JP2020075663A - Position estimation device, position estimation method, position estimation program - Google Patents

Abstract

To solve the problem in which a self position cannot be estimated or an error position is identified as the self position by identifying a ground object of an adjacent rail track where the train exists when it is unknown on which railway track between which stations on which railway track a vehicle exists during a start up of the vehicle.SOLUTION: A self position of a vehicle is estimated without using a ground element by a position estimation device having; a plurality of identifiers 205 installed around a railway track; a sensor part 201 for obtaining identifier position information showing the position of the identifiers, attribute information about the number of railway tracks, relative position information showing a relative position of the train relative to the identifier, and railway track information showing information of the railway track; a determination part 206 for determining whether the railway track is a single track or not; and a train position estimation part 204 for estimating the position of the train.SELECTED DRAWING: Figure 2A

Description

  The present invention relates to a position estimation device, a position estimation method, and a position estimation program.

  In recent years, with regard to train operation, stricter stop positions have been demanded due to congestion of train schedules and maintenance of platform doors. In addition, automatic train operation (ATO) devices are being introduced for the purpose of reducing the burden on crew members and personnel costs. The ATO device is installed on the ground in the track, transmits position information from the ground element to a device called an on-board child installed on the car, and based on the position information received by the on-board child, the current train information This is a device for estimating the position. The method using a ground element has the advantages of high environmental resistance and high estimation accuracy of the current position, while the equipment cost of the ground element and car top element is high, and the installation cost and maintenance cost of the ground element are also high. have.

  Japanese Patent Application Laid-Open Publication No. 2004-242242 discloses, "As a train fixed-position stop control device, a speed / position calculating means for calculating the speed and the current position of the train, and a relative distance for calculating a relative distance between an object installed in the station yard and the train. And the speed / position calculation means calculates the current position of the train from the relative distance information input from the relative distance calculation means and the position information of the object. ”

Japanese Unexamined Patent Application Publication No. 2018-019470

  The above-mentioned Patent Document 1 discloses a technique of estimating which position on the track the vehicle is, after grasping which track the train runs between which stations on which line. ing.

  However, the invention of Patent Document 1 is based on the premise that the information on which line the train car is running and which line between which stations is running is known. Therefore, when it is not possible to estimate the position of the vehicle when it is not known in which line between which stations of which line, such as when the power of the vehicle is turned on. There is. Also, if the train mistakenly recognizes the ground target on the line next to the line on which the own vehicle exists as the ground target on the line on which the own vehicle exists, it may recognize the wrong position as its own position. was there.

  Therefore, an object of the present invention is to accurately estimate the self-position of a vehicle from the position information of the identifiers installed around the route and the relative position information of the train with respect to the identifier, without using a grounding element. To do.

  In order to solve the above problems, one of the representative position estimation devices of the present invention is a position estimation device that estimates the position of a train using an identifier installed around a route, and the identifier is The position estimation device includes a first identifier and a second identifier, the identifier position information indicating the position of the identifier, attribute information regarding the number of routes (hereinafter referred to as “attribute information”), and the relative position of the train with respect to the identifier. A relative position information indicating a position, a sensor unit that acquires route information indicating route information, a determination unit that determines whether the route is a single line based on the attribute information, and the identifier position information. , The relative position information, and a train position estimation unit that estimates the position of the train based on the route information, when the determination unit determines that the route is a single line, the train position The estimating unit determines, on the basis of the route information, the position information of the first identifier, and the relative position information of the train with respect to the first identifier, at which point on which route the train is located. When the determination unit determines that the route is not a single track, the train position estimation unit determines the route information, the position information of the first identifier, and the first relative position of the train with respect to the first identifier. Position information, position information of the second identifier, and based on the second relative position information of the train with respect to the second identifier, to determine which point of which line the train is located Position estimation device.

According to the present invention, the self-position of a vehicle can be estimated without using a grounding element.
Problems, configurations, and effects other than those described above will be clarified by the following description of the embodiments.

It is a figure showing the whole automatic train operation system composition. It is a figure which shows the function structure of the position estimation apparatus which concerns on Example 1 of this invention. 4 is a table showing information included in an identifier according to the first embodiment of the present invention. It is an example of a table showing route information according to the first embodiment of the present invention. 6 is a flowchart showing a process of a sensor data processing unit according to the first embodiment of the present invention. It is a figure which shows an example of the calculation method of the relative distance which concerns on Example 1 of this invention. It is a figure which shows the area of the identifier in the calculation of the relative distance which concerns on Example 1 of this invention, and the relationship between the identifier and the relative distance of a train. It is a figure which shows an example of the calculation method of the relative distance which concerns on Example 1 of this invention. It is a figure which shows the gravity center position of the identifier in calculation of the relative distance based on Example 1 of this invention, and the relationship between an identifier and the relative distance of a train. It is a figure which shows the concept of the process of the self-position estimation which concerns on Example 1 of this invention. It is a figure which shows the function structure of the position estimation apparatus which concerns on Example 2 of this invention. It is a flowchart which shows the process of the sensor data processing part which concerns on Example 2 of this invention. It is a figure which shows the concept of the process of the self-position estimation which concerns on Example 2 of this invention.

  Hereinafter, a conventional example and an embodiment of the present invention will be described with reference to the drawings. The present invention is not limited to this embodiment. In the description of the drawings, the same parts are designated by the same reference numerals.

First, the overall configuration of a conventional automatic train operation system 100 will be described with reference to FIG.
Although the present invention will be described below by taking a train as an example, the present invention is not limited to a train. The present invention can be applied to vehicles other than trains, such as automobiles, buses, and monorails, by replacing a train with a moving body.
FIG. 1 is a diagram showing an overall configuration of an automatic train operation system 100. As shown in FIG. 1, an automatic train operation system 100 includes a speed generator 101, a speed calculation device 102, a position estimation device 103, an automatic train operation device 104, a vehicle information control device 105, and a braking / driving control. And device 106.
It should be noted that these devices are only required to exhibit the functions described below, and their forms are not limited to those described below. For example, the automatic train operation system 100 may be realized as independent hardware, or may be realized as a software module executed by a CPU, a memory, and a RAM (not shown) in the automatic train operation system 100.

  The speed calculation device 102 is a device that acquires a speed signal corresponding to the rotation speed of the axle from the speed generator 101 installed on the wheel shaft and calculates the vehicle speed from the speed signal and the wheel diameter. Further, as will be described later, the position estimation device 103 estimates its own position from the position information of one or more identifiers installed around the route and the information of each identifier and the relative position (relative distance) of the train. It is a device. If the identifier cannot be recognized, the position estimation device 103 may be configured to calculate its own position from the position information of the departure station and the integrated value of the vehicle speed.

  The automatic train operation device 104 includes a planning unit (not shown) having a planning function and a tracking unit (not shown) having a tracking function. The planning function here is a function of calculating the target speed by checking the current vehicle position against the vehicle speed pattern up to the station stop position that is held in advance. The follow-up function is a function of inputting the speed deviation between the target speed and the current vehicle speed and calculating the braking / driving force to be output. The automatic train operation device 104 is a device that includes the calculated braking / driving force in a control command and outputs the braking / driving force to the vehicle information control device 105 and the braking / driving control device 106.

In a general automatic train operation system, the self position is often not remembered when the power is cut off.In this case, when the power is turned on, if the ground train is not under the train, the self position is not stored. The position may be unknown. Further, even when the self-position when the power is cut off is stored, when the vehicle is moved while the power is cut off, the self-position at power-on does not match the self-position at power-off. As a result, when the power is turned on, the self position becomes unknown.
For this reason, in many conventional automatic train operation devices, after the power is turned on, the self position is estimated only after traveling at a low speed and receiving the position information from the ground element.

  In order to solve the above-mentioned problem, the present invention uses a position information of at least one identifier installed around a route and a relative position information of a train with respect to the identifier (hereinafter, referred to as a relative distance) to generate a power source. Even if the self-position at the time of start-up is unknown, it is possible to determine at which point on which line the train is located without using the ground wire.

  Next, the position estimation according to the first embodiment of the present invention will be described with reference to FIGS. In addition, Example 1 relates to an embodiment in which the position of the train is estimated using a plurality of identifiers (for example, the first identifier and the second identifier), and Example 2 uses one identifier to identify the train. The present invention relates to an embodiment for estimating a position.

In the first embodiment of the present invention, a position estimation device that estimates the self-position of a train from a plurality of identifiers installed around the route and the respective identifiers and the relative distance of the train will be described.
Here, the term "surroundings" is used to mean the sides of the route (left side, right side, or both), on the route, within the route, etc., and within the range easily recognizable by the sensor unit, the identifier is installed. The location is not particularly limited.

  Next, a functional configuration of the position estimation device 200 according to the first embodiment of the present invention will be described with reference to FIG. 2A.

  FIG. 2A is a diagram showing a functional configuration of the position estimation device 200 according to the first embodiment of the present invention. The position estimation device 200 includes a sensor unit 201, a sensor data processing unit 202, a route information storage unit 203, a train position estimation unit 204, and a determination unit 206. The position estimation device 200 is a device that estimates the self position of the train and outputs the estimated self position to the control command calculation unit of the automatic train operation device (not shown).

As shown in FIG. 2A, a plurality of identifiers 205 (A) and 205 (B) (for example, a first identifier and a second identifier) are installed around the route. Position information (latitude, longitude, altitude, etc.) of the identifier and attribute information (hereinafter referred to as "attribute information") regarding the number of routes are embedded in these identifiers 205 (A) and 205 (B). The attribute information may be information indicating whether or not the route is a single line (binary information of 0, 1 or the like), or may be information indicating the number of routes (one or two). FIG. 2B shows an example of information included in the identifiers 205 (A) and 205 (B). For example, as shown in FIG. 2B, identifier ID information 211 that uniquely identifies an identifier, longitude 213, latitude 215, and attribute information 217 regarding the number of routes are stored for each identifier. Note that the present invention is not limited to this, and the identifier may include only latitude and longitude information (in this case, the attribute information may be stored in the route information holding unit 203 shown in FIG. 2A). ).
In addition, the position estimation device 200 uses the sensor unit 201 to acquire the position information and / or the attribute information of the identifier from the identifiers 205 (A) and 205 (B) installed around the route. After that, the position estimation device 200 determines the position information and / or attribute information of the identifiers 205 (A) and 205 (B), the route information, and the relative distances between the respective identifiers 205 (A) and 205 (B) and the train. Calculate the self-position of the train based on and.

  The identifiers 205 (A) and 205 (B) here include information quantitatively indicating a specific point, and as an example, a sign made of a two-dimensional bar code installed around a route, etc. May be These identifiers 205 (A) and 205 (B) may be installed at specific points (branches, confluences, stations) of the route, and at predetermined distance intervals (for example, 50 meters, 100 meters, etc.). It may be installed.

  In the first embodiment of the present invention, the position estimation device 200 is shown as an example implemented separately from the automatic train operation device (for example, the automatic train operation device 104 shown in FIG. 1). It may be implemented in the train operation device. Further, the output destination of the self position is not limited to the automatic train operation device. That is, in the present invention, the mounting position of the self-position and the output destination of the estimated self-position are not particularly limited and can be appropriately changed.

The sensor unit 201 is a sensor that acquires sensor data such as identifier position information (latitude, longitude, altitude) and / or attribute information from the identifiers 205 (A) and 205 (B) installed around the route. .. As an example, the sensor unit 201 is preferably a camera, but the sensor unit 201 is not limited to a camera. For example, the sensor unit 201 may be a LIDAR (Light Detection and Ranging) receiving module, an infrared receiving module, or the like, and any type thereof can be used as long as the position information can be acquired from the identifier.
The sensor unit 201 transmits the acquired sensor data to the sensor data processing unit 202.

  The sensor data processing unit 202 acquires the position information (latitude, longitude, altitude) of each identifier from the sensor data acquired by the sensor unit 201, and calculates the relative distance between each identifier and the train. To calculate. Then, the sensor data processing unit 202 transmits the calculated relative distance and the position information to the train position estimation unit 204 for each recognized identifier.

  Note that the sensor unit that acquires the information included in the identifier and the sensor unit that calculates the relative distance between the identifier and the train may be the same (that is, one) sensor unit. For example, as described above, the sensor such as the camera may have both the function of acquiring the information included in the identifier and the function of calculating the relative distance between the identifier and the train. In this way, by performing the function of acquiring the information included in the identifier and the function of calculating the relative distance between the identifier and the train with the same general-purpose sensor, the cost of the sensor can be suppressed and the position of the train can be reduced. It is possible to realize the processing for estimating the.

  On the other hand, the sensor unit that acquires information included in the identifier and the sensor unit that calculates the relative distance between the identifier and the train may be configured by different sensor units (that is, two or more sensor units). .. For example, a configuration is possible in which the camera performs the function of acquiring the information included in the identifier and the sensor such as Lidar performs the function of calculating the relative distance between the identifier and the train. In this way, by performing the function of acquiring the information included in the identifier and the function of calculating the relative distance between the identifier and the train with separate dedicated sensors, it is possible to use sensors specialized for each function. Therefore, the effect of improving the accuracy of train position estimation can be obtained.

Next, the route information stored in the route information holding unit 203 shown in FIG. 2A will be described with reference to FIG. 2C. The route information holding unit 203 stores, as route information, a relationship between information indicating the position of the route (latitude, longitude, etc.) and number line information (what number line of what line and what kilometer point) corresponding to the position information. It is a storage unit. For example, as shown in FIG. 2C, line name information 225, number line information 227, and distance information 229 corresponding to specific latitude information 221 and longitude information 223 are stored. The route information may be stored in one table as shown in FIG. 2, or may be stored separately for each route. Although not shown in FIG. 2C, the route information includes the features of the route such as the distance between the stop stations on the route, the position of the branch point, the position of the confluence, the position of the tunnel, and the slope of the line. It may include information of the attribute to represent.
This route information may be stored in the route information holding unit 203 in advance, or may be acquired by the sensor unit 201 as necessary in the process described below. In addition, a part of this route information (for example, lane information or information indicating a slope) may be stored in the above-described identifier, and may be acquired by the sensor unit 201 in real time as necessary.
The route information holding unit 203 may be realized by, for example, a hard disk drive, a semiconductor memory device such as a flash memory, or a storage device such as an optical disk. Further, in an embodiment, the route information holding unit 203 may be a distributed storage such as a cloud server.

  The train position estimation unit 204 is a functional unit that estimates the self position of the train from the position information of each identifier, the relative distance of the identifier to the train, and the route information acquired from the route information holding unit.

  The determination unit 206 is a functional unit that determines whether or not the route the train is currently traveling on is a single track (for example, a single track or a double track) based on the attribute information about the number of routes acquired from the identifier. The present invention is not limited to the configuration in which the attribute information regarding the number of routes is included in the identifier, and the attribute information regarding the number of routes may be stored in the route information holding unit. In this case, when the identifier is detected, the determination unit 206 compares the position information of the detected identifier with the attribute information stored in the route information storage unit to determine the route the train is currently traveling on. It may be determined whether or not it is a single track (for example, a single track or a double track).

  Next, processing of the sensor data processing unit according to the first embodiment of the present invention will be described with reference to FIG. 3A.

  FIG. 3A is a flowchart showing the position estimation processing executed by the sensor data processing unit 202. In FIG. 3A, an example in which an image showing an identifier, a two-dimensional barcode included in the identifier, or the like is used as the sensor data will be described, but the sensor data is not limited to this. Further, the process shown in the flowchart of FIG. 3A may be executed at every calculation cycle of the position estimation device.

  First, in step 300, the determination unit (for example, the determination unit 206 illustrated in FIG. 3A) acquires attribute information regarding the number of routes, and based on the attribute information, whether the route the train is traveling on is a single track. To judge. If the route on which the train is traveling is not a single track, the process proceeds to step 301. If the route on which the train is traveling is a single track, the process proceeds to step 601 of the flowchart shown in FIG. 6 described later. move on.

  In step 301, the sensor unit (eg, the sensor unit 201 shown in FIG. 2A) acquires the image of the identifier. Then, the process proceeds to step 302.

  Next, in step 302, the sensor data processing unit (for example, the sensor data processing unit 202 shown in FIG. 2A) performs an image processing on the image acquired in step 301 to generate an identifier (specifically, the identifier is included in the identifier. 2D bar code). When there are a plurality of identifiers in the image, the sensor data processing unit gives each identifier an arbitrary unique number (character string, numeral string, etc.). Then, the process goes to step 303.

  Next, in step 303, the sensor data processing unit confirms the number n of the identifiers extracted in step 302. If n ≧ 2, the process proceeds to step 304, and if n = 1, the process ends.

  Next, in step 304, the sensor data processing unit selects an identifier with an arbitrary unique number from the identifiers extracted in step 302, and position information (latitude, longitude, latitude, longitude, etc.) embedded in the two-dimensional barcode of the selected identifier. Elevation etc.) is calculated. Then, the process goes to step 305.

  Next, in step 305, the sensor data processing unit calculates each recognized identifier and the relative distance of the train. Specifically, the sensor data processing unit calculates the area of the identifier in the image or the position of the identifier on the sensor from the image acquired by the sensor unit. After that, the sensor data processing unit stores the relationship between the area of the identifier obtained by this calculation on the image or the position of the identifier on the sensor and the previously measured area or position of the identifier and the relative distance. From the stored data, the relative distance between each recognized identifier and the train is estimated (that is, when a plurality of identifiers are recognized, the relative distance is estimated for each identifier).

FIG. 3B shows an example of calculation of the relative distance using the area of the image of the identifier. As shown in FIG. 3B, the relative distance L between the train 350 and the identifier S is determined based on the relationship between the identifier S and the image S _{img of the} identifier acquired by the sensor unit 332 through the lens 330 mounted on the train 350. It can be calculated by means. Further, FIG. 3C shows the relationship between the area S _img in the image of the identifier and the reciprocal (1 / L) of the relative distance L.

Note that here, the calculation of the relative distance between the identifier and the train based on the area and position of the identifier on the image has been described as an example, but the present invention is not limited to this and other methods may be used. .. For example, as another calculation method, an example of calculation of the relative distance using the barycentric position of the identifier on the image is shown in FIG. 3D. Specifically, the distance between the center of gravity dy of the identifier S in the image acquired by the sensor unit 332 through the lens 330 mounted on the train 350 and the horizontal center line on the image, and the relative distance L between the identifier S and the train 350. May be recorded, and the relative distance L between the identifier S and the train 350 may be calculated from the relationship. Further, FIG. 3E shows the relationship between the center of gravity position dy in the image of the identifier S and the relative distance L between the identifier S and the train 350.
When the route has a gradient (for example, when the route passes through hills, mountains, valleys, etc.), the sensor data processing unit appropriately uses the gradient information embedded in the identifier to calculate the relative distance. You may correct. That is, the method is not limited as long as the relative distance can be calculated using image processing. Then, the process goes to step 306.

  Next, in step 306, the sensor data processing unit confirms the position information and the number m of the identifiers whose relative distances are calculated. If m = n, the process proceeds to step 307, and if m <n, the process returns to step 304.

  Next, in step 307, the sensor data processing unit transmits the position information and the relative distance calculated for each identifier on the image to the train position estimating unit (for example, the train position estimating unit 204 shown in FIG. 2A).

  Note that FIG. 3A shows an example in which the relative distances of all the extracted n identifiers are estimated, but the relative distances of all the extracted identifiers need not be estimated. For example, the relative distance may be estimated for at least two or more identifiers. In step 306, when n ≧ 2, the relative distance estimation process is performed when the number of identifiers is 2 The processing may proceed to step 307, or if n ≧ 3, the processing may proceed to step 307 when the number of identifiers subjected to the relative distance estimation processing reaches three.

  When two or more identifiers are not extracted in step 303 described above (when n = 1), the train's own position can be estimated by other means. For example, a method using integration of vehicle speed or GNSS (Global Navigation Satellite System) may be used. Further, it is possible to set the operation management system that manages the operation of the train so as to notify that the self position is unknown (undefined).

  Next, with reference to FIG. 4, a method for estimating the self-position of the train (for example, information indicating what kilometers of which line of what train) based on the position information of the identifier and the relative distance between the identifier and the train. Will be described. FIG. 4 is a diagram showing the concept of the self-position estimation processing executed by the train position estimation unit (for example, the train position estimation unit 204 shown in FIG. 2A). As shown in FIG. 4, here, an identifier (first identifier) 401, an identifier (second identifier) 404, a train 408, and a relative distance (first relative distance) 402 between the identifier 401 and the train 408, A description will be given using the relative distance (second relative distance) 405 between the identifier 404 and the train 408, the arc (first arc) 403, the arc (second arc) 406, and the intersection position 407.

  The train position estimation unit acquires the position information of at least two identifiers and the relative distance between the train and the train 408 from the sensor data processing unit (for example, the sensor data processing unit 202 shown in FIG. 2A). The train position estimation unit draws an arc 403 based on the position information (latitude, longitude, altitude, etc.) of the identifier 401 and the relative distance (first relative distance) 402 between the identifier 401 and the train 408 (that is, the train). And derive the positional relationship between the first identifier). The circular arc 403 is an arc whose center is the position of the identifier 401 and whose radius is the relative distance between the identifier 401 and the train 408. Next, the train position estimation unit draws the arc 406 based on the position information (latitude, longitude elevation, etc.) of the identifier 404 and the relative distance (second relative distance) 405 between the identifier 404 and the train 408 (that is, , Derive the positional relationship between the train and the second identifier). The circular arc 406 is an arc whose center is the position of the identifier 404 and whose radius is the relative distance between the identifier 404 and the train 408. Then, the train position estimating unit calculates position information (latitude, longitude, altitude, etc.) of the intersection position 407 where the arc 403 and the arc 406 intersect.

  The train position estimation unit obtains the relationship between the position information (latitude, longitude) and the track information (information indicating which kilometers of which line of what line) from the route information holding unit 203, and the position information of the intersection position 407 ( Track number information corresponding to latitude, longitude, altitude, etc.) is specified and used as the self-position of the train 408. The position information of the intersection position 407 and the position information of the route information do not always match. In that case, the position of the position information of the route information closest to the position information of the intersection position 407 may be calculated, and the train position may be estimated using the numbered line information corresponding to the position. The location of the location information of the nearest route information may be derived as the location where the Euclidean distance between the intersection position and the location information of the route information becomes the minimum, or instead of the Euclidean distance, the city area distance (Manhattan distance) May be set as the minimum point. Alternatively, the point group of the position information (latitude, longitude) of the route information may be regarded as a line segment, and may be the point of the position information of the route information that minimizes the distance between the intersection and the line segment.

[Effects of Example 1]
As described above, according to the first embodiment of the present invention, a situation where two or more lines are laid in parallel, such as a double track and a double track, by using a plurality of identifiers installed around the track. Even under the road, it becomes possible to estimate which route the train is running without using a ground child, and it is possible to perform self-position estimation at low cost.

  In the first embodiment of the present invention, the configuration of self-position estimation in a route having two or more routes has been described, but in the first embodiment, position estimation in a route including a single track section will be described.

  FIG. 5: is a figure which shows the function structure of the position estimation apparatus 500 in Example 2 of this invention. The configuration of the first embodiment is the same as that of the first embodiment except that the processes of the sensor data processing unit 502 and the train position estimation unit 504 are different from those of the first embodiment and that there is a case where there is one identifier 505.

  As shown in FIG. 5, the position estimation device 500 includes a sensor unit 501, a sensor data processing unit 502, a route information storage unit 503, a train position estimation unit 504, and a determination unit 506. The position estimation device 500 is a device that estimates the self position of the train and outputs the estimated self position to the control command calculation unit of the automatic train operation device (not shown).

  Further, an identifier 505 is installed around the route. As described above, position information (latitude, longitude, altitude, etc.) of the identifier 505 and attribute information regarding the number of routes are embedded in the identifier 505, and the position estimation device 500 uses the sensor unit 501 to The position information and / or the attribute information of the identifier 505 is acquired from the identifier 505 installed around the route. Then, the position estimation device 500 calculates the train's own position based on the position information and / or attribute information of the identifier 505, the route information, and the relative distance between the identifier 505 and the train. Note that these functional units are substantially the same as the functional units shown in FIG. 2A, and therefore description thereof will be omitted here.

  Next, the processing of the sensor data processing unit according to the second embodiment of the present invention will be described with reference to FIG.

  FIG. 6 is a flowchart illustrating a processing procedure of position information / relative distance calculation executed by the sensor data processing unit 502 according to the second embodiment. In addition, in FIG. 6, an example in which an image of an identifier or a two-dimensional barcode included in the identifier is used as the sensor data will be described, but the present invention is not limited to this. Further, the process shown in the flowchart of FIG. 6 may be executed at every calculation cycle of the position estimation device.

  In step 601, the sensor unit (for example, the sensor unit 501 shown in FIG. 5) acquires the image of the identifier. Then, the process proceeds to step 602.

  Next, in step 602, the sensor data processing unit (for example, the sensor data processing unit 502 shown in FIG. 5) performs image processing on the image acquired in step 601 to generate an identifier (specifically, the identifier is included in the identifier. 2D bar code). When there are a plurality of identifiers in the image, the sensor data processing unit gives each identifier an arbitrary unique number (character string, numeral string, etc.). Then, the process goes to step 603.

  Next, in step 603, the sensor data processing unit confirms the number n of the identifiers extracted in step 602. If n ≧ 1, the process proceeds to step 604, and if n = 0, the process ends.

  Next, in step 604, the sensor data processing unit selects an identifier with an arbitrary unique number from the identifiers extracted in step 602, selects an identifier with an arbitrary unique number from the identifiers extracted in step 602, and selects the identifier. The position information (latitude, longitude, altitude, etc.) embedded in the two-dimensional barcode of the identifier and the attribute information indicating whether the route on which the identifier is installed are single-track or double-track are acquired. Then, the process proceeds to step 605.

Next, in step 605, the sensor data processing unit calculates the recognized identifier and the relative distance between the trains. Specifically, the sensor data processing unit calculates the area of the identifier in the image from the image acquired by the sensor unit. After that, the sensor data processing unit stores the relationship of the relative distance between the area of the identifier on the image or the position of the identifier on the line obtained by this calculation and the area or position of the identifier measured in advance. The relative distance between each recognized identifier and the train is estimated from the saved data (that is, when a plurality of identifiers are recognized, the relative distance is calculated for each identifier. For example, when n ≧ 2 , The relative distance may be calculated for each identifier from the first identifier to the nth identifier.)
Note that here, the calculation of the relative distance between the identifier and the train based on the area and position of the identifier on the image has been described as an example, but the present invention is not limited to this and other methods may be used. .. For example, a method of recording the distance between the center of gravity of the identifier on the image and the horizontal center line on the image, and the relationship between the relative distance between the identifier and the train and calculating the relative distance between the identifier and the train from the relationship is recorded. You may use. That is, the method is not limited as long as the relative distance can be calculated using image processing. Then, the process goes to step 606.

  Next, in step 606, the determination unit (for example, the determination unit 506 shown in FIG. 5) determines from the attribute information whether the route on which the train is traveling is a single track (whether a single track section is included in the route). To judge. If the route is a single line, the process proceeds to step 609. If the route is not a single line, the process proceeds to step 607.

  Next, in step 607, the sensor data processing unit confirms the number n of the identifiers extracted in step 602. If n ≧ 2, the process proceeds to step 608, and if n = 1, the process ends.

  Next, in step 608, the sensor data processing unit confirms the position information and the number m of the identifiers whose relative distances are calculated. If m = n, the process proceeds to step 609. If m <n, the process returns to step 604.

  Next, in step 609, the sensor data processing unit causes the train position estimating unit (for example, the train position estimating unit 504 shown in FIG. 5) to receive the position information, the relative distance, and the attribute information calculated for each identifier on the image. Send.

  Although FIG. 6 described above shows an example of estimating the relative distances of all the extracted n identifiers, it is not always necessary to estimate the relative distances of all the extracted identifiers. For example, the relative distance may be estimated for at least two or more identifiers. In step 608, if n ≧ 2, the relative distance estimation process is performed when the number of identifiers is two, The processing may proceed to step 609, or if n ≧ 3, the processing may proceed to step 609 when the number of identifiers subjected to the relative distance estimation processing reaches three.

  If the required number of identifiers is not extracted in steps 603 and 607 described above, the train's own position can be estimated by other means. For example, a method using integration of vehicle speed or GNSS (Global Navigation Satellite System) may be used. It is also possible to set the operation management system that manages the operation of the train to notify that its own position is unknown (undefined).

Next, with reference to FIG. 7, a method for estimating the self-position of the train (for example, information indicating which kilometers of what line and what line) based on the identifier position information and the relative distance between the identifier and the train. Will be described.
FIG. 7 is a diagram showing the concept of the self-position estimation processing executed by the train position estimation unit (for example, the train position estimation unit 504 shown in FIG. 5). As shown in FIG. 7, description will be given here using an identifier 701, a line segment 704, a train 706, a relative distance 702 between the identifier 701 and the train 708, an arc 703, and an intersection position 705.

The train position estimation unit (for example, the train position estimation unit 504 illustrated in FIG. 5) acquires the attribute information from the sensor data processing unit (for example, the sensor data processing unit 502 illustrated in FIG. 2A).
The process when the attribute information indicates that the route is not a single line is the same as that in the first embodiment, and therefore the description thereof is omitted here.

  When the attribute information indicates that the route is a single track, the train position estimation unit acquires the position information of one identifier and the relative distance between the identifier and the train 706. Then, the train position estimation unit draws the arc 703 based on the position information (latitude, longitude, altitude, etc.) of the identifier 701 (for example, the first identifier) and the relative distance 702 between the identifier 701 and the train 706 ( That is, the positional relationship between the train and the first identifier is derived). The arc 703 is an arc centered on the position of the identifier 701 and having a radius as a relative distance between the identifier 701 and the train 706. Next, the train position estimation unit specifies the number of lines the train is on based on the position information (latitude, longitude, altitude, etc.) of the identifier and the line information, and the line information of the specified line ( A line segment 704 is drawn from the information indicating the latitude, longitude, altitude, etc.) along the center position of the route in the longitudinal direction. Then, the train position estimation unit calculates the position information (latitude, longitude elevation, etc.) of the intersection position 705 of the arc 703 and the line segment 704.

  Next, the train position estimation unit determines the position information (latitude, longitude) and number information (what number line and what kilometer point of what line) from the route information holding unit (for example, the route information holding unit 503 shown in FIG. 5). (The information shown) is acquired, and the numbering line information corresponding to the position information (latitude, longitude, altitude, etc.) of the crossing position 705 is specified, and is set as the self-position of the train 706.

[Effects of Second Embodiment]
As described above, according to the second embodiment of the present invention, when the route is a single line, the self-position can be estimated with a smaller number of identifiers. For example, in the position estimation processing described in the second embodiment, it is possible to estimate the train's own position even when only one identifier is recognized in the single track section.

  Although the sensor data is an image and the identifier includes a two-dimensional bar code in the first and second embodiments, the present invention is not limited to this. Further, the acquisition of the position information of the identifier and the acquisition of the relative distance between the identifier and the own train may be performed by the same sensor or different sensors. For example, a configuration is possible in which the position information of the identifier is acquired by image processing of a two-dimensional barcode and the relative distance between the identifier and the train is acquired using a millimeter wave sensor or a LIDAR (Light Detection and Ranging) sensor. As another embodiment, the identifier may be configured to transmit (distribute) data data indicating the position information of the identifier, and receive the data with a train sensor. For this data communication, it is possible to use one using radio waves and one using visible light. That is, the position information of the identifier and the relative distance between the identifier and the own train may be acquired by the position estimation device, and the type of sensor and the exchange of information are not limited.

  Further, in the first and second embodiments, the latitude and longitude are used as the position information of the identifier, but the present invention is not limited to this. The format is not limited as long as it is an expression of position information that can uniquely specify the position of the identifier.

  As described above, one aspect of the present invention is a position estimation device that estimates the position of a train using an identifier installed around a route. The identifier includes a first identifier and a second identifier, and the position estimation device determines identifier position information indicating the position of the identifier, attribute information regarding the number of routes (hereinafter referred to as “attribute information”), and a relative position of the train with respect to the identifier. Sensor unit for acquiring relative position information indicating the route information and route information indicating the route information, a determination unit for determining whether or not the route is a single line based on the attribute information, identifier position information, and a relative position. A train position estimation unit that estimates the position of the train based on the information and the route information. When the determination unit determines that the route is a single track, the train position estimation unit determines that the train is based on the route information, the position information of the first identifier, and the relative position information of the train with respect to the first identifier. Determine which point on which line is located. When the determining unit determines that the route is not a single track, the train position estimating unit determines the route information, the position information of the first identifier, the first relative position information of the train with respect to the first identifier, and the second identifier. Of the train and the second relative position information of the train with respect to the second identifier, it is determined at which point on which route the train is located.

  As a result, even when the self-position at power-on is unknown, it is possible to determine at which point on which line the train is located without using the ground wire, and to estimate the position of the train. Implementation costs can be reduced.

  In another aspect of the present invention, the sensor unit that acquires the information included in the identifier and the sensor unit that acquires the relative position information may be the same.

  Thus, by performing the function of acquiring the information included in the identifier and the function of calculating the relative distance between the identifier and the train with the same general-purpose sensor, the cost of the sensor can be suppressed and the position of the train can be determined. The estimating process can be realized at low cost.

  In another aspect of the present invention, the sensor unit that acquires the information included in the identifier and the sensor unit that acquires the relative position information can be different.

  This makes it possible to perform the function of acquiring the information contained in the identifier and the function of calculating the relative distance between the identifier and the train with separate dedicated sensors, and use a sensor specialized for each task. As a result, the effect of improving the train position estimation system can be obtained.

  Further, in another aspect of the present invention, the sensor unit can acquire the attribute information from the identifier.

  With this, when the sensor unit detects the identifier, the sensor unit can determine whether or not the route the train is currently traveling on is a single track, and can more reliably perform the position estimation process of the train.

  Further, in another aspect of the present invention, the position estimation device further includes a route information holding unit, and the sensor unit can acquire the attribute information from the route information holding unit.

  This makes it possible to use a configuration in which the attribute information is stored in the route information holding unit in advance and is acquired as needed, the availability of the attribute information is improved, and the position estimation process of the train can be performed more reliably. ..

  Further, in another aspect of the present invention, in the position estimation device according to claim 1, when the determination unit determines that the route is a single track, the train position estimation unit determines the position information of the first identifier as the position information. , Based on the first relative position information, the positional relationship between the train and the first identifier is derived, and based on the positional relationship between the train and the first identifier and the route information, the position information of the first identifier and the route information Based on and, it is possible to determine at which point on which line the train is located.

  This makes it possible to determine at which point on which route the train is located, even if the route is a single line, without using a ground wire, and it is possible to reduce the implementation cost for estimating the position of the train. it can.

  Further, in another aspect of the present invention, when the determination unit determines that the route is not a single track, the train position estimation unit, based on the position information of the first identifier, the first relative position information, The first arc is calculated, based on the position information of the second identifier and the second relative position information, the second arc is calculated, and the intersection position where the first arc and the second arc intersect each other is specified, By calculating the position information of the intersection position and comparing the position information of the intersection position with the route information, it is possible to determine at which point on which route the train is located.

  With this, even if the route is not a single line (that is, multiple lines), it is possible to accurately determine at which point on which route the train is located without using the ground train, and to estimate the position of the train. The implementation cost for doing so can be suppressed.

  Further, although the present invention has been described by taking the position estimation device as an example, the present invention is not limited thereto and may be realized as a method or a program executed by a computer. As a result, even if the self-position at power-on is unknown, it is possible to determine at which point on which line the train is located without using the ground wire, and to estimate the position of the train. Implementation costs can be reduced.

  For example, one aspect of the present invention is a position estimation method executed by a position estimation device that estimates the position of a train using an identifier installed around a route, and the identifier is a first identifier and a first identifier. Including the two identifiers, the position estimation device, the identifier position information indicating the position of the identifier, attribute information about the number of routes (hereinafter referred to as "attribute information"), relative position indicating the relative position of the train with respect to the identifier. Information, a sensor unit that acquires route information indicating route information, a determination unit that determines whether or not the route is a single line based on the attribute information, the identifier position information, and the relative position information And a train position estimating unit that estimates the position of the train based on the route information, and the position estimating method determines whether the route is a single line based on the attribute information. When the determination step by, and the route is determined to be a single line, based on the route information, the position information of the first identifier, and the relative position information of the train with respect to the first identifier, the A step of determining at which point on which route the train is located by the train position estimation unit, and when the route is determined not to be a single line, the route information and the position information of the first identifier, , Which of the routes the train is based on the first relative position information of the train with respect to the first identifier, the position information of the second identifier, and the second relative position information of the train with respect to the second identifier. The train position estimating unit determines whether the train is at a point.

  In another aspect of the present invention, a position estimation program executed by a position estimation device that estimates the position of a train using an identifier installed around a route, wherein the identifier is a first identifier. A second identifier, and the position estimation device includes identifier position information indicating the position of the identifier, attribute information regarding the number of routes (hereinafter referred to as “attribute information”), and a relative position indicating the relative position of the train with respect to the identifier. Position information, a sensor unit that acquires route information indicating route information, a determination unit that determines whether or not the route is a single line based on the attribute information, the identifier position information, and the relative position A train position estimation unit that estimates the position of the train based on the information and the route information, and the position estimation program determines whether the route is a single track based on the attribute information. The step of determining by the section, when the route is determined to be a single line, based on the route information, the position information of the first identifier, and the relative position information of the train with respect to the first identifier, A step of determining by the train position estimating unit which point of which route the train is, and if the route is not a single line, the route information and the position information of the first identifier. And, based on the first relative position information of the train with respect to the first identifier, the position information of the second identifier, and the second relative position information of the train with respect to the second identifier, of which route the train is A step of determining at which point the train is located by the train position estimating unit.

  Although the embodiments of the present invention have been described above, the present invention is not limited to the above-described embodiments, and various modifications can be made without departing from the gist of the present invention.

200 position estimation device 201 sensor unit 202 sensor data processing unit 203 route information holding unit 204 train position estimation unit 205 identifier 206 determination unit 401 first identifier 402 first relative distance 403 first arc 404 second identifier 405 second relative distance 406 Second arc 407 Crossing position 408 Train

Claims (9)

A position estimating device for estimating the position of a train using an identifier installed around a line,
The identifier includes a first identifier and a second identifier,
The position estimation device,
Identifier position information indicating the position of the identifier, attribute information regarding the number of routes (hereinafter referred to as “attribute information”), relative position information indicating the relative position of the train with respect to the identifier, and route information indicating route information. The sensor part to acquire,
A determination unit that determines whether or not the route is a single line based on the attribute information,
Based on the identifier position information, the relative position information, and the route information, a train position estimation unit that estimates the position of the train,
When the determination unit determines that the route is a single line,
The train position estimation unit,
Based on the route information, the position information of the first identifier, and the relative position information of the train with respect to the first identifier, it is determined at which point on which route the train is located,
If the determination unit determines that the route is not a single track,
The train position estimation unit,
The route information, position information of the first identifier, first relative position information of the train with respect to the first identifier, position information of the second identifier, second relative position of the train with respect to the second identifier A position estimating device that determines at which point on which route the train is located based on the information.   The position estimation device according to claim 1, wherein the sensor unit that acquires the information included in the identifier and the sensor unit that acquires the relative position information are the same.   The position estimating apparatus according to claim 1, wherein a sensor unit that acquires information included in the identifier and a sensor unit that acquires the relative position information are different from each other. The position estimation device according to claim 1,
The position estimation device, wherein the sensor unit acquires the attribute information from the identifier. The position estimation device according to claim 1,
The position estimation device,
Further equipped with a route information holding unit,
The position estimating device, wherein the sensor unit acquires the attribute information from the route information holding unit. The position estimation device according to claim 1,
If the determination unit determines that the route is a single line,
The train position estimation unit,
Based on the position information of the first identifier and the first relative position information, derive the positional relationship between the train and the first identifier,
A position estimating device that determines at which point on which route the train is located based on the positional relationship between the train and the first identifier and the route information. The position estimation device according to claim 1,
If the determination unit determines that the route is not a single line,
The train position estimation unit,
Based on the position information of the first identifier and the first relative position information, calculate a first arc,
Based on the position information of the second identifier and the second relative position information, calculate a second arc,
The intersection position where the first arc and the second arc intersect each other is specified, and position information of the intersection position is calculated,
A position estimating device characterized by determining at which point on which route the train is located by comparing the position information of the intersection position with the route information. A position estimation method for estimating the position of a train using an identifier installed around a line,
The identifier includes a first identifier and a second identifier,
The position estimation method,
A step of determining whether or not the route is a single line, based on attribute information regarding the number of routes (hereinafter referred to as "attribute information");
If it is determined that the route is a single line,
Based on the route information indicating the route information, the position information of the first identifier, and the relative position information of the train with respect to the first identifier, it is determined at which point on which route the train is located. Steps,
If it is determined that the route is not a single line,
The route information, position information of the first identifier, first relative position information of the train with respect to the first identifier, position information of the second identifier, second relative position of the train with respect to the second identifier Based on the information, a step of determining at which point on which route the train is located,
Position estimation method including. A position estimation program that estimates the position of a train using an identifier installed around the line,
The identifier includes a first identifier and a second identifier,
The position estimation program is
A step of determining whether or not the route is a single line, based on attribute information regarding the number of routes (hereinafter referred to as "attribute information");
If it is determined that the route is a single line,
Based on the route information indicating the route information, the position information of the first identifier, and the relative position information of the train with respect to the first identifier, it is determined at which point on which route the train is located. Steps,
If it is determined that the route is not a single line,
The route information, position information of the first identifier, first relative position information of the train with respect to the first identifier, position information of the second identifier, second relative position of the train with respect to the second identifier Based on the information, a step of determining at which point on which route the train is located,
Position estimation program including.

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