A configured, time-dependent offset timetable may be provided together with the reverse connection point association map 300 and provided to the management unit 111.

The first offset time may include a time point of detecting the acceleration sound generated when the electric vehicle starts after stopping at the platform and an estimated boarding position divided into several places (front, center, and rear in the previous example). The time is defined as a time difference between the time point at the crossing of the platform and the tunnel, some of which may have a negative value. For example, if the driving direction is forward and all of the found connection points are forward, or if the driving direction is reverse and all of the found connection points are backward, then the estimated boarding position is the front part of the traveling direction of the electric vehicle, so that the boarding position is For example, acceleration sounds may be detected after crossing the boundary between the platform and the tunnel.

If there are connection points having different installation place information in the found landing point installation connection points, the management unit 111 estimates the boarding position as the portion of the electric vehicle corresponding to the installation place information with a greater number of connection points. For example, if the installation location information is one connection point 'forward' and the 'center' is two, the boarding position of the electric vehicle is estimated as 'center'. If the connection points having different installation location information are the same, the management unit 111 further checks the received signal strength (RSSI) of each connection point, and the electric vehicle corresponding to the installation location of the connection point having a higher reception signal strength. Estimate your boarding position as part of.

In another embodiment according to the present invention, when found platform installation connection points have connection points having different installation site information (or designating site information designating different areas in areas partitioned for the platform), It is also possible to estimate the boarding position as part of the electric vehicle corresponding between the predetermined installation place information. For example, when the installation point information is retrieved in equal numbers between the center and the rear, respectively, the first offset time is determined for the center and the rear while simultaneously estimating the boarding position as a corresponding portion between the center and the rear. The average value of the time may be determined. If different numbers are used, the average value may be obtained by applying a weight to the corresponding time as a ratio of the number to determine the first offset time.

When the first offset time is determined in the manner described above, the management unit 111 adds the determined first offset time to the point in time when the sound detection unit 114 detects and notifies the acceleration sound, and the The time point of the added result is determined as the time point for passing the boundary zone at the time of entering the tunnel (going into the platform) (S411).

When the time point for the passage of the boundary zone at the time of entry of the tunnel is determined in this way, the management unit 111 determines that the measured time point is stored in the memory unit 7 when the determined time point is earlier than the current time point. The measured time point 511 closest to the determined boundary pass point is found, and the measured item is measured at the time point closest to the determined boundary pass point if it is based on the present time. The indicator 512 for identifying the recorded measurement item as the 'tunnel entry start point' is additionally recorded (S412).

In some embodiments, the indicator may be visual information. That is, the indicator may be a time when the offset time is added to the time when the acceleration sound is detected. In this way, when the time for the passage of the boundary zone is provided to the measurement information server 200 as described below together with the measurement items recorded in the measurement table 50, the measurement information server 200 is From the visual information on the time of passage, the measured value measured at the boundary zone can be specified in the manner described above.

In the same manner as described above, by varying the time interval for determining the tunnel entry time from the detection time of the acceleration sound according to the installation location information of the connection point found, the wireless communication terminal 100 as well as the measurement agent 110. Assuming that any user carrying each of the wireless communication terminals carrying the same measurement operation is carried out in the same forward direction as the reference direction, no matter where the electric vehicle is boarded as illustrated in FIG. Terminals 701 _a and 701 _b whose position is 'forward' have the first offset time of T _IN1 (in the example shown, T _IN1 becomes negative), and the terminal 702 having 'center' has the first offset of T _IN2 . The terminal 703, which is one offset time and 'rear', applies the first offset time of T _IN3 . Thus, even in different boarding positions, the indicator is marked for the information measured at that point in accordance with the boundary zone 70 set for the division of the platform and the tunnel.

On the other hand, when the notification from the sound detection unit 114 is for the deceleration sound, it determines the boundary when entering the tunnel, this operation, the same manner as in the determination of the boundary when entering the tunnel described above Is performed.

When the 'deceleration sound' is notified, the management unit 111 is connected to the connection point (that is, the reverse-connection point connection map (e.g. Check whether there is a connection point listed in 300) (S420). If the connection point provided in the platform is not found, the deceleration sound detection notification from the sound detection unit 114 is ignored.

If one or more connection points installed in the platform are found, the boarding position is estimated in the same manner as described above based on the installation location information of the connection point, and considering the estimated boarding position and the previously confirmed driving direction, entering the tunnel An offset time (hereinafter, referred to as a 'second offset time') to be applied to the boundary zone determination in (entrance to the platform) is selected.

For example, when the currently confirmed traveling direction is a forward direction coinciding with the reference direction, when the boarding position is estimated to be forward, center, and rear, respectively, T _OUT1 , T _OUT2 , and T _OUT3 (for the second offset time, respectively) Here, T _OUT1 < T _OUT2 < T _OUT3 .) And T _OUT3 , T _OUT2 , and T _OUT1 , respectively, when the traveling direction is reverse.

The second offset time is characterized in that the point of time of detecting the deceleration sound generated when the electric vehicle enters the platform and the estimated riding position divided into several places (in the previous example, front, center, and rear) pass through the boundary zone. As a time determined with respect to the time difference from the viewpoint, some of them may have a negative value like the first offset time.

When the time for the second offset time is determined, the management unit 111 adds the determined second offset time to the time point when the sound detection unit 114 detects the deceleration sound and adds the time point of the added result. It is determined as the point of time when the boundary zone passes when entering the tunnel (S421).

When the time point for the passage of the boundary zone is determined in this way, the management unit 111 is configured to measure items recorded or recorded in the measurement table 50 having the measurement time point closest to the determined time point, as described above. For additional information, the indicator identifying the 'tunnel entry start point' is additionally recorded (S422).

As described above, after the mark for the start point of the entry or exit of the tunnel indicating the boundary zone is made for the wireless signal strength measured and recorded, the management unit 111 displays the mark in the measurement table 50. As a series of measurement items up to the specified item, that is, the measurement information report is prepared from the strengths of radio signals and corresponding measurement times. The measurement information report also includes information about the measured place. The measurement location is determined based on the entrance or exit of the tunnel and the connection point installed in the platform. For example, when a series of measurement values to be reported ends with a mark of a 'tunnel entry start point', the management unit 111 may determine the reverse connection point as the connection points found immediately before the acceleration sound detection time point for the measurement values. The subway station and the "boarding point" identified based on the linkage map 300 are described in the measurement information report as measurement place information. If the series of measurements to be reported ends with the mark of the 'tunnel entry start point', the station (s) identified by the connection points found immediately before the point of accelerating sound detection (i.e., the entire station being currently stopped) for those measurements. And measurement place information indicating that the tunnel section from the reverse is described in the measurement information report.

After the measurement place information is described in this way, the management unit 111 transmits the measurement information report thus prepared to the measurement information server 200 through the data transmission and reception unit 112 (S430).

As mentioned above, radio signal strength is also used to estimate the strength of electromagnetic waves caused by the signal. However, when applying a relational equation for estimating electromagnetic wave strength with respect to the measured radio signal strength, that is, the reference signal power value, values of various parameters (eg, antenna gain and impedance, loss rate, etc.) should be determined. For each of these parameters, universal values of wireless communication terminals may be applied, but may be applied separately by model.

In order to apply the differentiation for each model, the measurement information server 200 includes a table in which values of parameters obtained from each specification of many types of wireless communication terminals are written for each model, and the measurement agent 110 is provided. ), When preparing the measurement information report, obtains model information of the wireless communication terminal 100 and includes it in the report. Model information of the terminal can be confirmed from the terminal information obtained by requesting the operating system (100a).

As described above, an individual carrying a wireless communication terminal boards an arbitrary passenger vehicle of a driven electric vehicle and uses the connection point of the platform found in the search and the sound generated from the surroundings, based on the boundary of the platform and the tunnel. The operation of measuring the strength of the wireless signal while dividing continues continuously until the end of the measurement situation (S431). Here, the measurement end situation is when the user of the wireless communication terminal 100 requests to stop execution of the measurement agent 110, or an access point installed in the platform for more than a predetermined reference time (for example, 10 minutes). This may not be the case.

The report as a result of the measurement agent 110 is carried by each of the other individuals on the train of any line, as well as the wireless communication terminal 100, and performs the same operation as the terminal. Since it is also made by the wireless communication terminals, through the collective report, the measurement information server 200 distinguishes the strength of the wireless signal of the cellular network according to the route of the train, identifying the place as well as distinguishing the platform and the tunnel As you can see in real time.

On the other hand, in the above-described embodiment, the boarding position of the electric vehicle is estimated based on which connection point among the connection points provided in the platform is found.

In another embodiment according to the present invention, the boarding position may be estimated according to which connection point among the connection points installed in each passenger car of the electric vehicle is searched. In the present embodiment, the boarding position can be estimated within a narrower range than the estimation based on the connection point installed in the platform. Therefore, when the present embodiment is applied, the boundary area between the platform and the tunnel can be set to be narrower.

For an embodiment of estimating a boarding position based on an access point installed in a car, the management unit 111 of the wireless communication terminal 100 is configured as shown in FIG. 8 of the car installed for access points in the car. The in-vehicle AP status table 400, in which the order is designated as installation location information, is received and provided together with the reverse connection point association map 300 from an external specific server. The order of the installation cars in the in-vehicle AP status table 400 designates the order of the cars as viewed from a reference direction arbitrarily determined for the corresponding line as described above.

Also in this embodiment, the management unit 111, like in the above-described embodiment, whether the connection points that are repeatedly found more than a certain number in the periodic search whether the in-vehicle AP status table 400 is listed If the connection point is listed, check the installation location information of the connection point, that is, the order of the installed cars.

Then, the first offset time or the second offset time as described above is determined based on the confirmed turn order and the traveling direction of the previously confirmed train. For example, on the premise that 1 to 8 are designated for the sequence number of the car, if the currently identified driving direction is the forward direction coinciding with the reference direction and the access point where the sequence number of the vehicle is 8 is found, the angle of the carriage When specified for the sequence number and the time _{(T cINi, i = 1,2,3,} .., T cINi <T cINi + 1) of the T _cIN8, the carriage sequence number 3 in the connection point is found, the T _cIN3, and If a connection point with a carriage sequence number of 1 is found, T _cIN1 is determined as the first offset time. If the currently confirmed driving direction is the reverse direction, the time specified for each turn is applied inversely to the first offset time. That is, T _cIN1 is determined as the first offset time when the connection point with the carriage number 8 is found and T _cIN8 when the connection point with the carriage number 1 is found. As for the second offset time applied when entering the tunnel as described above, the same manner is selected at the times T _cOUTi , i = 1,2,3, .., T _cOUTi <T _{cOUTi + 1} . Done.

Each installation place information, that is, the times T _cINi , i = 1, 2, 3, .. designated for the sequence number of the vehicle, are preset in the management unit 111 or the in-vehicle AP. When receiving the status table 400, a timetable in which a time to be applied as the first offset time or the second offset time may be received and used for each vehicle sequence number.

Even in an embodiment using an in-car connection point, if connection points installed in different cars are found together, the order of the cars having the higher number of connection points is determined or the order of the cars having the highest signal strength.

In another embodiment according to the present invention, in the case where connection points installed in different numbers of cars are found, the boarding position may be estimated in the middle of those cars. In this case, when the boarding position is requested, the time designated for each turn is averaged and applied to the first offset time or the second offset time. For example, if the found access points include connection points with carriage numbers 2 and 3, it is determined to apply (T _cIN2 + T _cIN3 ) / 2 to the first offset time.

Up to now, embodiments of measuring received signal strength of a mobile communication service, which is one of wireless service characteristics, while distinguishing a platform and a tunnel have been described.However, a service rate, which is another characteristic of the wireless service, can be measured while distinguishing a platform and a tunnel. There is a number. Of course, also in this case, as described above, the operation of determining the boundary between the platform and the tunnel and marking the measured value at the corresponding point is applied as it is. In addition, the measurement of the service speed of the cellular network may be performed when there is a special request from the measurement information server 200.

When it is necessary to measure the service speed of the cellular network, the wireless communication terminal 100 starts the measurement when the connection point installed in the platform is found at the same time or after the driving direction of the train is confirmed. In another embodiment according to the present invention, after the entrance of the tunnel (i.e., after the acceleration sound is detected) in the state in which the driving direction of the train is confirmed, it starts at a time when a predetermined time (for example, 30 seconds, etc.) has elapsed. It may be.

The management unit 111, in order to measure the service speed of the cellular network while distinguishing the platform and the tunnel, when the communication network to which the wireless communication terminal 100 is currently connected is a cellular network, the communication protocol for requesting the transmission of a predetermined file The request by the data transmission / reception unit 112 to a predetermined external server (this server may be the measurement information server 200.). The request under this protocol is transmitted to a specific server through the currently connected cellular network, which in response to the request initiates the transfer of the specified file.

When the response to the request according to the transmitted communication protocol starts to be received, the management unit 111, as illustrated in FIG. 9, every predetermined unit time (for example, 300 msec, 500 msec, 1 sec, etc.), The speed measurement table 90 is prepared by recording the amount of data received during the unit time together with the time, and simultaneously calculating and recording the reception speed in the unit time.

While performing the measurement and recording of such a service rate, the management unit 111 performs the above-described operation when the boundary zone passage point at the time of entering the tunnel (in this case, the service rate when the connection point installed in the platform is found). When the measurement of the service speed is determined after a certain period of time after the detection of the acceleration sound, if the time of passing the border zone at the time of entering the tunnel is determined, the tunnel is measured to the speed measurement item of the measurement time closest to the determined time of passage. The indicator 901 indicating that it corresponds to the entry start point is additionally recorded. Of course, when the measurement of the service speed is started in the tunnel section, it is marked on the speed measurement table 90 prepared by the indicator corresponding to the tunnel entry start point determined according to the detection of the deceleration sound.

When the measurement result for the service speed is further obtained for a predetermined time T _HW (for example, 20 seconds or 30 seconds, etc.) based on the time when the boundary zone passes, the management unit 111 stores the file data. The measurement of the service speed is ended while the reception of the service is stopped, and the measurement information report is prepared from the measurement items in the speed measurement table 90 in which the measurement results up to that point are recorded. In the preparation of this report, the platform is divided into platforms and tunnels based on the indicators marked for the measurement items, and information about the subway station identified based on the found connection point, for example, the subway station name, is added to the platform. Record it.

In another embodiment according to the present invention, the average of the measured speeds for the measured items separated by the platform, and also the average of the measured speeds for the measured items divided by the tunnel section, and the set boundary zone A measurement information report can also be prepared at each measurement speed in the platform and tunnel sections divided by reference.

When the measurement information report is generated from the speed measurement table 90, the management unit 111 requests the data transmission and reception unit 112 to transmit the report to the data transmission / reception unit 112, through the communication network to which the wireless communication terminal 100 is currently connected. It is provided to the measurement information server 200.

In the above-described embodiment, in measuring the service speed, which is one of the wireless service characteristics, the service speeds were measured for a predetermined time on both sides of the platform and tunnel boundary, but must be measured in this manner. There is no. For example, a predetermined measurement time (e.g., when a connection point installed in a platform is found after a predetermined time (e.g., 30 seconds-the time required to stop after deceleration) is detected based on a time when a deceleration sound is detected. , Measuring the service speed for 10 seconds, etc., and measuring the service speed for a predetermined measurement time after a predetermined time (for example, 30 seconds) based on the time of accelerating sound detection. It may also report to the measurement information server 200 at a speed.

Hereinafter, a description will be given of a method in which the sound detector 114 detects an acceleration sound or a deceleration sound, which is a reference point of time, in determining the time when the boundary zone passes when entering or exiting a tunnel.

The sound detector 114 requests the operating system 100a to access a microphone resource, so that the sound detector 114 is generated in the vicinity of the wireless communication terminal 100, that is, in a cabin of an electric vehicle that is operating. Data that represents an electrical signal (hereinafter referred to as a "sound signal") according to audible sound (this sound may be generated by an electric vehicle or may be generated inside or outside the electric vehicle) is applied.

10, while sampling the applied sound signal 1001 at a specified sampling rate, for example, 44,100 Hz, during the predetermined conversion period t_U, for example, every 0.05 seconds, during the conversion period. By applying a Fourier transform to the sampled signal, the frequency band signal 1002 (hereinafter, referred to as a 'sound spectrum') in the search band f _{Tot_B} to be analyzed, for example, in the audible band. Convert.

When obtaining the sound spectrum 1002, the sound detector 114 may _{divide each} search band f _{Tot_B} into a predetermined narrow unit bandwidth, for example, a size of 10 Hz, and thus, each unit band f_U (in this specification). Each unit band is abbreviated as 'segment', and the frequency component size (pw _fUk , k = 1,2,3, ..) By calculating the power ', the subband power sequence (the calculated subband powers at low to high frequencies) is information that shows how the frequency components of sound during the corresponding conversion period (t_U) are distributed. Obtain an array) arranged in the order corresponding to.

As illustrated in FIG. 11, the sound detector 114 transmits the sub-band power trains configured for each predetermined conversion period t_U in such a manner that the sub-bands of the same frequency are arranged to be connected to each other. In sequential order (p110), 'local maximizing' is applied to each substation power train. And, the time point information of each substation power sequence is recorded in association with the corresponding substation power sequence.

In the present specification, localized maximization means that subdivision power (pw _fUk , k = 1,2,3, ..) is the most in each group, grouping into a predetermined number of subdivisions for one subdivision power train. It refers to the operation of finding a large subdivision (hereinafter, referred to as 'dominant station') and distinguishing it from other subdivisions.

The sound detector 114 may adaptively set the number of sub-bands that are grouped into one group to apply local maximization under the control of the manager 111, and the number of the bands may be set to the search band. (f _{Tot_B} ) (band where f _BOT is minimum and f _TOP maximum) is divided by subband (f _DivB ) with the bandwidth to determine the local maximum. On the premise that the subband has a 10 Hz bandwidth, for example, to find the local maximum for each subband of 300 Hz (f _{DivB_k} , k = 1,2,3, ..), the number of subgroups to be grouped is set to 30 Local maximization applies.

The sound detection unit 114 divides the sub-power sequence by sequentially arranging the above-described sub-power sequence, and divides it into one dominant-station distribution table 1100 when the collected number becomes a predetermined number. Subsequent power trains that are constructed in succession to the currently partitioned dominant station distribution table belong to the next dominant station distribution table.

The number of sub-band power trains that constitute one dominant band distribution table 1100 is determined by a time width suitable for detecting the type of frequency distribution for a particular sound. Under the premise that the conversion period t_U for performing the Fourier transform is 0.05 seconds, for example, if T seconds is suitable as a time sufficient to detect such a specific frequency distribution shape, and one wants to investigate the distribution shape within T seconds, The number of substation power trains partitioned by the dominant station distribution table is set to 20T (= T / 0.05).

In this case, when the dominant station distribution table is continuously partitioned by 20T substation power trains as a unit, most of the substation power trains are partitioned in an overlapping manner (about 70% or more). For example, when newly partitioning the dominant station distribution table, the dominant station distribution table is partitioned into a new dominant station distribution table again, including, for example, 15T or 18T sub-station power lines. 75% of the former and 90% of the latter overlap each other. In this way, when subdivision power trains are overlapped and partitioned, each subdivision power train is 5T or 2T newly included in each partition. That is, for sound detected around the wireless communication terminal 100, T Sliding the time window t_sW at intervals of 0.25T or 0.1T seconds while searching for a specific frequency distribution pattern within the time window t_sW.

When one dominant station distribution table 1100 is configured, the sound detector 114 searches for the dominant station distribution table, and the dominant station distribution form appears when a predetermined sound is specified, that is, 'accelerated sound' or 'deceleration sound'. Hereafter, it is referred to as a 'key pattern', and it is checked whether there is a dominant distribution form that matches ().

For example, in the case of 'acceleration', as shown in FIG. 12, the frequency is linearly increased over a specific band (f _{TGT_BOT} to f _{TGT_TOP} ) for a predetermined time (Tgt_TW). Since a unique pattern 1200 in which a frequency component appears is formed, the sound detector 114 detects an acceleration sound when the predominant band distribution form matching the unique pattern 1200 is in the predominant band distribution table 1100. Will be determined.

The inherent pattern 1200 illustrated in FIG. 12 is for a sound that sounds like "woo-woong" when the electric vehicle starts to accelerate in a stationary state, and has a frequency component that increases linearly over a bandwidth of approximately 1000 Hz. It shows the characteristics it has. Therefore, as in the above example, when subbands are divided into 300Hz (grouping 10 subdivisions into 30 bands), the dominant band is linearly spread over three or four subbands depending on the detection quality of the acceleration sound. Increasing distributions appear in the dominant distribution table. In the case of the deceleration sound, in contrast to the illustrated form of FIG. 12, the frequency has a unique pattern in which the frequency is linearly lowered.

The intrinsic pattern 1200 of the acceleration sound and the intrinsic pattern of the deceleration sound are obtained under the same conditions as those constituting the dominant band distribution table, that is, under the same subdivision of the same conversion period and the same bandwidth. It is preset at 114. Of course, the setting of the unique pattern may be made by an operation of the management unit 111 that transmits to the sound detection unit 114 after receiving a request from a predetermined specific server.

The sound detector 114, on the dominant band distribution table 1100 configured as described above, sets a unique pattern of a predetermined acceleration or deceleration sound along a corresponding band (f _{TGT_BOT} to f _{TGT_TOP} ) of the unique pattern. By comparing the patterns where the dominant regions are distributed with the unique patterns while moving, and finding a pattern that matches at least 70% of the preset unique pattern as shown in FIG. 12, and if such a pattern is found, It is determined that the detected ambient sound has an acceleration sound or a deceleration sound.

In another embodiment according to the present invention, instead of comparing the distribution pattern of the inherent pattern and the dominant station as shown in FIG. You can also find out if it appears in. For example, on the premise that a dominant band distribution table is constructed as described above with respect to the surrounding sound to be detected, the acceleration sound generated at the time of acceleration of the electric vehicle has a constant slope k (k = rN / cN, rN = frequency axis). The sound detector 114 has a dominant station distribution table 1100 illustrated in FIG. 11 because it exhibits a characteristic indicating a dominant station distribution in a straight line form with the number of sub-bands placed in the direction, cN = the number of sub-bands placed on the time axis. ), You can see if there is a dominant distribution pattern where the slope of k continues for about 3 seconds or more.

In the manner as described above, when a key pattern corresponding to the acceleration sound or the deceleration sound is detected in any one of the dominant station distribution tables constituting continuously, the sound detection unit 114 notifies the detection fact and at the same time. The manager 111 informs the manager 111 of the specific sound detected.

In another embodiment according to the present invention, the sound detection unit 114, other specific sounds, for example, a distinctive sound notification of the start or stop, or a sound generated when the door is opened or closed, the acceleration sound Alternatively, the decelerating sound may be replaced, or in parallel with the specific sound, and may be detected by finding a unique pattern in the dominant band distribution table as described above.

In the embodiment in which the acceleration or deceleration sound is replaced, i.e., the acceleration or deceleration sound is not detected, but instead detects a distinctive notification sound or the sound of the opening / closing of the door, the above-mentioned reference is made based on the detection time point. With respect to the times to be applied as the first offset time or the second offset time of, of course, the times to be applied for the case of the acceleration or deceleration sound (T _INi , T _OUTi , T _cINi , T _cOUTi , i = 1, 2, ..).

For example, in the case that the driving direction is forward and the estimated riding position is rearward (or a passenger _{vehicle with turn 8} ), compared to T _IN1 (or T _cIN8 ) applied as the first offset time when detecting the acceleration sound, The time to be applied as the first offset time is used to designate a larger time when detecting a sound for notification of departure or a sound due to the closing of the door. The reason for this is that the sound generated by the closing sound of the door or the closing sound of the door is earlier than the time when the acceleration sound of the train is generated. This is because the interval between time points is only longer than that of the acceleration sound.

In another embodiment according to the present invention, a specific notification sound or a sound due to the opening / closing of the door may be detected in addition to the acceleration sound or the deceleration sound. In such an embodiment, the auxiliary detection may include an acceleration sound or Used to verify the detection of deceleration sounds. That is, when it is confirmed that the key pattern corresponding to the acceleration sound is in the dominant station distribution table, it is determined that the acceleration sound is detected when a specific notification sound to inform the departure or a sound due to the closing of the door is detected immediately. When the key pattern corresponding to the deceleration sound is confirmed in the dominant station distribution table, it is determined that the deceleration sound is detected when a specific notification sound for notifying a stop or a sound due to the opening of the door is immediately detected. If no such secondary detection is made, the identification of the key pattern corresponding to the acceleration or deceleration sound in the dominant band distribution table is ignored.

In the embodiment using the above auxiliary detection for verifying the detection of the key pattern, the point of time of notifying the management unit 111 that the key pattern has been detected is different from the point of time of the sound corresponding to the actual key pattern. That is, the time of notifying that the key pattern of the deceleration sound has been confirmed is the time of occurrence of a specific notification sound (or a sound due to the door opening) informing the stop occurring when the vehicle stops after deceleration. Therefore, in the present embodiment, when the sound detection unit 114 notifies the management unit 111 of the detection of the deceleration sound or the acceleration sound, the sound detection unit 114 notifies with the information on the time point at which the key pattern is detected. Here, the time point at which the key pattern is detected is the time point information recorded in association with the sub-station power train to which the leading end or center of the dominant station distribution type determined as the key pattern belongs. In this case, the manager 111 adds the first offset time or the second offset time based on the time of the detection time information received with the notification instead of the specific sound detection notification time. When entering or exiting the tunnel, the point of departure is determined.

In one embodiment according to the present invention, localized maximization is applied to each subdivision power sequence, unlike localized maximization applied to each subdivision power sequence to detect a key pattern, thereby opening / closing a specific alarm sound or door. It is also possible to detect the dominant region distribution shape (hereinafter referred to as an 'auxiliary pattern') corresponding to the verification auxiliary signal such as a sound by the. For example, the bandwidths of the subbands dividing the search bands may be different in size to maximize localization. FIG. 13 is a diagram schematically illustrating a process of _{simultaneously} performing detection operations of a key pattern and an auxiliary pattern by applying subband bandwidths f _{DivB_n_LM1} and f _{DivB_m_LM2 in} different sizes.

The sound detector 114 may have a subband width having a different size for each of the sub-band power trains 1300 configured as described above (that is, the sub-bands grouped to find a local maximum value. A plurality of the dominant station distribution tables 1310 and 1320 are prepared by finding and marking the dominant station in each subband). Assuming that the search band is divided into sub-bands of 10 Hz bandwidth, the auxiliary pattern is detected when the number of sub-bands grouped (subbanded) to detect a key pattern is 30 as in the above example. In order to do this, 15 sub-bands may be grouped and divided into one subband f _{DivB_m_LM2} .

As described above, the reason for narrowing the width of the subband divided for the detection of the auxiliary pattern is that the sound (or sound) corresponding to the auxiliary pattern has a relatively narrow bandwidth compared to the sound corresponding to the key pattern. Pre-departure alerts such as "띵-띵-띵" actually have a bandwidth of 20-30 Hz, so subdividing the subbands into bandwidths greater than the 150 Hz example above would cause other bandwidth to occur within that bandwidth. This is because the frequency component of the notification sound is not identified by the sound at the maximum value, which increases the possibility that the auxiliary pattern detection will fail.

On the other hand, in the case of the accelerating sound corresponding to the key pattern, it appears over a bandwidth of about 1000 Hz. The subband partitioning for key pattern detection has a bandwidth in the range of 200 Hz to 400 Hz, which is narrower than the bandwidth in which the accelerating sound appears. For example, by setting the bandwidth of 300Hz as an example, localization is maximized. This is also because, when partitioning a subband with a larger bandwidth, the frequency component of the sound corresponding to the key pattern cannot be identified as the maximum in the local maximization due to other sounds that may occur in the subband. This is because the probability of error increases.

If you make a subband narrower than the values illustrated above, the pattern of the sound you want to detect can always be marked as maximum in that subband, but it may also be caused by unwanted sounds generated within that band in other adjacent subbands. There will be a dominant station that is marked as maximum. This negatively affects the detection of key patterns or auxiliary patterns. Therefore, narrowing the subband is not necessarily advantageous to the detection of a desired pattern, and localizing the subband by the bandwidth of the above-described numerical value or a value close to that of the above-described value is performed to detect the key pattern or the auxiliary pattern. Preferred for

As illustrated in FIG. 13, when a plurality of dominant band distribution tables 1310 and 1320 are generated based on subbands having bandwidths of different sizes, the sound detector 114 may include one dominant band distribution band 1310. ) Searches for the key pattern, and another predominant band distribution table 1320 performs the search for the auxiliary pattern in parallel.

In another embodiment according to the present invention, when localized maximization is performed on substation power trains to create a dominant station distribution table, it is limited to a part of the search band, not the entire audible band. You can also create a preponderance distribution table. 14 exemplarily illustrates this. In the present exemplary embodiment, the sound detector 114 _selects a band in which the pattern to be detected currently appears, that is, a target band t_fb, for the sub-band power trains obtained for the search band f _{Tot_B} . After excluding subdivisions belonging to the upper and lower bands (x_fb _L and x_fb _U ), except subdivisions belonging to the target band (t_fb) and performing local maximization, a predominant band distribution table 1410 is created. The inverse distribution table 1410 is searched for a dominant region distribution form matching the pattern to be detected in the target band t_fb.

Further, in the present embodiment, target bands are set differently according to a pattern to be detected, localized maximization is performed for each target band, respectively, and a dominant band distribution table is created for bands that are not identical to each other, and key patterns and The dominant station distribution form matching the auxiliary pattern is searched for in each dominant station distribution table 1410 and 1420.

By creating a dominant distribution table reduced in this manner to detect a desired pattern, it is possible to greatly reduce the time required for local maximization. Therefore, according to the present embodiment, it is possible to determine in real time whether or not the frequency conversion of the sliding time window t_sW and the sound corresponding to the key pattern or the auxiliary pattern exist in the time window.

In the above-described embodiment, the sound according to the opening / closing of the door is also detected through the dominant station distribution table in the same manner as the key pattern detection method. In another embodiment according to the present invention, the dominant station distribution table is not used. The occurrence of sound can also be detected. Figure 15 schematically shows this detection method.

From the point of view of the inside of an electric vehicle, when the door is opened, a large volume of sound (ie, noise) is suddenly heard from the surroundings, and when the door is closed, the sound from the surroundings is suddenly greatly reduced. The ambient sound suddenly heard when the door is opened and closed has a characteristic of not being concentrated in a specific frequency band.

Therefore, in order to detect such a change in sound, the sound detection unit 114 arranges the subdivision power trains mdfs _k successively in the order in which they are transmitted, while arranging the subdivision power trains arranged therein. If the number of times corresponds to a constant time interval t _INT (this time interval may be the same time as the sliding time window t_sW described above), the substation power trains are subsequently transmitted. The power distribution map 1500 is configured by partitioning the power trains.

When the power distribution map 1500 is configured in this way, the sound detector 114 divides the power distribution map in time and calculates the total power of the first half 1510 and the second half 1520. That is, for each of the first half portion 1510 and the second half portion 1520, values 1511 and 1521 obtained by summing all subdivision powers are obtained. When the sum values 1511 and 1521 of the first half and the second half are respectively obtained, the sound detector 114 compares the difference of the values with a preset threshold (S150), and if the difference is greater than the predetermined threshold (S150). In step S151, it is determined that a signal for when the door of the electric vehicle is opened (or closed) is detected (S152).

Whether the change in sound due to the door opening or the change in sound due to the door closing is determined depending on which of the total power is greater in the divided parts. In other words, if the total power of the first half 1510 is large, the door is closed. If the total power of the second half 1520 is large, the door is opened.

In another embodiment according to the present invention, instead of obtaining a total power in the frequency domain and detecting whether a change in the total power is greater than or equal to a change in the sound due to the door opening / closing as described above, the power is directly in the time domain. It can also detect whether there is a change. For the present embodiment, the sound detector 114 obtains a signal strength value obtained by summing the magnitudes of the signals sampled during the period for each conversion period t_U, and sequentially stores the series of signal strength values that are sequentially obtained. After gathering as many times as the time interval (t _INT ) and constructing the signal strength column, the door open / You can check whether the sound changes due to the closing. That is, as described above, when the total signal strength of the first half is greater than or equal to the preset threshold, the sound due to door closing is smaller than the total signal strength of the second half above the threshold. Can be determined to have been detected.

Various methods applied to a method for identifying a platform and a tunnel by using a personal communication terminal, which are described in detail by various embodiments so far, are appropriate unless they are incompatible with each other. May be combined and implemented together.

Up to now, the principle and concept of the present invention have been described in detail by taking a Wi-Fi network, which is a high-speed wireless LAN, as an example of a wireless communication network installed in a platform or a train of a train to provide a wireless communication service to users. However, the principle and concept of the present invention is that the service area is localized compared to the cellular network by separately forming a service zone locally in a place limited by each uniquely identified access point such as a Wi-Fi network. It may also be applied to a wireless communication network of a communication method in which service zones are scattered and do not guarantee continuity of communication (ie, handover) between them or partially guarantee continuity of communication. Therefore, only the name of the wireless communication network to be applied, the wireless signal method, etc. are different, and the invention that uses or applies the principles and concepts as an example to the present specification should be regarded as naturally belonging to the scope of the claims.

As mentioned above, preferred embodiments of the present invention described above are disclosed for the purpose of illustration, and those skilled in the art can improve other various embodiments within the spirit and technical scope of the present invention disclosed in the appended claims below. Changes, substitutions or additions will be possible.

1a: cellular modem 1b: cellular codec
2a: Wi-Fi Modem 2b: Wi-Fi Codec
4: display driver 5: display panel
6: input controller 6a: touch sensor
6b: Keypad 7: Memory Section
10: main control unit 12: communication unit
100: wireless communication terminal 110: measuring agent
111: management unit 112: data transmission and reception unit
113: UI processor 114: sound detector
200: measurement information server 201: cellular network
202 _i : Wi-Fi network

Claims (27)

A terminal capable of communicating by connecting to a first wireless communication network and a second wireless communication network, respectively,
A communication unit configured to communicate by connecting to the first wireless communication network or the second wireless communication network, and configured to search for connection points providing the second wireless communication network;
A sound detector configured to detect a predetermined specific sound from sounds generated around the terminal;
At least one of the wireless service characteristics of the first wireless communication network measured repeatedly by the communication unit together with measurement time point information, and also found by a periodic search for the second wireless communication network of the communication unit. The offset time is determined based on the installation location information of the access point, and after determining the specific time point by adding the determined offset time to the time point when the sound detection unit detects the specific sound, measuring the stored wireless service characteristic. And a management unit configured to record, in values, information such that a measurement value having measurement time point information closest to the determined specific time point is identified as a value measured at a boundary of a platform and a tunnel. The method of claim 1,
The management unit is configured to determine a direction in which the terminal is moving along an arbitrary train route, based on the connection points found in the periodic search, and to determine the offset time further based on the determined movement direction. Terminal. The method of claim 2,
The management unit is configured to determine different sizes with respect to the offset time when the determined moving direction is in the same direction as the reference direction defined for the arbitrary train line and in the reverse direction with respect to the same installation place information. Terminal. The method of claim 3, wherein
The management unit is configured to determine, in determining the offset time, the offset time becomes larger as the installation location indicated by the installation location information of the at least one connection point is rearward of the electric vehicle in the determined moving direction. Terminal. The method of claim 2,
The management unit is configured to determine the direction of movement based on the identification order of the subway stations when at least two different subway stations that are identified based on connection points found in the periodic search are all belonging to the arbitrary railway line. Terminal. The method of claim 5,
And the management unit is configured to newly determine a direction in which the terminal is moving if the train station identified on the basis of the connection points found in the periodic search belongs to a train line different from the previously identified train station. The method of claim 1,
The installation location information is specified as a value belonging to one of the areas divided into two or more with respect to the place installed in the platform of the subway station. The method of claim 1,
The installation location information, the terminal is a value that specifies in which order the passenger car in the electric vehicle. The method according to claim 7 or 8,
And the management unit is configured to determine the offset time based on the installation location information where the number of connection points having the same installation location information is different when the installation location information of the at least one connection point is different from each other. The method according to claim 7 or 8,
The management unit, when the installation location information of the at least one connection point is different, the offset time between the time that is calculated based on the time specified as the offset time for each of the different installation location information Terminal configured to determine with time. The method according to claim 7 or 8,
And the management unit is configured to determine the offset time based on the installation location information of the connection point having the greater signal strength at the at least one connection point when the installation location information of the at least one connection point is different from each other. The method of claim 1,
The measured values relating to the wireless service characteristics are for a reception strength of a radio signal of the first wireless communication network or for a reception speed measured while receiving data of a file through the first wireless communication network,
The management unit is configured to transmit the measured values recorded with the information to be identified by the measured values at the boundary of the platform and the tunnel to a specific external server predetermined. The method of claim 12,
The management unit is configured to transmit, to the particular server, the measurement values together with information about the subway station identified based on an access point found in the periodic search during or immediately before the measurement values are obtained. Terminal. The method of claim 1,
The offset time determined based on the installation location information of the at least one connection point may be a negative value. The method of claim 1,
The sound detector obtains the frequency distribution information of the sound during the period with respect to the sound generated around the terminal at regular intervals, and divides the designated target band with the frequency distribution information obtained for each of the predetermined periods. Find a unit band having a frequency component of the maximum size in units of a reference bandwidth for each subband, and mark it as a dominant station. The frequency distribution information in which the dominant station is marked for each subband corresponds to a predetermined time. And confirming the distribution pattern of the dominant station in the dominant station distribution table configured to collect and determine that the specific sound is detected when it is determined that there is a distribution pattern that matches a predetermined eigen pattern for the particular sound. Terminal. The method of claim 15,
The specific sound is an acceleration sound generated when the electric vehicle accelerates while starting.
The sound detection unit, when it is confirmed that the distribution pattern that matches the unique pattern identified for the acceleration sound in any one of the dominant station distribution table constituting, prior to the confirmation, is generated in the electric car just before departure And determine whether the acceleration sound is detected according to an additional condition of whether a specific signal by sound is detected. The method of claim 15,
The specific sound is a deceleration sound generated when the electric vehicle decelerates to stop,
The sound detection unit, when it is confirmed that the distribution pattern that matches the unique pattern identified for the deceleration sound in any one of the dominant station distribution table constituting, within a specified time after the confirmation, in the electric car immediately after the stop And determining whether to detect the deceleration sound according to an additional condition of whether a specific signal due to the generated sound is detected. The method according to claim 16 or 17,
The specific signal is a unique sound generated to inform passengers that the electric vehicle has started or stopped.
And the sound detector is configured to determine whether the unique sound is detected based on whether a distribution pattern matching the unique pattern identified for the specific sound is detected in the dominant distribution table. The method of claim 18,
The sound detection unit configures a dominant station distribution table for finding a distribution pattern matching a eigen pattern for the specific sound and a dominant station distribution table for finding a distribution pattern matching the eigen pattern for the specific sound. The terminal is configured to apply the width of the subband and the target band differently. The method according to claim 16 or 17,
The specific signal is a change in magnitude that appears in the sound heard in the cabin of the electric vehicle when the door of the electric vehicle is opened or closed,
And the sound detector is configured to determine that the specific signal is detected when the ambient sound to be detected changes by more than a predetermined reference value within a predetermined time. The method of claim 20,
The predetermined time is the same time as the predetermined time,
The sound detector is configured to obtain the total sound intensity of the first half and the second half of the predetermined time, and to determine that the specific signal is detected when the difference between the total sound intensity is equal to or greater than the reference value. . The method of claim 21,
The sound detector may determine that the specific signal is detected as the door of the electric vehicle is closed when the total sound intensity of the first half is greater than the reference sound intensity of the second half, and the total sound intensity of the first half is determined. And smaller than the reference value than the total sound intensity of the second half, the terminal is configured to determine that the specific signal is detected as the door of the electric vehicle is opened. The method of claim 15,
The specific sound is a terminal that is a unique notification sound to inform the stop or start of the electric vehicle. The method of claim 15,
And the target band is specified to have a narrower bandwidth than the entire bandwidth of the frequency distribution information for the audible sound. The method of claim 15,
The sound detection unit is configured to include 70% or more of the frequency distribution information included in the subsequent order of the dominant station distribution table configured immediately before, when constituting the dominant station distribution table. A method for automatically measuring a characteristic of a wireless service according to a travel route of a train, which is performed in a device that can access a plurality of wireless communication networks,
Step 1 of continuously storing wireless service characteristics and storing the measured values together with corresponding measurement timing information;
Based on the point of time when a predetermined sound is detected from the sound generated from the surroundings, and the location information of the at least one connection point found in the search, the measured value at the boundary of the platform and the tunnel is measured from the stored measured values. Specifying and identifying information for identifying the specified measured value;
Including the three steps of transmitting the stored measurement values to the external specific server with the identification information,
The second step,
Determining an offset time based on location information of at least one connection point found by a periodic search for one of the plurality of wireless communication networks;
Obtaining a specific time point by adding the determined offset time to the specific sound time point;
And adding, from the stored measured values, information that allows a measured value having measurement time point information closest to the obtained specific time point to be identified as the measured value at the boundary zone. In the device that can provide programs executed in other devices through an interface,
Interface that can send and receive data with the outside,
It comprises a data storage means containing a program object to be executed in the communication terminal, the data is provided to the outside through the interface,
The program object is executed in a communication terminal capable of connecting to the first wireless communication network and the second wireless communication network, respectively.
A function of continuously storing wireless service characteristics with respect to the first wireless communication network and storing measured values together with corresponding measurement time point information;
The ability to detect specific sounds from the sounds generated from the surroundings,
Periodically searching for the second wireless communication network, and determining an offset time based on the installation location information of at least one connection point found in the search;
The determined offset time is added to the specific sound detection time point to obtain a specific time point, and from the stored measured values, the measured value having the measurement time point information closest to the obtained specific time point is measured as a value measured at the boundary zone. The ability to add information to be identified,
And program codes for performing the function of transmitting the stored measured values to a specific server external to the communication terminal together with the information for identifying the measured values at the border zone.

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