Vehicle monitoring device

Abstract

To provide a vehicle monitoring device capable of correctly displaying a vehicle position on a rail track.SOLUTION: A vehicle monitoring device according to one embodiment of the present invention comprises a data reception unit, a database, and a control unit. The data reception unit receives vehicle data including information related to a position of a railway vehicle, transmitted at predetermined intervals. The database stores the vehicle data and rail track data related to the position of the rail track on which the railway vehicle travels. The control unit includes a map image formation part that forms a map image in which the position of the railway vehicle is superimposed on map data including the rail track, and a position correction part that determines whether the railway vehicle is located on the rail track on the basis of the information related to the position included in the vehicle data and the rail track data, and corrects the map image such that the position of the railway vehicle displayed on the map data is located on the rail track when it is determined that the railway vehicle is not located on the rail track.SELECTED DRAWING: Figure 1

Description

Technical Field

[0001] The present invention relates to a vehicle monitoring device that monitors a railway vehicle based on vehicle data transmitted from the railway vehicle.

Background Art

[0002] There is known a data analysis system that collects data such as the operating status of railway vehicle equipment and performs data analysis to detect abnormalities, predict abnormalities, etc. In this type of data analysis system, a technique has been proposed for calculating the position of a railway vehicle and displaying the position of the railway vehicle on a track map (see, for example, Patent Document 1).

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] However, in the conventional data analysis system, the current position may not be correctly displayed. For example, in mapping on a map based on positioning information by GPS, a deviation may occur in the calculated position, and the vehicle may not be correctly displayed on the track.

[0005] In view of the above circumstances, an object of the present invention is to provide a vehicle monitoring device that can correctly display the vehicle position on the track.

Means for Solving the Problems

[0006] A vehicle monitoring device according to an aspect of the present invention includes a data receiving unit, a database, and a control unit. The data receiving unit receives vehicle data including information related to the position of a railway vehicle transmitted at a predetermined period. The database stores the vehicle data and track data related to the position of the track on which the railway vehicle travels. The control unit includes a map image forming unit that forms a map image in which the position of the railway vehicle is superimposed on map data including the track, and based on information related to the position included in the vehicle data and the track data, determines whether the railway vehicle is located on the track. When it is determined that the railway vehicle is not located on the track, the control unit has a position correction unit that corrects the map image so that the position of the railway vehicle displayed on the map data is located on the track.

[0007] Thereby, the vehicle position can be correctly displayed on the track map.

[0008] The position correction unit may be configured to correct the map image so that the railway vehicle is located at the position on the nearest track from the position of the railway vehicle.

[0009] The database further stores area data related to a predetermined area where position correction is not required, and the position correction unit may be configured to execute a process of not correcting the map image when it is determined that the railway vehicle is located within the predetermined area.

[0010] The predetermined area may be a vehicle base or an evacuation track.

Advantages of the Invention

[0011] According to the present invention, the vehicle position can be correctly displayed on the track map.

Brief Description of the Drawings

[0012]

Figure 1

Figure 2

Figure 3

Figure 4

Figure 5

Figure 6

Figure 7

Figure 8

Figure 9

Figure 10

Figure 11

Figure 12

[0013] Hereinafter, embodiments of the present invention will be described with reference to the drawings.

[0014] [System Outline] FIG. 1 is a schematic configuration diagram of a data analysis system 100 including a vehicle monitoring device according to an embodiment of the present invention. This data analysis system 100 analyzes the current position of the railway vehicle 1 and the presence or absence of equipment failures based on the vehicle data transmitted from the railway vehicle 1, and enables the analysis results to be browsed and analyzed on the Web site from the command post 3 and the vehicle base 4.

[0015] The railway vehicle 1 is a train formation to be monitored by the system, whether it is in operation or not. The number of railway vehicles 1 (formation number) is typically plural, and a plurality of railway vehicles 1 are simultaneously monitored by the vehicle monitoring device 2. Note that the number of railway vehicles 1 to be monitored may be singular.

[0016] The vehicle data transmitted from each railway vehicle 1 includes information regarding the position, date and time, and monitoring data of the equipment of the railway vehicle 1.

[0017] The information regarding the position and date and time is GPS data obtained by a GPS (Global Positioning System) receiver (not shown) equipped on the railway vehicle 1. The monitoring data of the equipment is monitoring data indicating the state of the monitoring target equipment attached to the railway vehicle 1, and includes data regarding all the vehicles forming the railway vehicle 1. The vehicle data further includes identification information including the vehicle type, formation number, train number, type, etc. of the railway vehicle 1.

[0018] Examples of the monitoring data include a speed signal, a control voltage, a straight air pipe pressure, a brake cylinder pressure, a brake pipe pressure, a primary air damper pressure, a notch signal, and other equipment operation signals. In addition, monitoring data regarding the state of passenger compartment equipment such as doors and air conditioning / lighting equipment is included.

[0019] The monitoring data of each vehicle is collected by the monitor device 10 and transmitted by the distribution device 11 together with the GPS data. The vehicle data transmitted from each railway vehicle is transmitted to the vehicle monitoring device 2 via, for example, an LTE (Long Term Evolution) network. The transmission cycle is not particularly limited, and in this embodiment, it is 200 ms (milliseconds).

[0020] The vehicle monitoring device 2 includes a data receiving unit 20 that receives vehicle data transmitted from each railway vehicle 1 at a predetermined cycle (200 ms), a control unit 21 that analyzes the received vehicle data, and a database 22 that stores the received vehicle data.

[0021] The data receiving unit 20 is a receiving device that receives vehicle data including information on the position, date and time, and monitoring data of each railway vehicle 1 transmitted at a predetermined cycle. The database 22 is a data storage device having a plurality of table groups capable of storing vehicle data. The control unit 21 is an information processing device that stores the vehicle data of each railway vehicle 1 received via the data receiving unit 20 in the database 22, and determines the presence or absence of equipment failure (abnormality) for each railway vehicle 1 based on the monitoring data included in the vehicle data. The control unit 21 further has a function of forming a display screen for displaying a list of the current vehicle states based on the received vehicle data and a map screen showing the current positions of the respective railway vehicles 1.

[0022] The vehicle monitoring device 2 is configured as a cloud server. The command post 3 and the vehicle base 4 can be connected to the vehicle monitoring device 2 via the Internet line, and each includes a client terminal capable of browsing various display screens and map screens formed by the vehicle monitoring device 2.

[0023] [Database] FIG. 2 is a conceptual diagram showing the configuration of the database 22. The database 22 includes a temporary storage database section 221 in which the vehicle data received by the receiving section 22 is temporarily stored, a backup database section 222 in which all vehicle data is stored, and a reference database section 223 in which reference data to be collated at the time of determining equipment failure is stored. These database sections 221 to 223 are not limited to being constructed in the same database 22 as described above, and may be constructed in separate databases.

[0024] FIG. 3 is a conceptual diagram showing the configuration of the primary storage database unit 221. The temporary storage database unit 221 includes a first table group 31, a second table group 32, and a third table group 33. The vehicle data stored in these multiple table groups 31 to 33 is determined according to the day of the week calculated based on the information related to the date and time included in the vehicle data. In this embodiment, each day of the week from Sunday, Monday, Tuesday, Wednesday, Thursday, Friday, and Saturday is adopted as the day of the week.

[0025] For example, the first table group 31 stores vehicle data of a first day-of-the-week group that is a combination of two or more different non-consecutive days of the week. The second table group 32 stores vehicle data of a second day-of-the-week group that is a combination of two or more different non-consecutive days of the week other than the above first day-of-the-week group.

[0026] More specifically, the above first day-of-the-week group is a combination of two non-consecutive days of the week, for example, Sunday and Wednesday. The above second day-of-the-week group is a combination of three non-consecutive days of the week, for example, Monday, Thursday, and Saturday. In this case, the third table group 33 is configured to store vehicle data of Tuesday and Friday, which are combinations of two days of the week that do not belong to either the above first day-of-the-week group or the above second day-of-the-week group.

[0027] As shown in FIG. 3, the first to third table groups 31 to 33 each have a plurality of time tables T0, T1, ···, Tn that can store the vehicle data in a predetermined time unit for each day of the week. In this embodiment, it is configured to temporarily store vehicle data for one hour. In this case, the number of time tables is 24. The time table T0 can store vehicle data for the 0:00 am hour, the time table T1 can store vehicle data for the 1:00 am hour, and the time table T23 (n = 23) can store vehicle data for the 11:00 pm (23:00) hour, respectively.

[0028] Note that the first to third table groups 31 to 33 are configured to execute a process of deleting vehicle data belonging to each day of the week on the day following that day of the week. For example, the vehicle data for Sunday stored in the first table group 31 is stored in the backup database unit 222 on Monday, the day following Sunday, and then deleted from the first table group 31. The timing of deletion is not particularly limited, and in this embodiment, it is set to a predetermined time (for example, 2:00 am) on the day following that day.

[0029] [Control Unit] Next, the control unit 21 will be described. The control unit 21 can be realized by hardware elements used in a computer such as a CPU (Central Processing Unit), a RAM (Random Access Memory), a ROM (Read Only Memory), and necessary software. The control unit 21 controls the overall operation of the vehicle monitoring device 2.

[0030] FIG. 4 is a functional block diagram showing the configuration of the control unit 21. As shown in FIG. 4, the control unit 21 includes a data registration unit 41, a data extraction unit 42, a failure determination unit 43, a display image formation unit 44, a map image formation unit 45, and a position correction unit 46. Note that the map image formation unit 45 and the position correction unit 46 may be configured by the same functional block.

[0031] (Data Registration Unit) The data registration unit 41 calculates the day of the week from information related to the date and time included in the vehicle data, selects one of the first to third table groups 31 to 33 based on the calculated day of the week, and is configured to register the vehicle data in the selected one table group.

[0032] FIG. 5 is a flowchart showing an example of the processing procedure executed in the data registration unit 41.

[0033] The data registration unit 41 acquires the date and time from the vehicle data received via the data reception unit 20 (ST101). Information related to the date and time of the vehicle data is acquired from the GPS data included in the vehicle data. The information related to the date and time includes the date (year, month, and day) of the transmission date of the vehicle data and the time information every 200 milliseconds based on the transmission time thereof.

[0034] Subsequently, the data registration unit 41 acquires the time information from the acquired date and time (ST102), and calculates the day of the week from the acquired date (ST103). In the present embodiment, for example, the day of the week is calculated using Zeller's formula.

[0035] Subsequently, the data registration unit 41 determines whether the calculated day of the week is Sunday or Wednesday (ST104). If the calculated day of the week is Sunday or Wednesday, the first table group 31 is selected as the registration destination of the vehicle data (ST106). If the calculated day of the week is a day other than Sunday or Wednesday, it is determined whether the day of the week is Monday, Thursday, or Saturday (ST105).

[0036] Then, when the calculated day of the week is Monday, Thursday, or Saturday, the data registration unit 41 selects the second table group 32 as the registration destination of the vehicle data (ST107). When the day of the week is Tuesday or Friday, the data registration unit 41 selects the third table group 33 as the registration destination of the vehicle data (ST108).

[0037] Subsequently, the data registration unit 41 registers the vehicle data in the time table corresponding to the time information acquired in ST102 among the time tables T0 to T23 in each of the selected table groups 31 to 33 (ST109).

[0038] The above processing is repeatedly executed for each received vehicle data. In addition, vehicle information of a plurality of railway vehicles 1 with different compilations is commonly stored in the time tables T0 to T23 of each of the table groups 31 to 33.

[0039] (Data extraction unit) The data extraction unit 42 is configured to extract vehicle data of a specified date and time from the database based on a data acquisition instruction.

[0040] The data acquisition instruction is generated by a failure determination unit 43, which will be described later. The data extraction unit 42 calculates the day of the week from the specified date and time based on the data acquisition instruction, selects a group of tables 31 to 33 corresponding to the day of the week from the temporary storage database unit 221, and extracts the corresponding vehicle data from the tables T0 to T23 (FIG. 3) of the selected group of tables. Since the vehicle data is thus distributed among the database groups 31 to 33 according to the day of the week, the vehicle data of the specified date and time can be extracted from the database 22 in a short time.

[0041] FIG. 6 is a flowchart showing an example of a processing procedure executed in the data extraction unit 42.

[0042] When a data acquisition instruction is input (ST201), the data extraction unit 42 acquires the time of the acquired vehicle data (ST202) and calculates the day of the week of the specified date (ST203). Also in this case, the day of the week is calculated using Zeller's formula.

[0043] Subsequently, the data extraction unit 42 determines whether the calculated day of the week is Sunday or Wednesday (ST204). If the calculated day of the week is Sunday or Wednesday, it selects the first group of tables 31 as the extraction destination of the vehicle data (ST206). If the calculated day of the week is a day other than Sunday or Wednesday, it determines whether the day of the week is Monday, Thursday, or Saturday (ST205).

[0044] If the calculated day of the week is Monday, Thursday, or Saturday, the data extraction unit 42 selects the second group of tables 32 as the extraction destination of the vehicle data (ST207). If the day of the week is Tuesday or Friday, it selects the third group of tables 33 as the extraction destination of the vehicle data (ST208).

[0045] Subsequently, the data extraction unit 42 extracts the vehicle data instructed to be acquired from the time table corresponding to the time information acquired in ST202 from among the time tables T0 to T23 in each of the selected table groups 31 to 33 (ST209).

[0046] When a data acquisition instruction is input, the data extraction unit 42 extracts from the database 22 (temporary storage database unit 221) the time of occurrence of the failure related to the device determined to be faulty and the monitoring data for a predetermined time before and after that time for the device.

[0047] By thus extracting not only the monitoring data at the time of occurrence of the failure but also the monitoring data within a predetermined time before and after that time, it is possible to grasp the temporal change of the monitoring data. The above-mentioned predetermined time can be arbitrarily set, for example, 1 minute. In this case, the data extraction unit 42 executes the above-described data extraction process after the predetermined time has elapsed since the data acquisition instruction was input.

[0048] (Fault determination unit) The fault determination unit 43 determines the presence or absence of a fault in each device based on the monitoring data of each device included in the received vehicle data, and is configured to generate the above-described data acquisition instruction when the device is determined to be faulty.

[0049] The method for determining the presence or absence of a fault is not particularly limited. For example, when the difference when compared with the monitoring data of the same device of the same formation vehicle acquired last time is equal to or more than a predetermined value, it is determined that there is a fault (or abnormality). As the monitoring data acquired last time, the same monitoring data acquired immediately before may be used, or the average value of the same monitoring data for a predetermined period up to immediately before may be used, etc.

[0050] Alternatively, the fault determination unit 43 may determine the fault of the device based on the information indicating the presence or absence of an abnormality in the monitoring data transmitted from the railway vehicle 1. In this case, the presence or absence of an abnormality in the device is determined in the monitor device 10 of the railway vehicle 1 that collects the monitoring data, and the determination result is linked to the monitoring data and transmitted from the distribution device 11.

[0051] Alternatively, a threshold value indicating an abnormality in the monitoring data may be set in advance for each device, and when the received monitoring data exceeds the threshold value, it may be determined that the device has failed. The threshold value may be stored, for example, in the reference database section 223 (FIG. 2) of the database 22.

[0052] When there is a railway vehicle 1 that cannot receive vehicle data, the failure determination unit 43 determines that there is a communication failure for the railway vehicle 1. When the failure determination unit 43 determines a communication failure, it does not generate a data acquisition instruction, but is not limited thereto, and may generate a data acquisition instruction even when it determines a communication failure.

[0053] The data acquisition instruction generated by the failure determination unit 43 is input to the data extraction unit 42. When a data acquisition instruction is input, the data extraction unit 42 is configured to extract, from the same time table T0 to T23, not only the monitoring data of the device determined to have failed but also the monitoring data of the same failure occurrence time and a predetermined time before and after thereof related to other devices related to the device. By extracting the monitoring data related to other devices related to the device determined to have failed in this way, it becomes easier to identify the cause of the failure.

[0054] The above other devices are not limited to a single one, and may be plural. For example, when the monitoring data related to the straight air pipe pressure is determined to be abnormal, other related monitoring data such as the brake cylinder pressure, the brake pipe pressure, and the original air dam pressure are also extracted. Such a combination of monitoring data considered to be highly related may be stored in advance in the reference database section 223 (FIG. 2) of the database 22 for each individual monitoring data.

[0055] The failure determination unit 43 stores the latest information of the monitoring data for which the presence or absence of a failure has been determined in the reference database 223. In addition, the failure determination unit 43 registers the device determined to be abnormal and its monitoring data in the reference database section 223 (failure registration). Further, when the failure determination unit 43 determines that the monitoring data of a device determined to be abnormal in the past has returned to a normal value, it is regarded that the failure of the device has been released and the failure registration is released (release registration).

[0056] (Indicates the image forming unit) The display image forming unit 44 is configured to form a list display image (first display image) that displays a list of the formation information of each railway vehicle 1 and the vehicle state regarding the presence or absence of a failure based on the vehicle data transmitted from a plurality of railway vehicles 1.

[0057] FIG. 7 is a diagram showing an example of the list display image V1. The display image forming unit 44 forms the list display image V1 shown in FIG. 7 based on the latest monitoring data of each device stored in the reference database unit 223. The list display image V1 is generated as an image file that can be browsed by a user at the command post 3 or the vehicle base 4.

[0058] The list display image V1 displays the vehicle states of all formations (railway vehicles 1) to be monitored. Examples of the vehicle state include the presence or absence of a failure, an icon for switching the display of detailed information, the current position, the vehicle type, the formation number, the state (the presence or absence of a failure and its details), the train number, the type, the destination, the rear station, the kilometer distance, the speed, the notch, etc., and the display items can be arbitrarily set. Here, the formation including the monitoring data determined to be a failure is displayed at the top, and the formation determined to have a communication failure is displayed at the bottom.

[0059] The list display image V1 is updated with the latest information, for example, in units of seconds, tens of seconds, or minutes. Thereby, the vehicle information of all formations can be presented in real time.

[0060] In this way, since the latest information is presented not only for a specific formation but also for all formations, an abnormal formation can be quickly grasped and identified. Also, by clicking the icon V11 displayed on the list display screen V1, it is configured to be possible to switch and display on a separate screen the history of the state of the formation determined to have a failure, the detailed information of each formation, and the current position.

[0061] The image forming unit 44 forms a failure history image V2 of the formation (formation number 0999) for which a failure has been determined, as shown in FIG. 8, for example. The failure history image V2 is generated as an image file that can be viewed by a user at the command post 3 or the vehicle depot 4.

[0062] In the failure history image V2, the history of failures and releases of the formation is displayed in chronological order (with the latest information at the top) based on the failure registration and release registration stored in the reference database unit 223. The display items include a graph of the monitored data at the time of failure occurrence / release, failure occurrence / release, vehicle type, formation number, occurrence / release date and time, failed device, failure name, vehicle where failure occurred, vehicle where failure was released, etc. For the vehicle where failure occurred / was released, the corresponding vehicle number is displayed in a different manner (for example, highlighted) from other vehicle numbers.

[0063] The graph of the monitored data at the time of failure occurrence / release means the time change of the monitored data of the device for which failure registration or release registration has been made in the failure determination unit 43. By clicking on the icon V21 displayed in each history, the screen can be switched to a graph image (second display image) that shows the time change of the monitored data for one minute before and after the failure occurrence / release time, as shown in FIG. 9, for example.

[0064] The display image forming unit 44 forms a graph image V3 shown in FIG. 9 for each history item shown in FIG. 8. The graph image V3 shows the time change of the monitored data for a predetermined time (one minute in this embodiment) before and after the failure occurrence / failure release time when the failure occurrence / failure release time is set to 0 seconds. The monitored data includes the monitored data of the device for which failure determination (or its release) has been made by the data extraction unit 42 based on a data acquisition instruction, and the failure occurrence (or its release) time of other devices related to the device and the monitored data for a predetermined time before and after that. The graph image V3 is generated as an image file that can be viewed by a user at the command post 3 or the vehicle depot 4.

[0065] Graph image V3 shows time (seconds) on the horizontal axis and the type of sensor and its status value on the vertical axis. Graph image V3 simultaneously displays digital data S1 and analog data S2. Examples of digital data S1 include the ON / OFF of the emergency brake and the standby brake, and it may be displayed for each vehicle. Examples of analog data S2 include speed, notch (step number display), brake cylinder pressure, brake pipe pressure, etc.

[0066] In addition, when there is a missing part in the time series of the vehicle data of the formation, the display screen forming unit 44 is configured to superimpose and display a data missing part Vd, which is an image indicating the period corresponding to this missing part, on the graph image V3.

[0067] The data missing part Vd is for warning the user that the status of the period is not based on the vehicle data. This avoids an incorrect judgment of the failure location, so that the reliability of the display data can be ensured. Note that the monitoring data corresponding to the data missing period is held at a predetermined value (OFF for digital data, 0 for analog data (notch off (N) for notch signals)). Note that this is not limited to this, and the display of the monitoring data may be omitted during the data missing period.

[0068] According to this embodiment, by displaying the failure occurrence time and the monitoring data for a predetermined time before and after it on the graph image V3, the time course of the equipment related to the failure can be grasped. In addition, since the time changes of the monitoring data of a plurality of related devices are also displayed simultaneously, the information necessary for identifying the failure location and analyzing the cause of the failure can be presented. Such information is particularly useful for the operators at the vehicle base 4, and the repair preparation for the failure of the formation can be efficiently performed. Note that the number and type of the monitoring data to be displayed can be arbitrarily selected by the user's input operation, and thus the user's requirements can be flexibly met.

[0069] (Map image forming unit, position correcting unit) The map image forming unit 45 is configured to form a map image in which the position of the railway vehicle 1 to be monitored is superimposed on map data including the track on which the railway vehicle 1 to be monitored travels.

[0070] The track on which the railway vehicle 1 to be monitored travels refers to the individual business tracks on which each railway vehicle 1 travels. When the running track varies depending on the destination, the track is specified according to the formation number etc. of the railway vehicle 1. The track data and map data of the above track are stored, for example, in the reference database unit 223.

[0071] For the track data, for example, open data provided as positioning data from the Ministry of Land, Infrastructure, Transport and Tourism is used. The track data is not a single line but a collection of a large number of straight lines (two points). Also, the position of the railway vehicle 1 is calculated based on the GPS information (latitude and longitude information) included in the vehicle data transmitted from the railway vehicle 1.

[0072] Here, the latitude and longitude of GPS may calculate incorrect position information due to factors such as the sensitivity of the in-vehicle antenna, the number of satellites captured by the GPS unit, and radio wave reflection due to the surrounding environment, and the vehicle may appear to be in a place where it actually does not exist.

[0073] For example, Fig. 10(A) shows an example of a map image when the position of the vehicle calculated based on GPS information is actually superimposed on the map data. In this map image V4, P indicates the current position of the vehicle. However, although the track on which the vehicle actually travels is R1, as a result of being calculated based on incorrect position information, the position P of the vehicle displayed on the map may be displayed at a position between the track R1 and another adjacent track R2.

[0074] Therefore, in this embodiment, a position correction unit 46 is provided for correcting the vehicle position on the track data plotted on the map. The position correction unit 46 determines whether the railway vehicle 1 is located on the track based on the information related to the position included in the vehicle data and the track data. When it is determined that the railway vehicle 1 is not located on the track, the position correction unit 46 corrects the map image so that the vehicle position displayed in the map data is located on the track.

[0075] As a result, as shown in the map image V5 of FIG. 10(B), the current position P of the vehicle can be correctly displayed on the track R1, so that the current vehicle position can be provided to the user without causing confusion or misunderstanding.

[0076] The position correction unit 46 is configured to correct the map image so that the railway vehicle 1 is located at the position on the nearest track R1 from the position of the railway vehicle 1 (FIG. 10(B)). The map image V5 is generated as an image file that can be browsed by the user at the command post 3 or the vehicle base 4.

[0077] The calculation of the nearest position can be performed, for example, according to the following procedure. First, since the track data is composed of a group of straight lines of different sizes, lines are drawn from the current position of the vehicle to the midpoints of each line in the group of straight lines, and the one with the shortest distance is selected as the nearest section. Next, a point orthogonal to the nearest section is estimated as the nearest point from the current position of the vehicle, and the current position of the vehicle is set to this nearest point.

[0078] To calculate the distance between two points, a value considering the curvature and distortion of the earth is calculated using the Haversine formula. The Haversine formula is an equation for approximating the earth as an ellipsoid and obtaining the distance and azimuth between two points. Since the Haversine formula is well-known, its description is omitted here.

[0079] For calculations, the unit of the positioning information is converted to radians. Latitude is expressed in the range from 0 to 90 degrees north and from 0 to 90 degrees south from the equator. North latitude is a positive value, and south latitude is a negative value. For example, since the latitude of Tokyo is approximately 35.6895 degrees north, when converted to radians, it is as follows. Radians = (π / 180) × 35.6895 ≈ 0.6228 radians

[0080] Longitude is expressed in the range from 0 to 180 degrees east or from 0 to 180 degrees west from the prime meridian (usually the Greenwich meridian). East longitude is a positive value, and west longitude is a negative value. For example, since the longitude of Tokyo is approximately 139.6917 degrees east, when converted to radians, it is as follows. Radians = (π / 180) × 139.6917 ≈ 2.4395 radians

[0081] In addition, since the difference information of GPS and the track information have different units of measurement, it is necessary to unify these units. To accurately place the corrected vehicle position on the map, for example, the latitude and longitude obtained by converting the calculation result of the distance between two points into the World Geodetic System decimal notation may be used.

[0082] Furthermore, in this embodiment, when the position correction unit 46 determines that the railway vehicle 1 is located within a predetermined area (correction exclusion area), it is configured to execute a process of not correcting the map image.

[0083] For example, a vehicle in a vehicle base or a siding is not in commercial operation. If this vehicle is position-corrected and drawn on the track, there is a risk of causing confusion that it is on the track when it is not in commercial operation.

[0084] Therefore, in this embodiment, as shown in the map image V6 in FIG. 10(C), a predetermined area where a vehicle base or an evacuation line is located is set as a correction exclusion area A, and when the current position of the vehicle is within the correction exclusion area A, the correction process of the vehicle position onto the track is not executed. Thereby, since a vehicle that is not in commercial operation is not drawn on the track, it is possible to prevent causing confusion to the user.

[0085] Note that the correction exclusion area A is stored in, for example, the reference database unit 223. Further, the map image V6 is generated as an image file that can be browsed by the command post 3 or the vehicle base 4 by the user.

[0086] To determine whether the current position of the vehicle is within the correction exclusion area A, the map is treated as a two-dimensional graph, and "inner / outer determination of point P with respect to polygon T" is performed using the correction exclusion area A displayed as polygon T and the vehicle position (P). A known method can be adopted for this determination algorithm, and for example, Crossing Number Algolithm, Winding Number Algolithm, etc. can be adopted.

[0087] FIG. 11 is a flowchart showing an example of a processing procedure executed in the map image forming unit 45 and the position correction unit 46.

[0088] The map image forming unit 45 acquires the track data of the track R1 from the reference database unit 223 (ST301), and acquires the position information from the vehicle data transmitted from the railway vehicle 1 (ST302). The track R1 is the track on which the railway vehicle 1 to be displayed on the map travels, and is specified by the formation number etc. of the vehicle as described above.

[0089] Subsequently, the position correction unit 46 determines whether the vehicle position is outside the correction exclusion area A based on the acquired position information (ST303). If the vehicle position is outside the correction exclusion area A, it determines whether the vehicle position is on the track R1 (ST304). When the vehicle position is not on the track R1, the position on the nearest track R1 (the nearest point) is calculated from the vehicle position by the method as described above (ST305), and the vehicle position is corrected to the calculated nearest point (ST306).

[0090] The map image forming unit 45 forms a map image in which the vehicle position is corrected by the position correction unit 46 (ST307). On the other hand, when the vehicle position is within the correction exclusion area A (No in ST303), or when the vehicle position is on the track R1 (Yes in ST304), the map image forming unit 45 forms a map image in which the vehicle position before correction is superimposed on the map data (ST307).

[0091] [Operation] Subsequently, a typical operation of the vehicle monitoring device 2 of the present embodiment configured as described above will be described. FIG. 12 is a diagram showing an example of a processing procedure executed in the vehicle monitoring device 2.

[0092] The vehicle monitoring device 2 receives vehicle data from all railway vehicles 1 that are monitoring targets by the data receiving unit (ST401).

[0093] Subsequently, the vehicle monitoring device 2 registers the received vehicle data in the database 22. At this time, it is stored in the time tables T0 to T23 of the table groups 31 to 33 sorted according to the day of the week and time calculated from the date of the vehicle data as described above. By sorting and storing individual vehicle data in different table groups according to the day of the week, the search area of the vehicle data is restricted, and thus the target vehicle data can be extracted in a short time. Also, since fault analysis of railway vehicles can be performed sufficiently with the monitoring data of the previous day, at least three table groups in which the vehicle data is stored are sufficient.

[0094] Subsequently, based on the monitoring data of the devices included in the received vehicle data, the vehicle monitoring device 2 determines whether there is a failure in the device, and the monitoring data determined to be a failure is registered as a failure in the reference database unit 223 (ST403).

[0095] Subsequently, the vehicle monitoring device 2 forms a list display image V1 showing the vehicle state of each vehicle, a failure history image V2, a graph image V3 showing the time change of the failed device, and a map image showing the vehicle position (ST404). Since these images are generated as image files that can be browsed by the user at the command post 3 or the vehicle base 4, it is possible to grasp the state and current position of the devices of each vehicle in real time, and it is possible to perform analysis of the failure data and preparatory work for repair before the vehicle with the failure arrives at the vehicle base.

[0096] As described above, the embodiments of the present invention have been described. However, the present invention is not limited to the above-described embodiments, and it goes without saying that various modifications can be made.

[0097] For example, in the above embodiment, three groups of tables for storing vehicle data are used. However, it may be constructed with seven groups of tables different for each day of the week. Also, the days of the week are not limited to the seven days of the week, and may be the six days of the week (Senjyaku, Tomobiki, Sekenuki, Butsumetsu, Taian, Akakuchi). In this case, the storage table for vehicle data can be constructed with two groups of tables.

Explanation of Signs

[0098] 1... Railway vehicle 2... Vehicle monitoring device 3... Command post 4... Vehicle base 10... Monitor device 11... Distribution device 20... Data reception unit 21... Control unit 22... Database 31... First table group 32... Second table group 33... Third table group 41... Data registration unit 42…Data extraction unit 43…Fault determination unit 44…Display image formation unit 45…Map image formation unit 46…Position correction unit 100…Data analysis system 221…Temporary storage database unit 222…Backup database unit 223…Reference database unit

Claims

1. a data receiving unit for receiving vehicle data including information related to the position of a railway vehicle, the vehicle data being transmitted at a predetermined interval; a database storing the vehicle data and track data relating to the position of the track along which the rail vehicle travels; a control unit having: a map image forming unit that forms a map image in which the position of the railway vehicle is superimposed on map data including the railway line; and a position correction unit that determines whether or not the railway vehicle is located on the railway line based on position-related information included in the vehicle data and the railway line data, and corrects the map image when it is determined that the railway vehicle is not located on the railway line so that the position of the railway vehicle displayed in the map data is located on the railway line; A vehicle monitoring device comprising:

2. 2. The vehicle monitoring device according to claim 1, The position correction unit corrects the map image so that the railroad vehicle is positioned at a position on the track that is closest to the position of the railroad vehicle. Vehicle monitoring device.

3. 2. The vehicle monitoring device according to claim 1, the database further stores area data relating to a predetermined area in which position correction is not required; When the position correction unit determines that the railroad vehicle is located within the predetermined area, the position correction unit executes a process of not correcting the map image. Vehicle monitoring device.

4. 4. The vehicle monitoring device according to claim 3, The predetermined area is a train depot or a siding Vehicle monitoring device.

Images