RU2108626C1 - Road traffic control process - Google Patents

Abstract

FIELD: routed urban transport. SUBSTANCE: process depends on assigning specific number to every vehicle, route number, recording time of passing control stations and comparing it with desired value; according to invention, dispatching center operating in automatic mode functions to provide for circular polling of vehicles which are within reach of control stations, to receive information arriving from vehicles, to process, store, and display it, to correct traffic schedules, to inform driver about deviation of the actual time of arrival at control station desired, about vehicle residence within reach of control station, about dispatcher's call for voice communication and end of voice communication session, about normal reception of data from vehicle by dispatching center; dispatcher is called for voice communication from vehicle which is within reach of control station; in case of emergency situations or assault committed on driver, dispatching center receives respective signal transmitted from vehicle at any point of route and beyond it many times by raising for short time vehicle transmitter power so as to ensure that these signals will be reliably received at dispatching center and to greatly reduce time required to render help to driver and passengers. In dispatching control mode, dispatching center functions to call any vehicle for voice communication for instantly changing traffic schedule and to display data on any vehicle on operator's request. Voice is transmitted as part of data signal in digital form with time-division multiplexing and noise-immune coding so that request and response messages are transmitted over independent radio channels. EFFECT: enlarged functional capabilities and improved control characteristics. 3 dwg

Description

 The invention relates to methods for controlling routed vehicles and can be used in automated dispatch systems for urban passenger transport.

 A known method of regulating the time intervals of the movement of mobile units on the transport highway, based on the formation of the specified intervals of movement of the moving units on isolated routes. However, this method does not allow to obtain a uniform interval of movement of moving units on a section of the transport network, common to several routes, since the movement of moving units is regulated on each of the isolated routes independently of other routes. (Aut. St. USSR N 423159, class G 08 G 1/12, publ. 05.04.74, BI N 13).

 A known method of regulating the movement of moving units, based on the formation of specified intervals of moving units on isolated routes, in which the average time interval between moving units is determined based on the actual intervals of movement of moving units, the absolute deviations of the actual intervals of moving units from the received average are calculated, form spatial relative shift of sequences of time intervals of moving units prostrate on the site, common to isolated routes, and form the planned departure time of mobile units from the final control points of isolated routes. (Aut. St. USSR N 746680, class G 08 G 1/01, publ. 7.07.80, BI N 25).

 The method of regulating the movement of moving units, in which the moments of arrival of moving units is recorded at checkpoints, is more accurate in controlling the movement of moving units moving at arbitrary intervals, this time is compared with the planned arrival time and the deviation of the actual time from the planned one is calculated, and new planned moments of time of arrival of mobile units at checkpoints from the condition of minimum additional total operating costs and transmit this information formation for the driver to change the speed in proportion to the change in the planned time of arrival at checkpoints (Aut. St. USSR N 1571637, class G 08 G1 / 01, publ. 15.06.90, BI N 22).

 A known method of controlling movement, implemented using a transceiver unit for a control system of moving objects. An inductive coupling antenna connected to the device is installed in the stop zone under the pavement. A district dispatch center is connected to the device via a two-wire communication line. On a mobile unit, a constantly working transmitter is installed, equipped with a dispatcher call button, a microphone and an inductive coupling antenna, as well as a constantly working receiver with a loudspeaker and an inductive coupling antenna. This method allows the dispatcher to automatically detect the presence of moving units at stops equipped with the device, and to call the voice drivers at these stops; to a driver whose vehicle is not equipped with equipment or whose equipment is defective, get a connection to talk with the dispatcher at a stop equipped with a device; to the driver of the mobile unit through the dispatcher to get in touch with the city emergency services. The disadvantages of the proposed method are the need for an exact stop above the inductive communication antenna installed under the road surface, low quality of communication channels using wire lines, their low throughput and frequent damage during earthworks. (Aut. St. USSR N 450219, class G 08 C 9/12, G 08 G 1/00, publ. 15.11.74, BI N 42).

 A known method implemented in a device for collecting and transmitting information about the movement of buses, which consists in the fact that from the control point (KP) produce a periodic survey on the radio line of buses stopping in the coverage area of the KP. When the bus stops in the 'coverage area, the KP is formed and transmitted to the KP the bus code. Upon receipt of a request transmitted over the radio channel from the control post, using the bus equipment, information is generated and transmitted over the radio channel on the route number and the number of the unit in the route in the form of a repeated positional ternary correction code with pulse frequency and amplitude modulation. The CP equipment accepts this code, converts it into a ternary repeatable positional corrective code with a polar sign, and relay this code via a wired channel to a linear dispatch center (LDP). On the LDP, this code is received by the reception and decoding unit of code combinations, automatic control of bus regularity is carried out, based on a comparison of the transit time of the control unit with the traffic schedule set by the dispatcher to the program machine before the bus leaves the flight, documenting the results of control at the end of the turn, collecting and transmitting to the central control center (DAC) via a wire link for data on the operation of routes assigned to this LDP, namely: the number of people acting on the route poisons, the number of buses in downtime, returns, switches and orders, a signal about the occurrence of a long violation of the regularity of buses on the route. The CDL equipment receives information from linear control rooms, displays it in digital form on a control room and, if necessary, enters it into a computer. However, this method also uses wired communication lines between the linear and central control centers. (Aut. St. USSR N 235425, class G 08 C 19/28, publ. 16.01.69, BI N 5).

 The closest in technical essence, adopted as a prototype, is a method for regulating the movement of transport units, in which each mobile unit, each control point and each route is assigned a specific number. Before the start of the shift, information about the end time of the shift, the specified intervals of the movement of transport units between two consecutive checkpoints of all routes in the form of time settings (maximum and minimum), as well as directories of each transport unit containing, in addition to other information, its number and route, sign the first mark at the checkpoint (at the beginning of the shift is 0), entered in the calculator. The minimum and maximum time settings of the movement of transport units between two consecutive control points of the route are determined, respectively, as the difference and the sum between the standard travel time and the permissible deviation of this time. In the reference book of the transport unit in real time, the number of the checkpoint passed by the transport unit last, and the time of its passage are entered. When the mobile unit is first recognized at any control point, the sign of the first mark is changed, the number and direction of movement of the transport unit are recorded. The information received is transmitted to the calculator, where on the basis of the last checkpoint passed by the given mobile unit and its direction of movement, the number of the checkpoint at which the recognition occurred and the corresponding time settings are determined. When the difference between the current time and the recognition time recorded by the calculator timer goes beyond the limits defined by the settings, the calculator calculates the change in the speed of the transport unit, during which the transport unit compensates for the deviation from the set travel time to the next control point and which is indicated to the driver of the transport unit display unit. Before each transition to waiting for the travel signal of the checkpoint, the end of the shift is checked, and if the current time exceeds the end time of the shift, the algorithm ends the work. If the difference between the current time and the time the mobile unit is recognized exceeds the upper time setting by means of the display unit, the dispatcher will be shown the number of the transport unit, the route, the number of the last checkpoint that has been passed, which allows you to determine the emergency stop section of the transport unit. Thus, this method is more informative than the previous one. (Aut. St. USSR N 1672505, class G 08 G 1/123, publ. 23.08.91, BI N 31).

 The purpose of the invention is the expansion of functionality due to the introduction of new operations, improving the quality of control due to the operative voice communication of the drivers and the dispatcher due to the fact that each information packet with a duration equal to the sampling period of the speech signal contains both telemetry and speech information, and request and response messages are transmitted via independent radio channels in digital form with time division multiplexing and anti-interference coding, and reducing the time required for approx Assistance to passengers and the driver in case of emergency (for example, an accident or an attack on the driver) due to a short-term increase in the transmitter power for stable reception of signals about the accident or attack on the DAC as if the mobile unit were in the control zone (at a distance of up to 100 m from it), and at any point on the route, as well as outside it.

 The goal is achieved as follows. When implementing the method of controlling the movement of ground transport, each control point, each mobile unit, each route is assigned a specific number, for each mobile unit, a movement schedule is set, the travel time of the control points is recorded and compared with the set point according to the proposed method, from the central control center in automatic mode produce a cyclical survey of control points, which, in turn, cyclically interrogate the moving units in their coverage area s, receive information received from mobile units and relay it to the central control center, where information is received, process, store, display and adjust traffic schedules based on the analysis of statistical data, indicate to the driver the deviation of the actual arrival time at the checkpoint from the planned one; the location of the mobile unit in the coverage area of the checkpoint, a call from the dispatcher for voice communications, the end of the voice communication session and the successful reception of information from the mobile unit by the central control center, from the mobile unit located in the coverage area of the checkpoint, they call the dispatcher for voice communication, and if in an emergency or in an attack on the driver, they receive at the central control center a signal repeatedly transmitted from the mobile unit from any point on the route, as well as it, with the help of a short-term increase in the power of the transmitter of a mobile unit, in supervisory control mode, carried out in parallel and independently with automatic mode, because each information packet with a duration equal to the sampling period of a speech signal contains both telemetry and voice information, both interrogative and response Messages are transmitted via independent radio channels in digital form with temporary compression and noise-proof coding, from the central control center drivers of any mobile unit, or drivers who are in the checkpoint area with a given dispatcher number, or route drivers with a given number, or - in a circular call - all drivers for voice communications to quickly change the schedule, route or number of cars on the route, at the request of the operator, data is displayed for any mobile unit, for the mobile units of the selected route or checkpoint, or for all mobile units for the reporting period (shift, day, month, year, etc.).

 A new technical result consists in the fact that during the exchange of information between the mobile unit and the central control center through a control point operating as an active repeater with the accumulation of information, each information packet with a duration equal to the sampling period of the speech signal contains, as telemetry information about the parameters of the movement of the mobile unit (for example, its number, route number, order number in the route, number of the last checkpoint passed and at least two previous numbers control points for determining the direction of movement), its technical condition (for example, loading, average fuel consumption, average speed in sections, maximum speed, malfunctions, etc.), signs of the presence or absence of an accident or attack, or a driver calling the dispatcher and the driver by the dispatcher for voice communication, the end of the voice communication session, successful reception of information from the central control unit, as well as voice information, and the request and response messages are transmitted via independent digital channels with time division multiplexing and anti-interference coding. This allows you to negotiate between the driver and the dispatcher, without interrupting the transmission of telemetric information, which eliminates its loss and increases the efficiency of dispatch control. In addition, in the event of an emergency (for example, an accident or an attack on the driver), a short-term increase in the transmitter power of the mobile unit allows you to stably receive an accident signal or an attack signal on the PDP both when the mobile unit is in the coverage area of the checkpoint and at any point on the route , which can significantly reduce the time required to assist passengers and the driver.

 Thus, the proposed method in comparison with the prototype allows you to expand the functionality by introducing new operations and improve the quality of management thanks to the operative voice communication of the drivers and the dispatcher due to the fact that each information packet with a duration equal to the sampling period of the speech signal contains both telemetry and and voice information, and the interrogation and response messages are transmitted via independent radio channels in digital form with a temporary seal and noise-proof codes In addition, significantly reduce the time required to assist passengers and the driver in case of emergency (for example, in case of an accident or an attack on the driver) due to a short-term increase in the transmitter power of the mobile unit for stable reception of an accident or attack signal on the DAC the location of the mobile unit in the area of the control point, and at any point on the route, as well as outside it.

 Analysis of known technical solutions allows us to conclude that the proposed technical solution is not known from the prior art, which indicates its compliance with the criterion of "novelty."

 The essence of the invention for a specialist does not follow explicitly from the prior art, which allows us to conclude that it meets the criterion of "inventive step".

 The possibility of using the proposed method in the dispatch control system of urban transport allows us to conclude that it meets the criterion of "industrial 'applicability".

 In FIG. 1 is a structural diagram of a system of dispatch control of land transport; in FIG. 2 - a possible design option for the control panel and UPE indication; in FIG. 3 - an example of the structural organization of the information package. The proposed method is implemented using the system of supervisory control of ground transport (see Fig. 1), which includes mobile unit devices (UPE) containing channel-forming equipment 1 near radio channel, 2 UPE controller and remote control and indication 3, control point devices containing channel-forming equipment of near 4 and far 5 radio channels and controller 6 KP, and a central control center device (CDC) containing channel-forming equipment 7 of the far radio channel, file server 8, automation Rowan the CWP (ARMD), 9 (1) ... 9 (n) and 10 support staff (1) ... 10 (k). The channel-forming equipment of the near or far radio channels may include, for example, receivers, transmitters, and communication channel adapters.

 As an adapter, in particular, a specialized computer with a high-speed serial interface can be used.

 On the panel of the control panel and display UPE (see figure 2) display, for example, an indicator 11 finding PE in the coverage area of the CP, indicator 12 call the driver PE manager of the DAC, indicator 13 of the successful reception of information with UPE central control center (acknowledgment signal), an indicator 14 of the time of deviation from the schedule, as well as input organs for discrete information, for example, an alarm signaling button 15, an alarm signaling button 16, a voice communication manager call button 17, and a voice communication session end button 18 (“hang up”). When turning on the equipment of the central control room from the automated workstations of the auxiliary personnel 10 (1) ... 10 (k), the system parameters are initially set up: for each control point, each mobile unit, each route is assigned a specific number, for each mobile unit a movement schedule is set (travel time of each control point of the route).

 The central control room (DAC) operates in parallel and independently in two modes: automatic and dispatch control.

 In the automatic mode with the DAC, a continuous polling of all control points (CP) is carried out, which in turn cyclically polls the mobile units located in their coverage area, receiving telemetric information about the parameters of movement along the routes of the moving units and their technical condition, about the availability or the absence of an accident or attack, call of the dispatcher by the driver of the PE for voice communication, termination of the voice communication session, as well as processing, storage, display of the received information and adjustment of traffic schedules Based on the analysis of statistics.

 Each control point is an active repeater with the accumulation of information. From the control point, a cyclic scan of the control zone and sequential interrogation of all control units located in its control zone are continuously performed. The equipment 1 near the UPE radio channel is turned on for reception and transmits information only after receiving a signal from the DAC, transmitted through the checkpoint in automatic mode. If the PE code located in the control zone of the control unit coincides (as evidenced by the on state of the indicator 11 of the presence of the control unit in the control zone on the panel of the control panel 3 of the UPE display), the telemetry information is transmitted to the control unit with the request code using the equipment transmitter 1 of the near radio channel UPE PE movement parameters (for example, PE number, route number, order number in the route, the number of the control point passed by the last and at least two numbers of the previous control points to determine the direction of movement), technical UE condition (for example, loading, average fuel consumption, average speed in sections, maximum speed, malfunctions, etc.), as well as signs of the presence or absence of an accident or attack, the dispatcher driver calls the PE for voice communication, the signal ends the session voice communication. The receiver of the equipment 4 near the radio channel KP receive information from the UPE, the controller 6 is encoded by an individual code for this KP and using the transmitter 5 of the far radio channel KP transmit this information to the DAC.

 The receiver of the equipment 7 of the distant radio channel of the DAC receives the information packet, using the file server 8 processes the received information, calculates the deviation of the actual time of arrival of the UE on the control unit from the planned one and the transmitter of the equipment 7 sends a signal to the UE through the control unit about the successful reception of information and the value of the deviation from the schedule. Controller 2 UPE process the received information and on the panel of the remote control 3 and display UPE indicator 14 shows the driver the deviation of the actual time of arrival at the CP from the planned, and indicator 13 signals the successful reception of information by the central control center.

 After this, the interrogation of the control zone of the control unit is continued in ascending order of the numbers of PE If several control units are located in the control zone, then the survey of control units is carried out in ascending order of their numbers. Since response messages are generated only after receiving a request by their number, the possibility of simultaneous emission of signals from several UEs is excluded, and thereby the possibility of failures caused by the imposition of information is excluded.

 The equipment of the near radio channel has a range of about 100 m. This allows the use of low power transmitters, which reduces the cost of the system and ensures compliance with sanitary standards for radio emissions. In addition, an increase in the radius of action of the transmitters, and hence the control zone of the control unit, would lead to a decrease in the accuracy of determining the location of the UE. The indicated value of the control zone is sufficient for several PEs to be located in it simultaneously, it does not require an exact stop at a certain point and the exact orientation of the PEs.

 Information packages are transmitted with an anti-interference code with the detection and correction of errors, for example, with a Reed-Solomon code, which can significantly increase the noise immunity of the transmitted information. After successfully receiving the information, an acknowledgment signal is sent in the response message. In the absence of an acknowledgment signal, a second request is sent. With a long absence of an acknowledgment signal, a conclusion is made about a malfunction of the KP or UPE equipment, which is indicated to the dispatcher to take measures to eliminate violations of the system.

 The dispatch control mode is carried out in parallel and independently with automatic. All information is transmitted automatically, and the meaning of the dispatch control mode is that the dispatcher can change the PE schedule, route, number of cars on the route at any time depending on changes in passenger flow (for example, during public events), when weather conditions change (for example, a decrease in speed during icy conditions, rain, etc.), a traffic situation (for example, road repair, traffic accident, etc.) For this, the driver calls any driver or voice drivers for voice communication this route or drivers who are within range of the specified manual or - if a conference call - all drivers. With the help of ARMD 9 (i) or AWP 10 (i) of auxiliary personnel, intermediate data is displayed for any UE, for all UEs for the reporting period (shift, day, etc.) in a form convenient for the dispatcher (for example, in the form of a table or mimic diagrams on the terminal screen or printed on the printer).

 The final document is the statement of wages and statements of fuel consumption, mileage PE, etc., which are provided for reporting to higher organizations.

 When the dispatcher calls ARM (9 (1) ... 9 (n)) the PE driver for voice communication, the call indicator 12 on the panel of the control unit 3 of the UPE control and indication turns on. After receiving a call signal for voice communication, the driver of the PE located in the coverage area of the CP (as evidenced by the on state of the indicator 11 of the presence of PE in the CP area), talks to the dispatcher. After the conversation, the driver of the PE or the dispatcher sends a signal to end the communication session ("hang up").

 If the driver needs communication with the dispatcher, then, being in the coverage area of any control unit, the driver presses button 17 on the panel of the control and display panel 3 and, after receiving the dispatcher’s permission for voice communication, talks to the dispatcher. At the end of the communication session, the driver presses the button 18.

 In a circular call, the dispatcher calls the drivers of all PEs. Those UEs that are in the coverage area of a KP perceive this message. Simultaneously with the transmission of the voice message, it is recorded in digital form in the memory of the file server 8. When the transmitter arrives at the control unit, which was absent there at the time of the transmission of the circular message, using the control unit equipment, the information on the arrival of the given control unit is transmitted to the DAC. The receiver of the equipment 7 of the distant radio channel of the PDP receives the information package, using the file server 8 processes the received information and, together with the transmission of the acknowledgment signal and the time of the deviation from the schedule as part of the information package, sends the driver a voice call from the dispatcher, as indicated by indicator 12 on the panel the remote control and display 3 UPE, and then through the voice channel transmit the dispatcher message extracted from the memory of the file server 8.

 In the event of an emergency (for example, an attack on the driver or an emergency), the driver of the PE presses the alarm signaling button 15 or the emergency signaling button 16 on the control and display panel of the UPE, and his call is relayed through the control unit in whose operating area it is relayed to DAC. The signal is transmitted multiple times so that it can be received with a higher probability. For stable reception from any point of the route (even outside the control zone), as well as outside its signals about an emergency or attack on the driver, a short-term increase in transmitter power is provided.

 The exchange of information between the UPE and KP, between the KP and the RAP, between the DAC and the UPE is carried out over the air in an automatic mode. Organize two channels of information transfer: direct - from the DAC to the CP and then from the CP to the UPE and the reverse - from the UPE to the CP and further to the CDP. All signals, including speech, are transmitted in digital form by an anti-interference code with temporary compression by start-stop packets with a repetition rate equal to the sampling frequency of the speech signal. Packets of information are transmitted inside each channel (both direct and reverse), for example, in the following form (see Fig. 3): start message 19, address of voice message 20, sign of speech message 21, actual speech message 22, telemetry address 23, a sign of telemetric transmission 24, telemetry transmission 25 and stop transmission 26. The transmission period is T-inversely proportional to the sampling frequency of the speech signal. If there is no voice information, positions 20 to 22 are empty, i.e. all bits intended for speech information are reset.

 Thus, the positive effect of the proposed method consists in expanding the functionality due to the introduction of new operations and improving the quality of control due to the operative voice communication of the drivers and the dispatcher by means of digital voice transmission with temporary compression and noise-encoding encoding independent from the telemetry channel so that one period of sampling of a speech signal is transmitted and received informational packets both in the forward direction from the DAC to the CP and further from the CP to the UPE, and in military - from UPE to KP and further from KP to TsDP. In addition, in the event of an emergency (for example, an accident or an attack on the driver), a short-term increase in the transmitter power of the mobile unit allows you to receive an accident signal or an attack signal (in the proposed method, these are two different signals) on the DAC as if the mobile unit were in the coverage area checkpoint, and at any point on the route, as well as outside it, which can significantly reduce the time required to assist passengers and the driver.

Claims (1)

 A method of controlling the movement of ground transport, based on the task for each mobile unit of its number, the route number, fixing the time it took to pass the checkpoints, comparing it with the set one, characterized in that in automatic mode from the central control center they make a circular survey of control points, which, in turn, cyclically interviewed mobile units located in their coverage area, receive information received from the mobile units and relay it to the central dispatcher The workshop where information is received, processed, stored, displayed and adjusted traffic schedules based on the analysis of statistical data, indicate to the driver the deviation of the actual time of arrival at the checkpoint from the planned, the location of the mobile unit in the coverage area of the checkpoint, a call from the dispatcher to voice communication and successful reception of information from a mobile unit by a central control center, from a mobile unit located in the coverage area of a control point, cause communication of the dispatcher, and in the event of an emergency or an attack on the driver, they receive at the central dispatching station a signal repeatedly transmitted from the mobile unit from any point of the route, as well as outside it, by briefly increasing the transmitter power of the mobile unit in dispatch control mode in parallel and independently with automatic due to the fact that each information packet with a duration equal to the sampling period of the speech signal contains Both telemetry and voice information, and the request and response messages are transmitted via independent radio channels in digital form with time-division multiplexing and anti-interference coding; drivers are called from the central control center for voice communications to quickly change the traffic schedule, route, number of cars on the route, At the request of the operator, data on mobile units for the reporting period are displayed.

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