JP2012131389A - System and method for preparing train travel record data - Google Patents

Abstract

Travel performance data for each train in a railway network is created by a calculation method with a small calculation processing load.
A GPS positioning data receiving unit receives positioning data from a radio base station. The database unit 43 defines linear basic data in which latitude / longitude information at a predetermined reference point in a route and a distance from a reference station are associated in advance, and a station name, station order and distance relationship in the route. Store definition data. The travel record data creation unit 44A corrects the positioning data based on the linear basic data, calculates the distance of the train at the current time in a predetermined cycle, and creates travel record data for each train. Then, the arrival / departure result inference data creation unit 44B infers the arrival time and departure time at each station of the train for each train based on the approximate primary expression of the station definition data and the travel result data, and outputs it as arrival / departure result inference data.
[Selection] Figure 2

Description

  Embodiments described herein relate generally to a train travel record data creation system and a train travel record data creation method.

  As a method of detecting the position where the train is running on the railway, (1) The ground element of an ATS (Automatic Train Stop) installed near the track is used as a reference position, and a known value is used. Calculate the total travel distance of the train based on the diameter of a certain wheel and the detected number of rotations of the wheel, and calculate the current position of the train on the track from the reference position (for example, about a kilometer from the starting point of the track) There are known methods, (2) a method in which a GPS device is provided in a railway train vehicle, and the train position is grasped by the longitude / latitude information of the GPS.

Japanese Patent No. 3816018

  However, in the above technique, it is not possible to grasp whether the train is traveling on the schedule accurately or how much the traveling is different from the planned schedule. That is, the advance time and delay time of the train were only possible by measuring the arrival time and departure time of the station. Therefore, there is no means for judging how many minutes each train is behind the planned schedule when it stops at a point in the middle between stations. Further, in the case of a system that collects data from an in-vehicle GPS device, an error occurs between the actual train position and the GPS measurement accuracy is low. Moreover, when this error is corrected on the system side, positioning data (latitude and longitude information) is always collected from a large number of trains operating at the same time, so that the processing load becomes large and practical application is difficult.

  In view of the above-described problems of the prior art, the present invention provides a train travel record data creation system and a train travel record data creation method that can create travel record data of each train in the railway network by a calculation method with a small calculation processing load. The purpose is to do.

  The train travel performance data creation system according to an embodiment of the present invention is a GPS satellite orbiting the earth, and is installed for each train, and measures the latitude and longitude information of the vehicle based on the GPS signal received from the GPS satellite, An in-vehicle GPS positioning device that wirelessly transmits as positioning data, a plurality of radio base stations that are arranged in the railway network and relay the positioning data wirelessly transmitted from the in-vehicle GPS positioning device, and are connected to these radio base stations, A travel performance calculation computer for creating travel performance data. The travel performance calculation computer has a GPS positioning data receiving section, a database section, a travel performance data creation section, and a departure / arrival performance inference data creation section. The GPS positioning data receiving unit receives positioning data from the radio base station. The database unit includes linear basic data in which latitude and longitude information at a predetermined reference point in a route and a distance from a reference station are associated in advance, and a station definition that defines the relationship between the station name, station order, and distance in the route. Store the data. The travel record data creation unit corrects the positioning data received by the GPS positioning data receiver based on the linear basic data, calculates the distance of the train at the current time in a predetermined cycle, and the travel record data for each train. create. The departure / arrival performance inference data creation unit infers the arrival time and departure time at each station of the train for each train based on the approximate primary expression of the station definition data and the travel performance data, and outputs the arrival / departure performance inference data.

The figure which shows the example of whole structure of the train travel performance data creation system which concerns on one Embodiment of this invention. The functional block diagram of the train travel performance data creation system shown in FIG. The figure which shows the hardware structural example of the computer applied to the train travel performance data creation system shown in FIG. The flowchart which shows the specific example of a process of the vehicle-mounted GPS positioning apparatus shown in FIG. FIG. 3 is a data process correlation diagram between the computer for running results shown in FIG. 2 and the operation management device. The figure which shows the GIS display image for demonstrating the route used as the preparation object of linear data. The figure which shows the linear data creation point in a GIS screen. The figure explaining the relationship between the positioning position of GPS and a track. The figure explaining the method of calculating advancing difference time from about kilo. The figure which shows the relationship between GPS positioning data and an approximate primary expression. The flowchart which shows the process example in the data processing part shown in FIG. The figure which shows the example of a display on the GIS screen of linear basic data. The figure which shows the example of a standing line display on a GIS screen. The figure which shows the specific example of the superposition display of the straight line between a plan diamond and GPS performance diamond two points. The figure which shows the specific example of the superposition display of a plan diamond and a GPS performance diamond continuous curve. The figure which shows the specific example of the superimposition display of a plan diamond and arrival / departure performance reasoning data.

Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.
1. System Configuration FIG. 1 is a diagram showing an example of the overall configuration of a train travel performance data creation system according to this embodiment. FIG. 2 is a functional block diagram of the train travel performance data creation system shown in FIG.

  The GPS satellite 1 is an artificial satellite used in a global positioning system (GPS) and orbits the earth. Each GPS satellite 1 includes time information from an on-board high-accuracy atomic clock, rough orbit information of all satellites updated about every six days, and detailed orbit information of the satellite itself updated about every 90 minutes. Is transmitted in the 1.2 GHz / 1.5 GHz band with a 30-second period on the 18-second signal. The user receives this GPS signal and performs an advanced calculation based on information from a plurality of satellites, thereby obtaining an accurate three-dimensional position of the reception point.

  The train 2 includes an in-vehicle GPS positioning device 20, and the in-vehicle GPS positioning device 20 includes a GPS receiver 21 that receives a GPS signal from the GPS satellite 1, a positioning data management computer 22, and an on-vehicle wireless transmission device 23. The GPS receiver 21 has a built-in gyro sensor and is used for detecting the train position together with the latitude and longitude information by GPS. The positioning data management computer 22 collects the latitude and longitude information received by the GPS receiver 21 at regular intervals, creates positioning data to which the positioning time, a preset vehicle number and train number are added, and is used as an onboard radio. The transmission device 23 transmits a plurality of positioning data to the radio base stations 3 arranged in the railway network. Then, the radio base station 3 transmits the positioning data received from the train 2 side to the traveling performance calculation computer 4. The on-vehicle wireless transmission device 23 and the ground-side wireless transmission device 30 provided in the wireless base station 3 perform data transmission / reception using a telephone network such as a mobile phone or PHS, or a wide area wireless communication network such as WiMAX. Is assumed.

  The traveling result calculation computer 4 includes a linear basic data creation unit 41, a GPS positioning data reception unit 42, a database unit 43, and a data processing unit 44. The linear basic data creation unit 41 is a program that associates in advance latitude and longitude information at a predetermined reference point in a route with a distance (kilometres) from the reference station. The GPS positioning data receiving unit 42 is a program that collects positioning data from the in-vehicle GPS positioning device 20 at a predetermined cycle. The database unit 43 is a database that stores various data such as linear basic data, station definition data, plan diagram data, and positioning data. Details of each data will be described later.

  The data processing unit 44 is a program composed of a travel result data creation unit 44A, a departure / arrival result inference data creation unit 44B, and a progress difference time calculation unit 44C. The traveling result data creating unit 44A corrects the positioning data received by the GPS positioning data receiving unit 42 based on the linear basic data, calculates the distance of the train at the current time in a predetermined cycle, and the traveling result for each train. Create data.

  The departure / arrival result inference data creation unit 44B infers arrival time and departure time at each station of the train for each train based on the approximate linear expression of the station definition data and the travel result data, and creates departure / arrival result inference data. The travel difference time calculation unit 44C refers to the plan diagram data based on the distance and the positioning time included in the travel record data, and calculates the travel difference time for the same distance.

  In cooperation with these programs, the data processing unit 44 immediately corrects the positioning data received from the train 2 via the radio base station 3, and calculates the kilometer position at the positioning time indicating the traveling position of the train. To do. Then, by calculating the kilometer position at the positioning time, it is possible to estimate the speed, the difference from the planned time, and the arrival and departure times.

  The operation management device 5 is a computer including a database unit 51, an operation state analysis unit 52, a plan / result comparison unit 53, and a display unit 54. The database unit 51 is a storage device that stores data acquired from the traveling performance calculation computer 4 side, plan diagram data, map data, and the like. The operation state analysis unit 52 analyzes the operation state at the current time based on the plan diagram data, the traveling result data acquired from the traveling result calculation computer 4 side, and the corrected positioning data, and outputs it to the display unit 54 as standing line GIS data. It is a program. The plan / actual result comparison unit 53 is a program that compares the plan diagram with the actual diagram based on the plan diagram data, the travel result data, and the arrival / departure result inference data, and outputs the comparison result to the display unit 54.

  FIG. 3 is a diagram illustrating a hardware configuration example of a computer applied to the train travel record data creation system illustrated in FIG. 1. As shown in the figure, a computer applied to the train running record data creation system includes a CPU (Central Processing Unit) 401, a ROM (Read Only Memory) 402, a RAM (Random Access Memory) 403, an input / output interface 404, A system bus 405, an input device 406, a display device 407, an auxiliary storage device 408, and a communication device 409 are included.

  The CPU 401 is a processing device that executes various arithmetic processes using programs, data, and the like stored in the ROM 402 and the RAM 403. The ROM 402 is a read-only storage device that stores basic programs and environment files for causing the computer to function. The RAM 403 is a storage device that stores programs executed by the CPU 401 and data necessary for the execution of each program, and can be read and written at high speed. The input / output interface 404 is a device and a program that mediate connection between various hardware and the system bus 405. A system bus 405 is an information transmission path shared by the CPU 401, ROM 402, RAM 403, and input / output interface 404.

  The input / output interface 404 is connected to hardware such as an input device 406, a display device 407, an auxiliary storage device 408, and a communication device 409. The input device 406 is a device that processes input from the user, and is, for example, a keyboard or a mouse. The display device 407 is a device that displays a calculation result, a creation screen, and the like to the user, and is a CRT, a liquid crystal display, a plasma display, or the like, for example. The auxiliary storage device 408 is a large-capacity storage device for accumulating a program for creating traveling performance data and data, and is, for example, a hard disk device.

2. Operation of In-vehicle GPS Positioning Device 20 FIG. 4 is a flowchart showing a specific example of processing in in-vehicle GPS positioning device 20 shown in FIG.

  When the driver of the train 2 inputs the train number of the train that travels based on the plan diagram (S401), positioning by GPS is started. The in-vehicle GPS positioning device 20 is preset with a vehicle number mounted in advance, and the plan diagram, the train number, and the vehicle number are associated with each other by inputting the train number. Note that the train number is necessary for linking with the schedule diagram, but it can be omitted if only the running record is left.

  Next, the current time is read from a clock device (not shown) provided in the positioning data management computer 22 and stored (time measurement process) (S402). Next, latitude / longitude data is acquired (latitude / longitude processing) from the GPS receiver 21 (S403). Then, from the train number / vehicle number data, the positioning time data, and the latitude / longitude data, positioning data is generated by collecting them together (S404).

  Next, the in-vehicle GPS positioning device 20 transmits the generated positioning data to the ground-side wireless transmission device 30 of the nearest wireless base station 3, thereby transmitting it to the traveling performance calculation computer 4 (S405). A timer for the determined GPS positioning interval is activated (S406).

  Next, it is determined whether or not the train operation end input is interrupted (S407). Here, when the interruption is detected (S407: Yes), the operation of the present apparatus is terminated. On the other hand, when there is no interruption within the waiting time (S407: No), the process proceeds to S408.

  Then, it is determined whether or not a certain time has passed (S408). Here, when it is determined that a certain time has elapsed (S408: Yes), the process returns to S402 again, and GPS positioning is repeated.

3. FIG. 5 is a data / process correlation diagram between the travel performance calculation computer 4 and the operation management apparatus 5 shown in FIG.

  The positioning data transmitted from the in-vehicle GPS positioning device 20 is accumulated in the traveling result calculation computer 4. From the accumulated positioning data and the master data, such as linear basic data, station definition data, and plan diagram data, the driving record creation process operates according to the processing method described later, and corrected positioning data, driving record data, and arrival / departure record inference data are obtained. Generated.

  The operation management device 5 uses these generated data to realize TID (Traffic Information Display) display in combination with map data and GIS (Geographic Information System) display. Moreover, the comparison display by the superposition expression of the plan diagram and the actual diagram is realized.

4). Definition of Linear Basic Data In this embodiment, a latitude / longitude information sequence representing a railway line is determined in order from the starting position of the starting station in consideration of a curve or a straight line. At this time, along with the latitude and longitude information of each point, the distance from the starting station at that point is defined. This is called linear basic data.

FIG. 6 is a diagram showing a GIS display image for explaining a route for which linear data is to be created. Here, a route surrounded by a broken line is a creation target of linear data. At this time, the distance between two points can be obtained from the latitude and longitude, but the distance of the point determined by the railway operator is used. Table 1 below shows specific examples of linear basic data.

  FIG. 7 is a diagram showing linear data creation points on the GIS screen shown in FIG. Here, the linear data creation point is represented by a circle on the target route. By connecting these created points, the target route is expressed as vector data.

5. Definition of positioning data When the latitude / longitude information and positioning time are obtained from the GPS receiver 21, the positioning data management computer 22 can set a preset vehicle number (if it can be set on the vehicle side, it can also be a train number. The train number may not be acquired.) Is merged and the data is used as positioning data in the positioning time unit. The positioning data management computer 22 continuously acquires latitude / longitude information and positioning time from the GPS receiver 21 and generates positioning data. Table 2 below shows specific examples of positioning data from the GPS receiver 21.

6). Position Correction Processing of Positioning Data from GPS Receiver 21 FIG. 8 is a diagram for explaining the relationship between a GPS positioning position and a track. In the figure, each point (points A to D) indicated by white circles indicates a reference point whose latitude, longitude, and kilometer are known within the track, and straight lines connecting adjacent reference points indicate the track. This is vector data. Further, a point x indicated by a black circle mark indicates a GPS positioning position, and a point y indicated by a triangle mark indicates an on-line position of the train 2 obtained by position correction of the point x. In this embodiment, when the GPS positioning position (point x) deviates from the track, correction to a point existing on the vector data representing the track is performed. Specifically, the distance between the GPS positioning position (point x) and each reference point (points A to D) of the vector data is sequentially calculated, and the reference point A having the minimum distance is adjacent to the nearest ground point A. In addition, it is determined that a train exists between the point B having the second smallest distance.

  Next, the GPS correction position is obtained by assuming the vertical intersection (point y) with the straight line AB from the latitude and longitude position of the GPS as the position where the train 2 actually exists on the track, and the latitude and longitude and the kilometer distance of the point y are obtained. Is to be sought. During operation, data is always sent for each vehicle and train number, so only the latest data is used to recalculate the distance between the two points and calculate the GPS correction position present on the linear basic data. . Hereinafter, a method for calculating the GPS correction position will be described in detail.

  Since the Earth is rotating naturally, it is not a perfect sphere but an ellipsoid, and its calculation is considerably complicated and calculation load increases. However, this time, we do not directly calculate the value from the latitude and longitude, but use the ratio calculation method. . The position calculation and correction method in this embodiment is based on a high-speed calculation between latitudes and longitudes (near latitudes in Japan) using the three-square theorem.

Actually, the distance on the surface of Japan by latitude is
Sapporo: 111.1km per latitude, 81.5km per longitude
Naha: 110.8km per 1 degree latitude, 99.9km per 1 degree longitude
It is.

In other words, the latitude is 30m per second anywhere in the country, and the longitude is 22.5m per second in Sapporo and 27.8m in Naha. Although there is a difference of 5.3 m depending on the latitude, it is treated as an “error”, defined as 111 km per latitude and 91 km per longitude, and calculated using the three square theorem (x ² = y ² + z ² ) For example, the distance calculation in Japan is as follows.

If the latitude N _A and longitude E _{A of} the point _A , the latitude N _B and longitude E _B of the point _B, and the distance between the two points is D _AB , the following is obtained from the three-square theorem.

_{D AB = sqrt ((| N} A -N B |) * 111) 2 + ((| E A -E B |) * 91) 2)
When the latitude of the business route area is within a narrow range (for example, Keio Line), the calculation accuracy can be easily improved by making the distance per 1 degree longitude more accurate. The Geographical Survey Institute of Japan has exemplified calculation formulas and the like, but in this embodiment, the processing load is reduced by simple calculation using the three-square theorem.

Further, if it is defined that the GPS positioning position can be regarded as not greatly deviating from the track vector data, the distance ratio is substantially equal, and in the case of FIG. 8, D _Ax : D _{Bx ≈D Ay} : D _By . Therefore, in order to obtain the latitude and longitude of the GPS correction position y, if the ratio of the distance D _Ay from the proximity point A to the GPS correction position y and the distance D _By from the proximity point B to the GPS correction position y is obtained, Table 1 The latitude / longitude of the GPS correction position y can also be obtained from two successive distributions of points (latitude / longitude data string) representing the track. When the latitude N _y and the longitude E _{y of the} GPS correction position y to be calculated are calculated from the latest ground contact point A, the following is obtained.

_{N y = N A + (N} A -N B) * (D Ax / (D Ax + D Bx))
_{+ E y = E A (E} A -E B) * (D Ax / (D Ax + D Bx))
Table 3 below shows a specific example of the corrected positioning data.

7). In order to determine the kilometer of the GPS correction position y, the distance D _Ay from the proximity point A to the GPS correction position y and the distance D from the proximity point B to the GPS correction position y in the case of FIG. _If the ratio of _By is obtained, it can be obtained by the proportional distribution of two consecutive points (latitude / longitude data string) representing the line in Table 1.

Therefore, kilometrage K _y of the GPS correction position y seeking is as follows recently calculated from ground point A.

_{K y = K A + (K} B -K A) * (D Ax / (D Ax + D Bx))
The vehicle number of the GPS correction position y obtained by the correction calculation (train number), since the K _y and positioning time t _y kilometrage a traveling performance data, stored in the database unit 43 (storage device). Table 4 below is a specific example of the running record data.

8). Progress difference time (delay, lead) and plan diamond data that are managed by the calculated diamond system, GPS correction position y of the train number, kilometrage K _y and positioning time t _y from the planned timetable and of the time difference (delay, proceed ) Can be calculated. When the intersection of the diagram data with respect to the kilometer of the travel result data at the corrected positioning position is obtained from the time-distance graph, a predetermined passage time that the intersection with the planned diagram should originally pass through can be calculated. The difference between the GPS positioning time and the predetermined passage time is the travel difference time.

The plan diagram data is defined as shown in Table 5 below.

  FIG. 9 is a diagram for explaining a method of calculating the travel difference time from about a kilometer. The calculated travel difference time is added and saved as travel performance data.

Table 6 below is a specific example of the calculated traveling performance data.

9. Calculation of ground average speed and direction The average speed and the direction of travel can be obtained from a comparison operation between the travel record data obtained from the latest GPS positioning data and the travel record data with the previous positioning time. N th kilometrage calculated by positioning K _n and positioning time T _n, the kilometrage calculated by N-1 th positioning the K _n-1 and the positioning time and T _n-1, the average velocity V _n Is obtained from the following equation.

V _n = | (K _n −K _n−1 ) / (T _n −T _n−1 ) |
Also, the direction is calculated from the latitude and longitude of the two points calculated by the Nth and N−1 positionings from “7. obtain. The calculated average speed and traveling direction are added and stored as traveling performance data. Table 7 below is a specific example of the running record data to which the average speed and the running direction are added.

10. Station arrival time and departure time calculation from the GPS driving record diagram Data from the station is extracted from the driving record data (from the point where the speed changes from 0 to acceleration to the point where the speed decreases from zero), and the positioning time Approximate the linear equation by the least square method from the kilometer data group. From the obtained linear equation, if the intersection with the station kilometer is defined as the arrival time and departure time, the arrival time and departure time of the train can be obtained. For example, data representing the kilometer of a station is defined as shown in Table 8 below.

The approximate linear expression of the GPS positioning data of the same vehicle number in succession is between the station end kilometer 1 and the station end kilometer 2 and the speed is 0 (because the speed does not become 0 exactly, for example, less than 1 km / h) From the continuous data that contains one data. Table 9 below is a specific example of continuous running record data used for calculating the approximate linear expression.

  The departure time of the α station and the arrival time of the β station are calculated from the above traveling performance data group. At α station and β station, the intersection (x-axis value) of the approximate linear equation obtained from the travel record data group is defined as the departure time and arrival time.

  FIG. 10 is a diagram illustrating a relationship between GPS positioning data and an approximate linear expression. It is assumed that the actual driving data (positioning time, corrected kilometer distance) obtained from the GPS positioning data measured now is obtained as follows.

[X, y] = (x ₁ , y ₁ ), (x ₂ , y ₂ ), (x ₃ , y ₃ ),..., (X _n−2 , y _n−2 ), (x _n−1 , y _n-1 ), (x _n , y _n )
At this time, the linear equation to be obtained is expressed as y = ax + b
Then, the variables a and b can be obtained by the following expression using the least square method.

Therefore, when the intersection (x-axis value) of the above linear equation is defined as the departure time and arrival time at the α station and β station, the departure time and arrival time when the distance is about _{α α} and y _β respectively. Are x _α and x _β , respectively, and can be calculated as follows.

_{x α = (y α -b)} / a
_{x β = (y β -b)} / a
By using the above method, the departure / arrival performance inference data as shown in Table 10 below is calculated by accumulating the departure time and arrival time calculated between each vehicle and each station in the following format.

11. 11 is a flowchart showing a processing example in the data processing unit shown in FIG.

  First, the traveling performance calculation computer 4 that has received the positioning data calculates the distance between each point of the linear basic data and the positioning data. A point on the line connecting the linear basic data apportioned by the distance between the respective positioning data from the two closest linear basic data points is set as a corrected positioning point, and the latitude and longitude of the point is calculated as corrected positioning data (S1101).

  Next, the kilometer of the corrected positioning point is obtained by apportioning from the kilometer of each point of the linear basic data (S1102). Next, the plan diagram is reversed from about a kilometer to derive the time when the vehicle should originally travel, and the difference between the positioning time and the time when the vehicle should travel is calculated as the travel time difference (S1103). These positioning time, kilometer distance, and travel difference time are used as travel performance data.

  Next, by comparing with the previous measurement data, the average speed and direction are obtained from the difference in the moving distance, positioning interval (time), and latitude and longitude (S1104). These data are also added to the running record data.

  Next, the traveling result data and the station definition data are compared, and it is determined whether traveling between the stations is completed (S1105). Here, when it is determined that the vehicle has moved between the stations beyond the station (S1105: Yes), linear traveling data is calculated from the non-linear traveling performance data traveling between the stations. It is converted into a linear equation of linear driving results, and the intersection with the station km is defined as the theoretical departure time and arrival time, and arrival / departure result inference data is calculated (S1106). On the other hand, if it is determined that there is no movement between stations, the process returns to S1101.

  Then, it is determined whether or not the calculation of the arrival / departure record reasoning data has been completed for all the sections (S1107). If it is determined that the calculation for all the sections has been completed (S1107: Yes), the process ends. On the other hand, when it is determined that the calculation for all the sections has not been completed (S1107: No), the process returns to S1101 and the same processing is repeated until the calculation is completed. In addition, the above-mentioned process is performed with respect to the data always collected according to driving | running | working of each train, and driving | running | working performance data shall be produced | generated in real time for every train.

12 Operation Status Display FIG. 12 is a diagram showing a display example of linear basic data on the GIS screen. As shown in the figure, when a railway track is actually displayed as a TID (Traffic Information Display) display, a vector display connecting the points in Table 1 is used.

If the latitude N _y and longitude E _{y of} the GPS correction position y obtained by the correction calculation are set, they are displayed as icons on the GIS display. The icon color is changed according to the delay time, and the train number is displayed on the icon. FIG. 13 is a diagram showing an example of a standing line display on the GIS screen. As shown in the figure, displaying the linear basic vector data and the train position icon on the GIS screen is effective because the location of the train 2 and the surrounding situation can be accurately grasped. For example, it can be seen that the train 2 with the train number 2508A is traveling near the fire station located between the B station and the C station, or is stopped.

13. Overlay display on the basic diagram screen of the actual schedule The operation management device 5 performs display by superimposing the actual data on the basic diagram screen based on the data generated by the computer 4 for calculating the actual driving record and the planned diamond data. In the present embodiment, there are three types of data to be superimposed on the plan diagram data. FIG. 14 shows a “straight line between two points of the GPS performance diagram” obtained by connecting the travel result data calculated and corrected from the GPS with a straight line, and FIG. 15 shows a “GPS result” obtained by connecting the travel result data calculated and corrected from the GPS with a Bezier curve. FIG. 16 is a diagram showing specific examples in which “departure / arrival record inference data” drawn by polygons using the arrival / departure record reasoning data are superimposed on the plan diagram data. The display format can be switched by a radio button at the top of the screen, and can be compared with the plan diagram data by referring to each screen.

Thus, according to the train travel performance data creation system according to the present embodiment, the following effects are produced.
(1) By calculating the position of the vehicle (position in kilometers) by simple calculation from the positioning data collected from the in-vehicle GPS positioning device 20, the difference from the plan diagram can be displayed by accumulating the actual data. This makes it easier to find problems with the planning diagram.
(2) From the kilometer data corrected and calculated by the actual measurement data collected from the vehicle-mounted GPS positioning device 20 at a certain time, the estimated passage time planned on the plan diagram for the kilometer can be calculated. Therefore, it is possible to obtain the advance / delay time of the train along the route.
(3) Since the positioning data from the GPS can be corrected and calculated at a high speed, the GIS display can be performed including the above-described difference in traveling time, so that the operation status can be easily grasped.

  Note that the present invention is not limited to the above-described embodiment as it is, and can be embodied by modifying the constituent elements without departing from the scope of the invention in the implementation stage. In addition, various inventions can be formed by appropriately combining a plurality of components disclosed in the embodiment. For example, some components may be deleted from all the components shown in the embodiment. Furthermore, constituent elements over different embodiments may be appropriately combined.

DESCRIPTION OF SYMBOLS 1 ... GPS satellite 2 ... Train 3 ... Wireless base station 4 ... Travel performance calculation computer 5 ... Operation management apparatus 20 ... In-vehicle GPS positioning device 21 ... GPS receiver 22 ... Positioning data management computer 23 ... On-vehicle wireless transmission device 30 ... Ground-side wireless transmission device 41 ... linear basic data creation unit 42 ... GPS positioning data reception unit 43 ... database unit 44 ... data processing unit 44A ... travel result data creation unit 44B ... arrival / departure result inference data creation unit 44C ... progress difference time calculation unit 51 ... Database unit 52 ... Operation status analysis unit 53 ... Plan / result comparison unit 54 ... Display unit 401 ... CPU
402 ... ROM
403 ... RAM
404 ... I / O interface 405 ... System bus 406 ... Input device 407 ... Display device 408 ... Auxiliary storage device 409 ... Communication device

Claims (5)

GPS satellites orbiting the earth,
An in-vehicle GPS positioning device that is mounted for each train, measures the latitude / longitude information of the own vehicle based on the GPS signal received from the GPS satellite, and wirelessly transmits it as positioning data;
A plurality of radio base stations arranged in a railway network and relaying the positioning data wirelessly transmitted from the in-vehicle GPS positioning device;
Connected to these wireless base stations, a travel performance calculation computer for creating travel performance data of the train,
With
The computer for running results calculation,
A GPS positioning data receiver for receiving positioning data from the wireless base station;
Stores linear basic data in which latitude / longitude information at a predetermined reference point in a route is associated with a distance from a reference station in advance, and station definition data that defines the relationship between the station name, station order, and distance in the route. A database section;
Travel that corrects the positioning data received by the GPS positioning data receiver based on the linear basic data, calculates the distance of the train at the current time in a predetermined cycle, and creates the travel performance data for each train Actual data creation department,
Inferring arrival time and departure time at each station of the train for each train based on the approximate linear expression of the station definition data and the travel performance data, a departure / arrival performance inference data creation unit for creating departure / arrival performance inference data,
A train travel record data creation system characterized by comprising: GPS satellites orbiting the earth,
An in-vehicle GPS positioning device that is mounted for each train, measures the latitude / longitude information of the own vehicle based on the GPS signal received from the GPS satellite, and wirelessly transmits it as positioning data;
A plurality of radio base stations arranged in a railway network and relaying the positioning data wirelessly transmitted from the in-vehicle GPS positioning device;
Connected to these wireless base stations, a travel performance calculation computer for creating travel performance data of the train,
With
The computer for running results calculation,
A GPS positioning data receiver for receiving positioning data from the wireless base station;
A database unit that stores linear basic data in advance associated with latitude and longitude information at a predetermined reference point in the route and a distance from the reference station, as well as pre-planned plan diagram data;
A travel record that corrects the positioning data received by the GPS positioning data receiver based on the linear basic data, calculates the distance of the train at the current time in a predetermined cycle, and creates the travel record data for each train A data creation unit;
A travel difference time calculation unit that refers to the plan diagram data based on the distance and positioning time included in the travel record data, and calculates a travel difference time in the same distance;
The train travel performance data creation system according to claim 1, wherein GPS satellites orbiting the earth,
An in-vehicle GPS positioning device that is mounted for each train, measures the latitude / longitude information of the own vehicle based on the GPS signal received from the GPS satellite, and wirelessly transmits it as positioning data;
A plurality of radio base stations arranged in a railway network and relaying the positioning data wirelessly transmitted from the in-vehicle GPS positioning device;
Connected to these wireless base stations, a travel performance calculation computer for creating travel performance data of the train,
With
The computer for running results calculation,
A GPS positioning data receiver for receiving positioning data from the wireless base station;
Linear basic data in which latitude / longitude information at a predetermined reference point in the route and distance from the reference station are associated in advance, station definition data defining the relationship between the station name, station order and distance in the route, and planning in advance A database section for storing the planned schedule data,
A travel record that corrects the positioning data received by the GPS positioning data receiver based on the linear basic data, calculates the distance of the train at the current time in a predetermined cycle, and creates the travel record data for each train A data creation unit;
Inferring arrival time and departure time at each station of the train for each train based on the approximate linear expression of the station definition data and the travel performance data, a departure / arrival performance inference data creation unit for creating departure / arrival performance inference data,
A travel difference time calculation unit that refers to the plan diagram data based on the distance and positioning time included in the travel record data, and calculates a travel difference time in the same distance;
The train travel performance data creation system according to claim 1, wherein   The train according to any one of claims 1 to 3, further comprising an operation management device connected to the travel performance calculation computer and displaying a processing result in the travel performance calculation computer on a screen. Driving data creation system. A vehicle-mounted GPS positioning device mounted for each train measures the latitude / longitude information of the vehicle based on the GPS signal received from the GPS satellite orbiting the earth, and transmits the positioning data wirelessly as positioning data;
A plurality of radio base stations arranged in the railway network receive the positioning data wirelessly transmitted from the in-vehicle GPS positioning device, and transmit the positioning data to a traveling performance calculation computer connected to the plurality of radio base stations. A data transmission step;
A GPS positioning data receiving step in which the computer for driving performance calculation receives positioning data from the wireless base station;
The traveling result calculation computer corrects the received positioning data based on linear basic data in which latitude and longitude information at a predetermined reference point in a route is associated with a distance from a reference station in advance, A travel record data creation step for calculating the distance of the train at a given time in a predetermined cycle and creating the travel record data for each train;
The computer for calculating the driving results is used to determine the arrival time and departure time at each station of the train based on the station definition data defining the relationship between the station name, station order and distance in the route, and the approximate primary expression of the driving result data. Inference data creation step for inferring every time and creating arrival and departure result inference data,
A train travel performance data creation method characterized by comprising: