Classifications

• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B61—RAILWAYS
  • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
  • B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
  • B61L27/10—Operations, e.g. scheduling or time tables
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B61—RAILWAYS
  • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
  • B61L25/00—Recording or indicating positions or identities of vehicles or trains or setting of track apparatus
  • B61L25/02—Indicating or recording positions or identities of vehicles or trains
  • B61L25/025—Absolute localisation, e.g. providing geodetic coordinates
• • G—PHYSICS
  • G01—MEASURING; TESTING
  • G01S—RADIO DIRECTION-FINDING; RADIO NAVIGATION; DETERMINING DISTANCE OR VELOCITY BY USE OF RADIO WAVES; LOCATING OR PRESENCE-DETECTING BY USE OF THE REFLECTION OR RERADIATION OF RADIO WAVES; ANALOGOUS ARRANGEMENTS USING OTHER WAVES
  • G01S19/00—Satellite radio beacon positioning systems; Determining position, velocity or attitude using signals transmitted by such systems
  • G01S19/01—Satellite radio beacon positioning systems transmitting time-stamped messages, e.g. GPS [Global Positioning System], GLONASS [Global Orbiting Navigation Satellite System] or GALILEO
  • G01S19/13—Receivers
  • G01S19/14—Receivers specially adapted for specific applications
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B61—RAILWAYS
  • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
  • B61L2205/00—Communication or navigation systems for railway traffic
  • B61L2205/04—Satellite based navigation systems, e.g. global positioning system [GPS]

Definitions

• the present invention relates to a technique for managing vehicle operation based on GPS signals received from a global positioning system (GPS), and in particular, operation of a railway vehicle traveling on a predetermined route such as a train or a train.
• GPS global positioning system
• the present invention relates to a railway vehicle operation management system and a railway vehicle operation management program that are suitable for alerting drivers and assisting driving by providing operation guidance.
• Japanese Patent Publication No. 2003-137099 discloses an operation management system that includes a command center that manages the operation of a vehicle and a vehicle that is managed by this command center. Permissible literature 1). Then, when the command center transmits notification information including notification text information on driving instructions and alert location information specifying a location for alerting the notification main text information to the vehicle, the vehicle information processing device The position information from the GPS is compared with the alert location information included in the notification information, and when it is determined that the vehicle has reached the alert location, the driver is alerted to the notification text information. It has been.
• Patent Document 1 Japanese Patent Application Laid-Open No. 2003-137099
• the present invention has been made to solve such a problem, and automatically guides the driver to the stop station for each check point arbitrarily set on a predetermined route.
• Various operation guidance such as alerting the degree of deviation from the scheduled time, vehicle speed restrictions, etc.
• the driver can be supported at a precise timing, and even in areas where it is difficult to receive GPS signals, the location of the vehicle is predicted with high accuracy and high-precision operation management.
• the purpose is to provide a railway vehicle operation management system and a railway vehicle operation management program.
• a feature of the railway vehicle operation management system and the railway vehicle operation management program according to the present invention is a railway vehicle operation management system and a railway vehicle operation management program for managing the operation of a vehicle traveling on a railway line.
• Specific curve data for specifying the curve position on the railway line
• specific speed data for the vehicle speed change planned position for specifying the vehicle speed change position.
• Route data storage means for storing the checkpoint position data, which is the latitude / longitude of the checkpoint, for managing the operation of the vehicle arbitrarily set on the route, the scheduled time of passing the checkpoint, the planned speed, and the stop Scheduled operation that stores station schedule information that is set as appropriate in association with the checkpoint position data.
• Data storage means global positioning system (GPS) force GPS signal receiving means for receiving GPS signals, GPS data relating to the vehicle is calculated based on the GPS signals, and based on the GPS data and the operation schedule data. Therefore, a deviation from the scheduled passage time or a deviation from the planned speed at the checkpoint of the vehicle, the next stop station information is acquired, and the operation management processing means for managing the operation, and the operation management processing means It has a deviation from the scheduled passage time, a deviation from the planned speed, and an operation guidance output means for appropriately guiding the next stop station information to the driver.
• GPS global positioning system
• the operation management processing means calculates a GPS data calculating unit that calculates GPS data that includes measured position data, time data, speed data, and the like regarding the vehicle from the GPS signal; When the GPS signal reception number determination unit and the GPS signal reception number determination unit determine that three or more GPS signals have been received, the actual position data calculated from the GPS signal is determined.
• the correction position data adoption unit that adopts the position data for correction and the GPS reception number determination unit, the correction position data immediately before, the time data Data and a correction data acquisition unit for acquiring the hourly speed data, and an estimated travel distance of the vehicle based on the elapsed time from the correction start position specified by the immediately previous correction position data and the hourly speed data.
• a predicted travel distance calculation unit; and a predicted position data calculation unit that calculates predicted position data indicating a predicted position advanced by the predicted travel distance along the railway line specified by the route specific position data. And prefer to have, and.
• the operation management processing means is obtained from the predicted position data and two GPS signals at this time when two GPS signal reception states continue for a predetermined time.
• a position data comparison / determination unit for comparing and determining the measured position data. If the position data comparison / determination unit determines that the predicted position data is substantially equal to the actual position data, the correction data It is preferable that the position data adopter adopts the predicted position data or the actually measured position data as correction position data.
• the position data comparison / determination unit connects the immediately preceding correction position data and the next route specific point, sets the predicted position on an ellipse, and the predicted position It is preferable to determine that the predicted position data is substantially equal to the measured position data when the measured position data is located within the range of the effective measurement zone set with a predetermined effective width with reference to .
• the route data storage means includes a sub check that specifies a position of a sub check point that is set at a predetermined interval behind the check point position in the traveling direction of the vehicle on the railway line. Point position data is stored
• the operation management processing means has a vehicle position force specified by the measured position data or predicted position data, and a predetermined position based on positions specified by the check point position data and the sub check point position data in the operation schedule data. It is preferable to have a checkpoint arrival determination unit that determines that the vehicle has reached the checkpoint when entering the CP measurement area provided with an effective range.
• the operation management processing means compares the operation schedule data with the time data and the speed data, and predicts passage at a predetermined check point.
• the deviation from the fixed time and the deviation from the scheduled speed are calculated and whether or not the predetermined allowable value is exceeded, or the acceleration analog data acquired from the three-dimensional acceleration sensor exceeds the predetermined allowable value.
• An abnormal operation determination unit for determining whether or not abnormal operation is detected by the abnormal operation determination unit, and also receives data obtained from various equipment mounted on the vehicle or equipment power outside the vehicle.
• an operation situation photographing unit that photographs the surrounding situation of the vehicle or the driving situation of the driver, and the abnormal data storage unit is photographed by the operation situation photographing unit. It is preferable to store the video data and the GPS data in the abnormal data storage means.
• the abnormal data storage unit stores ATS data including a ground element ID obtained from an ATS (Automatic Train Stop) ground element and a vehicle speed in the abnormal data storage means. I prefer that.
• the operation management processing means includes a comparison result between latitude / longitude data regarding the departure point of the vehicle and the GPS data, the check point position data, and the GPS data.
• System check to determine whether or not the railway vehicle operation management system is operating normally based on the comparison result or the comparison result between the gyro sensor direction data and the direction data between check points. It is preferable to have a department.
• the driver for each check point arbitrarily set on a predetermined route, the driver is automatically alerted to the guidance of the stop station, the degree of deviation from the scheduled time, and the vehicle speed limit. It is possible to support the driver by providing various operation guides at an appropriate timing, and to reduce the burden and stress on the driver. In addition, even in areas where GPS signals are difficult to receive, it is possible to predict the position of a vehicle with high accuracy and to manage operation with high accuracy while being inexpensive.
• FIG. 1 is a block diagram showing a railway vehicle operation management system 1 according to this embodiment.
• the railway vehicle operation management system 1 is installed in a driver's seat of a vehicle traveling on a railway line such as a train or a train, and manages the operation of the vehicle.
• route data storage means 2 for storing various data relating to the route
• operation schedule data storage means 3 for storing various data relating to the vehicle operation schedule
• various data relating to vehicle operation results are mainly stored.
• Operation data storage means 4 to perform, abnormal data storage means 5 to store data when abnormal operation occurs in the vehicle, global positioning system (GPS) force GPS signal reception means 6 to receive GPS signals, vehicle Operation guidance output means 7 that outputs various operation guidance to the driver of the vehicle, operation status imaging means 8 that captures the operation status, and operation management that executes various processes related to vehicle operation management And processing means 9.
• GPS global positioning system
• the route data storage means 2, the operation schedule data storage means 3, the operation result data storage means 4 and the abnormality data storage means 5 are appropriately configured by storage means such as a hard disk or a memory card.
• the route data storage means 2 stores route data such as route specific position data, check point position data, and sub check point position data, as shown in FIG.
• the operation schedule data storage means 3 stores operation schedule data such as train schedules
• the operation record data storage means 4 stores operation record data
• the abnormal data storage means 5 stores video data, etc. The data at the time of abnormality is stored.
• the route specific position data is used to identify railway lines with simple information.
• the curve specific point is for setting an effective measurement zone, and as shown in FIG.
• the point where the railway line curves and the traveling direction of the vehicle changes is specified.
• This curve specifying point is specified, for example, as latitude / longitude data of the apex of the curve.
• the curve specific points as described above are set, the railway lines can be identified approximately by connecting them. For this reason, calculation of the predicted position of the vehicle, which will be described later, is simplified.
• the planned vehicle speed change point specifies the point where the speed limit of the vehicle on the railway line changes, and is determined based on the scheduled operation.
• the effective measurement zone is set by utilizing the property that the vehicle travels along a predetermined railway line, and as will be described later, the measured position data of the vehicle obtained from GPS is effective. It is for judging whether it is power.
• the effective measurement zone is set with a predetermined effective width between the curve specific points mainly adjacent to each other along the route.
• the effective width data indicating the effective width can be set and changed as appropriate, but is set to about 1 to 2 m in this embodiment.
• the check point position data also includes the latitude and longitude data of the check point for managing the operation of the vehicle at an accurate timing.
• Check points are arbitrarily set on the route connecting the specific points of the route such as the curve specific point and the planned vehicle speed change point described above, and are mainly set at points where guidance for assisting the driver is necessary.
• the check point in this embodiment is the stop station guide point that provides the station name in front of the stop station to indicate whether it is a stop station or a passing station, and to check whether the vehicle is operating on time.
• the diagram error confirmation point is configured.
• the curve specific point and the vehicle speed change scheduled point are also set as check points.
• the sub-checkpoint is used to follow a GPS signal acquisition failure at each checkpoint.
• the sub-checkpoints are set at predetermined intervals on the railroad line from the respective checkpoint positions to the rear in the vehicle traveling direction.
• the latitude / longitude data for each sub-checkpoint is stored as sub-checkpoint data.
• the sub-checkpoint data may be specified based on the latitude / longitude data of the checkpoint, not the latitude / longitude data. ,.
• the operation schedule data is composed of various data relating to the operation schedule of the vehicle and reflects the operation schedule.
• data such as a checkpoint name, a scheduled passage time, a planned speed, and stop station guide information are appropriately set in association with each checkpoint.
• the operation schedule data may consist of the data power of each route on which the vehicle is operated for each vehicle based on the vehicle, or the data for each route in charge of each driver based on the driver. Even if you make it from
• the operation record data is composed of various data cards related to the vehicle operation record.
• GPS data measured position data, time data, hourly speed data, traveling direction data, altitude data, etc.
• predicted position Data corrected position data, etc.
• the predicted position data is also configured as a latitude / longitude data identifier at the predicted position of the vehicle.
• the correction position data is used to calculate the predicted position.
• the measured position data calculated when three or more GPS signals are received, or the predicted position data with high reliability. Is stored as correction position data.
• the data at the time of abnormality is composed of various data when an abnormal operation occurs in the operation status of the vehicle.
• video data captured by the operation status imaging means 8 GPS data acquired from GPS, and ATS data capabilities such as ground unit ID and vehicle speed obtained from the ground unit of ATS (Automatic Train Stop) It is composed.
• ATS data capabilities such as ground unit ID and vehicle speed obtained from the ground unit of ATS (Automatic Train Stop) It is composed.
• the data at the time of abnormality is not limited to the above data, but can be used to analyze the abnormal operation and investigate the cause.
• Equipment power You may record various data received!
• the GPS signal receiving means 6 is configured with a GPS antenna equal force, and receives a GPS signal that also transmits the GPS satellite force of the global positioning system.
• the operation plan output means 7 includes a speaker for outputting voice guidance and a display for displaying the operation guidance. It is configured to output various operation information such as timely information and emergency information to the vehicle driver.
• the operation status photographing means 8 is composed of a moving image photographing device such as a digital video camera, and obtains the operation status as video data. In this embodiment, two digital video cameras are mounted so as to photograph the front of the vehicle and the driver's seat.
• the operation management processing means 9 is composed of a CPU (Central Processing Unit) and the like, and controls each component means based on the railway vehicle operation management program of the present embodiment, and various kinds of operations necessary for operation management. Data is acquired and operation processing is executed in a timely manner.
• the main processing of the operation management processing means 9 will be explained.
• the GPS data on the vehicle is calculated based on the GPS signal received by the GPS signal receiving means 6, and the vehicle corresponding to the operation schedule is calculated based on the GPS data and the operation schedule data. As a result, it is possible to grasp the actual operation status of the vehicle and manage the operation to support the driver, and at the same time, alert the occurrence of abnormalities in operation at an early stage.
• the operation management processing means 9 mainly includes an operation data acquisition unit 91, a GPS signal acquisition unit 92, a GPS data calculation unit 93, a system check unit 94, a GPS signal reception number determination unit 95, and a correction.
• the operation data acquisition unit 91 acquires various data necessary for operation of the vehicle. Specifically, route specific location data, checkpoint location data, and sub-checkpoint location data are acquired from the route data storage means 2, and operation schedule data is acquired from the operation schedule data storage means 3. RU
• the GPS signal acquisition unit 92 acquires the GPS signal received by the GPS signal receiving means 6.
• GPS signals are acquired at intervals of about 1 second and provided to the GPS data calculation unit 93.
• the GPS signal indicates time information and GPS satellite position. It is composed of signal force with orbital information etc. multiplexed.
• the GPS data calculation unit 93 calculates GPS data that also includes measured position data, time data, speed data, traveling direction data, altitude data, and the like regarding the vehicle. To do.
• the arrival time taken to receive the GPS signal is calculated from the time information in the GPS signal and the reception time in the GPS signal receiving means 6, and the arrival time and the propagation speed of the GPS signal are calculated.
• the distance between the GPS satellite and the GPS signal receiving means 6 Since this distance is, for example, the distance connecting the reception position of the GPS signal receiving means 6 and the position of the GPS satellite, a two-dimensional equation consisting of three variables (latitude, longitude, and altitude) is established. Therefore, when three or more GPS signals are received, accurate measured position data (latitude and longitude) and altitude data are calculated.
• the altitude of the vehicle Assuming that the altitude of the vehicle is almost unchanged, the altitude can be set to a constant value, so even if the number of GPS signals received is two, the measured position data (latitude and longitude) will be accurate to some extent. On the other hand, accurate data is always obtained for time data, hourly speed data, and traveling direction data regardless of the number of GPS signals received.
• the system check unit 94 checks the operation status of the railway vehicle operation management system 1 and detects a failure. Specifically, at the time of departure, the latitude / longitude data related to the departure point of the vehicle and the measured position data calculated by the GPS data calculation unit 93 are acquired to determine whether or not they match. To do. If they match, it is determined that the system is operating normally. On the other hand, if there is a discrepancy or the GPS signal is not received, an error message indicating that the read route data is incorrect! /, Or that the GPS signal receiving means 6 has failed is output to the operation guidance. Output from means 7.
• the latitude / longitude data of the departure point may be entered manually by the driver at the time of delivery, or the latitude / longitude data is automatically set by selecting the name of the first departure point that is preset in the route data and schedule data. ⁇ Even with a configuration that identifies longitude data.
• the system check unit 94 has a function of self-diagnosis of the operation status of the system even when the system is running. Specifically, checkpoint position data and GPS data are acquired, and it is determined whether the vehicle traces each checkpoint in turn! As long as you trace accurately, the system will work properly. Judge that On the other hand, if an abnormality is recognized, an error message is output.
• the vehicle of the present embodiment is provided with a gyro sensor example for measuring the direction of the vehicle. Therefore, the system check unit 94 according to the present embodiment acquires the vehicle direction data obtained by the gyro sensor Sj and the direction data between the check points, and determines whether or not the forces are the same. If they match, it is determined that the system is operating normally. On the other hand, if they do not match, an error message is output. In addition, for the bearing data between checkpoints, the checkpoint position data force is also calculated.
• the GPS signal reception number determination unit 95 determines the number of GPS signals received. As described above, the accuracy of GPS data varies depending on the number of GPS signals received. Therefore, in the present embodiment, correction processing for position data, which will be described later, is appropriately executed based on the number of received GPS signals! / Speak.
• the correction data acquisition unit 96 acquires data necessary for correction processing of vehicle position data.
• the previous correction position data, time data, and hourly speed data are acquired from the operation result data storage means 4.
• the previous correction position data is the actual position data calculated when three or more GPS signals are received, or when the number of GPS signals received is two or less for a predetermined period of time.
• This is the latest measured position data or the predicted position data when the measured position data is almost equal to the predicted position data described later. That is, the latest vehicle position is identified from among highly reliable vehicle positions, and this position is set as a correction start position in this embodiment.
• the predicted travel distance calculation unit 97 calculates the predicted travel distance that the vehicle would have traveled while a highly reliable vehicle position could not be obtained. Specifically, the elapsed time from the correction start position is calculated based on the correction position data and time data immediately before acquired by the correction data acquisition unit 96, and the vehicle is calculated based on the elapsed time and hourly speed data. Calculates the predicted mileage!
• the predicted position data calculation unit 98 calculates the predicted position of the vehicle. Specifically, the railway line is identified by the route specific position data acquired by the correction data acquisition unit 96. Then, the latitude and longitude of the predicted position advanced by the corrected starting position force predicted travel distance along this route is acquired as predicted position data.
• a first straight line connecting the correction start position and the nearest curve specific point is calculated. If the length of the first straight line is L or more, the first straight line is calculated. The position advanced by the correction start position force L on the straight line is acquired as the predicted position. On the other hand, if the length of the first straight line is smaller than L, the second straight line connecting the next curve specific point and the nearest curve specific point is calculated. On the second straight line, the latitude and longitude of the position advanced by [L (length of the first straight line)] from the nearest curve specific point is acquired as predicted position data.
• the unreceivable time determining unit 99 determines whether or not the state where the GPS signal reception power is less than or equal to a predetermined time has elapsed for a reason such as passing through a dead zone.
• the force for which the duration is set to 5 seconds can be set as appropriate by the user.
• the number of GPS signals received is 2 or less and the checkpoint is passed before 5 seconds elapses. Let's force the vehicle position data correction process described later to be executed without waiting for 5 seconds.
• the position data comparison / determination unit 100 compares and determines the actually measured position data calculated by the GPS data calculation unit 93 and the predicted position data calculated by the predicted position data calculation unit 98.
• the predicted position data is substantially equal to the measured position data.
• the measured position data is regarded as inaccurate.
• the correction position data adoption unit 101 employs correction position data for correcting the position data of the vehicle. Specifically, when the GPS signal reception number discriminating unit 95 determines that the number of GPS signal receptions is 3 or more, the measured position data calculated by the GPS data calculation unit 93 is used as correction position data. And stored in the operation result data storage means 4. Even when the number of receptions is reduced to two, accurate location information may be transmitted. Therefore, the number of GPS signals received is 2 or less by the reception unavailable time discriminator 99. If the position data comparison / determination unit 100 determines that the predicted position data and the measured position data are substantially equal, the predicted position data or the measured position data Is adopted as correction position data and stored in the operation result data storage means 4.
• the vehicle position adopting unit 102 obtains highly reliable, actually measured position data or predicted position data as vehicle position data.
• the measured position data adopted by the correction position data adopting unit 101! /! Employs the predicted position data as the position data of the vehicle. Therefore, in this embodiment, not only when the number of GPS signals received is 3 or more, but also when the number of receptions is 2 or less, the state continues for a predetermined time, and the measured position data is the predicted position data. Is approximately equal to the actual position data or the predicted position data, the vehicle position data is adopted. This is based on the fact that even when the number of receptions is two, the error in the measured position data is not necessarily large.
• the abnormal operation determination unit 103 determines whether or not the vehicle operation status is normal. Specifically, schedule data and GPS data are acquired and compared. Then, the deviation between the actual passage time and the scheduled passage time at the predetermined checkpoint and the deviation between the actual passage speed and the scheduled speed are calculated, and it is determined whether or not the predetermined allowable value is exceeded. It has become.
• the vehicle of the present embodiment is provided with a three-dimensional acceleration sensor Sa for measuring acceleration in a three-dimensional direction. Then, the abnormal operation determination unit 103 constantly acquires the acceleration analog data output from the three-dimensional acceleration sensor Sa, and determines whether or not this data exceeds a predetermined allowable value indicating the normal operation range. Come to judge. Furthermore, in this embodiment, even when an ATS (Automatic Train Stop) system is activated, it is detected that an abnormal operation has occurred in the operation of the vehicle.
• ATS Automatic Train Stop
• the abnormal data storage unit 104 stores various abnormal data before and after the occurrence of the abnormal operation in the abnormal data storage means 5.
• video data, GPS data, ATS data, and the like are stored as abnormal data.
• the images taken by the operation status photographing means 8 The image data is sequentially and temporarily stored in an image memory (not shown), and is erased in order from the oldest. Therefore, when an abnormality is detected by the abnormal operation determination unit 103, the abnormal time data storage unit 104 acquires the occurrence time of the abnormal operation and also acquires video data for two minutes before and after the occurrence time from the image memory. However, it is stored in the abnormal data storage means 5.
• the check point arrival determination unit 105 determines whether or not the vehicle has reached the check point.
• the checkpoint arrival determination unit 105 sets checkpoint measurement areas (hereinafter referred to as “CP measurement areas”) corresponding to the checkpoints in consideration of errors in the vehicle position data. When the vehicle position is included in this CP measurement area, it is determined that the vehicle has reached the checkpoint.
• CP measurement areas checkpoint measurement areas
• the CP measurement area has a substantially square shape set with a predetermined effective range with the position specified by the checkpoint position data as a reference (center).
• a main measurement area and a sub-measurement of a substantially square shape that is set adjacent to this main measurement area and is set with a predetermined effective range with the position specified by the sub check point data as the reference (center) It consists of an area. Therefore, the check point arrival determination unit 105 acquires the check point position data and the sub check point position data from the route data storage unit 2 to identify the CP measurement area, and the vehicle position adopted by the vehicle position adoption unit 102. Data is acquired and compared with the CP measurement area.
• the size of the CP measurement area is assumed to be set according to the speed of the vehicle. In this embodiment, it is assumed that the vehicle travels at 60 kmZh (approximately 18 mZs), and the main measurement area is set.
• the sub-measurement area is a square with a side of 36m and two vertices are set on the route.
• the GPS signal acquisition unit 92 of the present embodiment is configured to acquire GPS signals at a rate of once per second. Therefore, GPS signals are received within an error range of about 1 second in each measurement area, so there is an opportunity to acquire a GPS signal at least four times at one checkpoint.
• the operation guide output unit 106 causes the operation guide output means 7 to output a predetermined operation guide. It is. Specifically, when the checkpoint arrival determination unit 105 determines that the vehicle has reached a predetermined checkpoint, various information corresponding to the checkpoint is acquired from the operation schedule data storage unit 3. The speaker power also indicates that the actual vehicle passing time is different from the scheduled checkpoint passing time, the actual passing speed is different from the scheduled speed, the next stop station, the checkpoint name and the speed limit change, etc. Voice guidance or display guidance is provided on the display.
• the operation result data storage unit 107 stores the operation result data in the operation result data storage means 4. Specifically, when the checkpoint arrival determination unit 105 determines that the vehicle has reached the end point on a predetermined route, the passing data of the vehicle at each checkpoint, GPS data acquired every second, etc. It is stored in storage means 4.
• the next route data discriminating unit 108 discriminates whether or not there is a train line to be operated next in the scheduled operation data when the operation of the railway line with the vehicle power ⁇ is finished. is there . As a result of the determination, if there is a railway line to be operated next, the railway vehicle operation management system 1 of the present embodiment continues to execute the operation management, while if there is no railway line to be operated next, the railway vehicle operation is performed. Management system 1 comes to an end!
• the operation data acquisition unit 91 operates the vehicle according to the operation of the driver inputting the assigned route. Obtain route data and schedule data for railway lines (Step Sl). Subsequently, when the GPS signal acquisition unit 92 acquires a GPS signal from the GPS signal receiving means 6 (step S2), various GPS data are calculated by the GPS data calculation unit 93 (step S3). Based on the GPS data, route data, and operation schedule data, the system check unit 94 checks the operation status of the railway vehicle operation management system 1 (step S4).
• Step S4 As a result of the check, if there is no abnormality in the operation of the system (Step S4: OK), while waiting for the vehicle to start operation (Step S5), if a failure is found (Step S4: NG), the operation An error message is output to the line guidance output means 7 (step S6). As a result, the driver is prevented from using the wrong route data or operation schedule data or operating the vehicle in a state where the GPS signal receiving means 6 functions.
• step S5 when the operation of the vehicle is started (step S5: YES), the vehicle position data correction shown in Fig. 5 is corrected while the vehicle is operating on the railway line defined in the route data and the operation schedule data.
• the vehicle position is acquired at any time by the processing (step S7).
• step S7 the vehicle position data correction process executed in step S7 will be described with reference to FIG.
• the GPS signal acquisition unit 92 acquires a GPS signal from the GPS signal receiving means 6 at intervals of about 1 second (step S21). Based on this GPS signal, the GPS data calculation unit 93 GPS data is calculated (step S22).
• the operation status photographing means 8 starts photographing, and the video data is stored in the image memory.
• the GPS signal reception number discriminating unit 95 determines the reception number of GPS signals received in step S21 (step S23), and when the reception number is 3 or more (step S23: YES), the step The measured position data calculated in S22 is determined to be highly accurate, and the process proceeds to step S29 described later.
• step S23 when the number of GPS signals received is 2 or less (step S23: NO), first, the correction data acquisition unit 96 acquires the previous correction position data, time data, and hourly speed data ( Based on these data, the predicted travel distance calculation unit 97 calculates the predicted travel distance of the vehicle (step S25). Then, based on the predicted travel distance and the route specific position data, the predicted position data calculation unit 98 calculates predicted position data of the vehicle (step S26).
• step S27: NO the number of GPS signals received in step S23 is 1 (step S27: NO)
• the measured position data is inaccurate, so the process returns to step S21 to receive the GPS signal again. Wait.
• step S27: YES the number of GPS signals received is 2 (step S27: YES)
• the position data comparison discriminating unit 100 Actual position data The identity of the data and the predicted position data is determined (step S29).
• an effective measurement of a predetermined width along the route between adjacent curve specific points is performed using the feature that the railway vehicle travels on a predetermined route! A zone has been set.
• the identity between the measured position data and the predicted position data is determined based on whether or not the measured position data is detected in the effective measurement zone. This simplifies the arithmetic processing required to determine the identity of both, and the load on the position data comparison / determination unit 100 can be reduced while maintaining accuracy.
• step S29 when it is determined that the measured position data and the predicted position data are substantially equal U (step S29: YES), the measured position data or the predicted position data is determined.
• the position data is estimated to be almost accurate. For this reason, one of these is adopted as correction position data by the correction position data adoption unit 101 and stored in the operation result data storage means 4 (step S30).
• predicted position data calculated in principle is adopted.
• step S23: YES when the number of GPS signals received is 3 or more (step S23: YES), the measured position data calculated in step S22 is highly accurate. Store in data storage means 4 (step S30).
• the vehicle position adoption unit By 102 Since the actual position data or the predicted position data adopted by the correction position data adoption unit 101 has accuracy within an allowable range as described above, the vehicle position adoption unit By 102, it is adopted as vehicle position data (step S31). As described above, not only when the number of GPS signals received is 3 or more, but also when the status is 2 or less for a predetermined period of time, there is high reliability. Since the data is employed as the vehicle position data, the position data acquisition probability is improved while maintaining the accuracy of the vehicle position data.
• step S28 if the number of GPS signals received is 2 or less for a predetermined period of time (step S28: NO), the process returns to step S21 and waits to receive GPS signals again. . In addition, even if the identity between the measured position data and the predicted position data is denied (step S29: NO), the reliability of the measured position data is low, so the process returns to step S21 to receive the GPS signal again. I will come to wait for you.
• the abnormal operation determination unit 103 determines the operation status of the vehicle based on the operation schedule data and the GPS data.
• step S8: YES the process proceeds to step S9.
• the abnormal data storage unit 104 stores the video data and GPS data before and after the occurrence time of the abnormal operation as abnormal data storage means 5 (Step S10), the process proceeds to step S9.
• data before and after the occurrence of an abnormal operation is automatically saved, so it is used to investigate the cause of the abnormal operation and prevent recurrence.
• the abnormal operation determination unit 103 constantly monitors the acceleration analog data acquired from the three-dimensional acceleration sensor Sa regardless of the operation schedule data and GPS data. In comparison with GPS data, sudden accidents and vehicle abnormalities that may be delayed are judged immediately. Specifically, when the driver suddenly brakes, when the vehicle steps on a foreign object (such as a stone, log, or bicycle) placed on the track, or when the vehicle leans unnaturally due to a gust of wind, etc. Because of the acceleration that is not seen during normal operation, abnormal operation is detected. As a result, even if the cause of an abnormal accident that is difficult for even the driver to detect in advance occurs, data before and after the occurrence of the abnormality is saved!
• a foreign object such as a stone, log, or bicycle
• step S9 the checkpoint arrival determination unit 105 determines whether or not the vehicle has reached one of the checkpoints.
• step S9 determines that the vehicle has reached the checkpoint set in the CP measurement area.
• step S9 YES
• the process returns to step S7 and repeats the loop process until the checkpoint is reached.
• step S9 When it is determined that the vehicle has reached one of the checkpoints (step S9: YES), the system check unit 94 performs a check based on the trace status of each checkpoint and the direction information by the gyro sensor Sj. Check the operating status of this system (step S11). As a result of this check, if there is no abnormality in the system operation (step Sl l: OK), proceed to step S12. On the other hand, if an abnormality is recognized (step S11: NG), an error message is output to the operation guidance output means 7 (step S13). As a result, in the unlikely event that this system breaks down while driving, the driver or operation manager can immediately recognize and take appropriate action.
• the operation guide output unit 106 outputs a predetermined operation guide from the operation guide output means 7 (step S12).
• the driver of the vehicle is voice-guided about the deviation of the actual passage time with respect to the scheduled passage time of the checkpoint and the deviation of the actual traveling speed with respect to the limit speed, or the name of the next stop station or Voice guidance or display on the display that the speed limit will be changed
• step S7 to S12 are repeated (step S14: NO), and when the end point is reached (step S14). : YES), the operation result data storage unit 107 stores various data obtained by the operation management process in the operation result data storage means 4 (step S15).
• step S16: YES the next route data discriminating unit 108 repeats the processes from step S1 to S15 until the operation is completed for all railway lines in the operation schedule data (step S16: YES), and the operation schedule data
• step S16: NO the operation management by the railway vehicle operation management system ends.
• a test for managing the operation of an electric vehicle was performed by the above-described railcar operation management system 1 of the present embodiment.
• the actual operation to A station power B station resulted in the results shown in Fig. 7.
• the speed change point an announcement was made that the speed limit would be limited to 50 kmZh.
• an announcement was made that the 50 kmZh speed limit was to be released, and an announcement was made that the actual transit time was 13 seconds behind the scheduled transit time.
• railway vehicle operation management system 1 and the railway vehicle operation management program according to the present invention are not limited to the above-described embodiments, and can be changed as appropriate.
• the predicted position data may be used as the vehicle position data in preference to the data. Also, by using the characteristics that the railway operates on the predetermined route, it is possible to learn the passing time and passing position in the dead zone and to predict and set in advance.
• the operation data acquisition unit 91 acquires various data from the memory card, and the operation result data storage unit 107 stores the operation result data in the memory card.
• a separate transmission / reception means for transmitting / receiving data may be provided to receive predetermined operation management center operation data and transmit operation result data to the operation management center.
• the force for collecting vehicle traveling direction data based on GPS data acquired every second is not limited to this.
• Gyro sensor 3 ⁇ 4 to vehicle direction data May be obtained at any time.
• the vehicle travel correction can be established with high accuracy using the azimuth data output from the gyro sensor 3 ⁇ 4! / .
• FIG. 1 is a block diagram showing an embodiment of a railway vehicle operation management system according to the present invention.
• FIG. 2 is a plan view showing a railway line according to the present embodiment.
• FIG. 3 is a plan view showing a main measurement area and a sub measurement area of the present embodiment.
• FIG. 4 is a flowchart of processing executed by the railway vehicle operation management system of the present embodiment.
• FIG. 5 is a flowchart of vehicle position data correction processing executed by the railway vehicle operation management system of the present embodiment.
• FIG. 6 A table showing the operation schedule data used in this example.
• FIG. 7 is a diagram showing experimental results according to the present example.

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• Engineering & Computer Science (AREA)
• Mechanical Engineering (AREA)
• Radar, Positioning & Navigation (AREA)
• Remote Sensing (AREA)
• Computer Networks & Wireless Communication (AREA)
• Physics & Mathematics (AREA)
• General Physics & Mathematics (AREA)
• Train Traffic Observation, Control, And Security (AREA)
• Electric Propulsion And Braking For Vehicles (AREA)
• Position Fixing By Use Of Radio Waves (AREA)

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• 2007
  • 2007-03-29 JP JP2007088730A patent/JP4840871B2/ja active Active
  • 2007-03-30 KR KR1020087028724A patent/KR101055331B1/ko active IP Right Grant
  • 2007-03-30 WO PCT/JP2007/057249 patent/WO2007135808A1/ja active Search and Examination
  • 2007-03-30 CN CN2007800186210A patent/CN101448693B/zh active Active
• 2009
  • 2009-08-20 HK HK09107667.8A patent/HK1131774A1/xx unknown

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