JP4861069B2 - Train position detector - Google Patents

Description

  The present invention relates to a train position detection device, and more particularly to a train using a speed generator and wireless ranging.

  Conventionally, as a train position detection device that detects the train position of a train traveling on a track, a speed generator (tacho generator) is connected to the train axle, and a pulse-like output signal is generated as the axle rotates. There is known a speed generator type train position detecting device that calculates a travel distance from a predetermined reference position based on the current travel position based on the calculated travel distance (Non-patent Document 1 and Patent Document). 1).

  This speed generator type train position detection device may include an error in the travel distance calculated by the wheels idling or sliding while the train is running. When communication is established in opposition to a ground element provided in the ground element, the absolute position transmitted from the ground element is corrected.

In addition, as a conventional train position detection device, a radio ranging system that detects a train position based on a radio propagation time between an on-board radio mounted on a train and a ground radio installed at a predetermined position on the ground Train position detection devices are known (see Patent Documents 2 and 3). This wireless ranging type train position detection device has features such as supplying train detection signals to the rails forming the track, or eliminating the need for ground facilities such as laying loop coils along the track. It has the feature that the train position can be detected with high accuracy.
Overview of Signals for Railway Electrical Engineers “ATS / ATC” Japan Railway Electrical Engineering Association July 28, 2001 Revised version p. 45,46. JP 2005-178614 A JP 7-507752 gazette JP-A-11-227607

  However, the conventional wireless ranging train position detection device has an excellent feature that it can detect the train position with high accuracy while reducing the facility cost on the ground side. It is desired to provide some kind of supplementary device in case the radio transmission / reception is cut off.

  A speed generator type train position detection device can be considered as the above-mentioned complementary device. However, as described above, this speed generator type train position detection device inevitably generates detection errors due to wheel slipping or sliding. In addition, detection errors due to wheel diameter differences are inevitable. Therefore, there is a problem that it cannot be used as a device that complements the wireless distance measuring train position detection device unless the detection error that occurs is accurately grasped.

  In addition, this speed generator type train position detection device is initialized when the power is turned off by changing the cab at the turn-back point of the train, etc. There was an inconvenience that a shift occurred. For this reason, measures against data initialization have been desired.

  Therefore, the present invention has been made to meet the above-mentioned demand, and its purpose is to enable the use of a radio ranging train position detection device and a speed generator type train position detection device in combination with high accuracy. In addition to providing a train position detection device that is excellent in safety and reliability, even if the data is initialized by changing the cab, etc., it is possible to detect the train position with high accuracy. It is to provide a detection device.

  In order to achieve the above object, a train position detection apparatus according to the present invention is provided at an on-board radio mounted on a train traveling on a predetermined track and at a predetermined position on the ground. Wireless train position detecting means for detecting the train position on the predetermined track based on the radio propagation time between the ground radios, and the predetermined signal based on the output signal of the speed generator connected to the axle of the train A travel distance calculating means for calculating the travel distance of the train on the track, a temporary reference position setting means for setting the train position detected by the wireless train position detecting means to a predetermined temporary reference position, and the temporary reference position setting means. Train position detection calculation means for detecting the train position on the predetermined track based on the travel distance calculated by the travel distance calculation means from the set temporary reference position. In the train length of the train at the predetermined temporary reference position set by the temporary reference position setting means, the length corresponding to the detection error of the wireless train position detection means and the detection error of the travel distance calculation means A line range setting means is provided in which the length obtained by adding the corresponding lengths is the current line range of the train, and the on-line element provided in the train is provided at a predetermined position on the ground. When the communication with the ground unit indicating the absolute position of the train is established, the range of the train on the track corresponds to the train length of the train at the ground unit position, which corresponds to the detection error of the travel distance calculation means. The present invention is characterized in that there is provided on-line range switching means for switching so that the train length obtained by adding the length becomes the on-line range of the train.

  The present invention detects a train position on a predetermined track based on a radio propagation time between an on-board wireless device mounted on a train traveling on a predetermined track and a ground wireless device provided at a predetermined position on the ground. Detected by wireless train position detection means, travel distance calculation means for calculating the travel distance of the train on the predetermined track based on the output signal of the speed generator connected to the axle of the train, and the wireless train position detection means A temporary reference position setting means for setting the train position set to a predetermined temporary reference position, and the predetermined distance based on the travel distance calculated by the travel distance calculation means from the temporary reference position set by the temporary reference position setting means. Train position detection calculating means for detecting the train position on the track of the track, and the temporary reference position setting means includes a train position detection means for the train at a predetermined temporary reference position set by the temporary reference position setting means. The vehicle length is provided with an on-line range setting means for setting the length corresponding to the detection error of the wireless train position detection means and the length corresponding to the detection error of the travel distance calculation means to be the on-line range of the train, The on-track range setting means includes a train on-track when the train on the train establishes communication with the train on the ground indicating the absolute position of the train provided at a predetermined position on the ground. Since there is a line range switching means for switching the train length to the train length of the train at the ground child position, and adding the length corresponding to the detection error of the mileage calculation means to be the line range of the train, Even where there is no reference position, train position detection can be performed based on the output signal of the speed generator, and a sufficient safety ensuring area can be efficiently set to travel safely.

  Hereinafter, the best mode for carrying out the present invention will be described with reference to the drawings. FIG. 1 is a schematic configuration diagram of a train position detection apparatus according to the present invention, in which T is a track on which train A travels, and in the case of a train having iron wheels, is constituted by a rail. In the present invention, the term “train” includes various vehicles such as trains and trains.

  In FIG. 1, reference numeral 1 denotes an on-board device mounted on the train A. The on-board device 1 has an arithmetic processing unit mainly composed of a CPU, and is configured to control various types of control such as train speed control and braking control. The on-vehicle device 1 is connected to an axle of a predetermined wheel of the train A, and is a speed generator that outputs a pulsed output signal as the axle rotates, a so-called tacho generator (hereinafter “TG”). 2) and the vehicle upper 3 provided at the lower part of the head of train A are connected, and the function of the speed generator type train position detection device (hereinafter referred to as “TG type train position detection device”) is connected. have.

  In FIG. 1, a is a ground element, which is installed at a predetermined position on the track T, and is configured so that predetermined position information indicating the installation position can be transmitted toward the vehicle (train A). . Accordingly, when the vehicle upper 3 and the ground child a face each other as the train A progresses, the on-board device 1 inputs the installation position information of the ground child a via the vehicle upper 3 and trains on the track T. The absolute position of a can be obtained.

  In FIG. 1, reference numeral 4 denotes an on-board radio connected to the on-board device 1 on the train A, so that radio communication can be performed with a lineside radio 5 provided at a predetermined position on the ground. It is configured. In other words, this train a is a radio ranging train position detection device that detects a train position based on a radio propagation time between an on-board radio mounted on a well-known train and a ground radio installed on the ground. It is equipped. The train position information obtained by the wireless distance measuring train position detection device can be held on the train side, or on the ground device side (not shown) that controls the lineside radio 5. Or you can have both. Whether to have the train position information on the vehicle upper side, on the ground side or both is determined by the train control method, but here, in order to simplify the explanation, the train position information detected by the TG type train position detection device In the following description, it is assumed that the train position information detected by the wireless distance measuring train position detection device is also managed by the on-board device 1.

  In FIG. 1, the on-board devices 1 ′, TG 2 ′, the on-board unit 3 ′, and the on-board radio device 4 ′ indicated by broken lines are indicated by arrows in FIG. It is a device that works in the direction opposite to the direction (in FIG. 1, the train A is shown to travel from the left side to the right side) and the cab is converted. As described above, although the equipment is provided in the train A according to the traveling direction, hereinafter, in order to simplify the description, the explanation will be made assuming that the equipment installed in the train A is one. In addition, although only one each of the ground unit a and the lineside radio devices 5 are shown in FIG. 1, a plurality of ground units a and a predetermined distance are actually provided along the track T.

  Next, the control operation of the train position detection of the train A provided with the wireless ranging train position detection device and the TG type train position detection device having the above-described configuration will be described with reference to FIGS.

First, using FIG. 2 (a), in FIG. 2 (a), D ₀ indicates the train length of train A, and D ₁ indicates the length based on the detection error in the wireless ranging train position detection device. shows, also, D ₂ denotes the length based on the detection error in the TG expression train position detection device. Therefore, the length obtained by adding the length based on the detection error of each detector to the train length D ₀ of the train A on the traveling direction side of the train A and on the opposite side of the traveling direction, respectively, When D, it is possible to protect at least the front side (traveling direction side) of train A, and to protect the rear side (opposite direction of traveling) of train A. Safe operation is possible. As described above, since D ₁ is a safety buffer due to an error in the train position calculated by the radio ranging train position detection device, hereinafter, it is referred to as a “radio ranging safety buffer”, and D ₂ is Since this is a safety buffer due to an error in the train position calculated by the TG type train position detection device, it is hereinafter referred to as a “TG safety buffer”.

  In FIG. 2A, a ′ is a temporary ground element corresponding to the temporary reference position of the present invention, and is an imaginary ground element set by the on-board device 1 in accordance with the wireless ranging position. The temporary ground element a ′ is configured to be set by a wireless distance measuring train position detection device.

  As described above, when the temporary ground element a ′ is set by the wireless distance measuring train position detecting device, the travel distance of the train A can be calculated from the temporary ground element a ′ by the TG 2. Even when the train position detection device is malfunctioning due to a tunnel or the like, it is possible to detect the position of the train A. Further, the installation position of the temporary ground element a ′ has a feature that the detection error of the wireless distance-measuring train position detection device is not affected by the travel distance of the train A, so that it can be set to an accurate train position. .

  In other words, the detection error of the radio ranging train position detection device is within a range of ± several meters (for example, ± 4.5 m) from many experimental results so far, whereas the detection error of the TG type train position detection device is As shown in FIG. 3, the error has the property of accumulating errors due to difference in wheel diameter setting in addition to errors due to idling and sliding, and increases according to the travel distance of train A.

FIG. 2 (b) shows a state in which the vehicle upper 3 of the train A faces the ground element a where the train is actually installed, and information on the absolute position of the train A is obtained from the ground element a. In this case, since the on-board device 1 can obtain position information with higher accuracy than the temporary ground element a ′ from the ground element a, the radio ranging safety buffer D ₁ can be removed, and the in-line range D of the train A is It shows that only the TG safety buffer D ₂ needs to be considered.

Hereinafter, the train position detection control operation will be described with reference to the flowchart of FIG. It is assumed that the power on the vehicle is turned on and the train A is going to travel on the track T. Then, in the state shown in FIG. 1 in which the train A does not reach the ground element a serving as the reference point of TG2 (No in step 100; hereinafter, the step is referred to as “S”), the track T of the train A As shown in FIG. 2A, the standing line state in FIG. 2 is a state in which a radio ranging safety buffer D ₁ and a TG safety buffer D ₂ are provided before and after the train length D ₀ (S102). Therefore, the front and rear of train A are protected by sufficient safety buffers, respectively. In the on-board device 1 of the train A, when the train position is obtained from the wireless distance measuring train position detecting device, the temporary ground element a ′ is set, and the position of the temporary ground element a ′ is the TG type train position detecting device. Train reference is performed (S104, S108).

When communication is established while the vehicle upper 3 is opposed to the ground child a serving as a reference point by the traveling of the train (S110 affirmative), the absolute position information of the train a is obtained from the ground child a. on-rail state of track T, as shown in FIG. 2 (b), is a state in which a TG safety buffer D ₂ before and after the train length D ₀ (S112 negative, S116), the reference point (the ground element a Train tracking is performed based on (installation position) (S114, S108). Further, when the train A further travels and the vehicle upper element 3 faces the next ground element not shown in FIG. 1, the reference point is updated (Yes in S110 to S116).

  As described above, when a radio distance measuring train position detection device and a TG type train position detection device are used in combination, even if there is no ground element serving as a reference point, detection is performed by the wireless distance measuring train position detection device. The temporary ground element a ′ is set at the set position, and thereafter, the train TG can be tracked by the TG type train position detecting device.

  The flowchart of FIG. 5 shows a control operation for determining whether or not the wheel diameter needs to be corrected. This determination uses the characteristics of the wireless ranging train position detection device and the characteristics of the TG train position detection device to determine the legitimacy of the wheel diameter value of train A, which is the basis for the calculation of the TG train position detection device. is doing.

  That is, as shown in FIG. 3 described above, the detection error by the radio distance measuring train position detection device is within a predetermined range regardless of the travel distance of the train A, whereas the detection by the TG type train position detection device. The error has a property of increasing in proportion to the travel distance of the train A when the set wheel diameter is inappropriate. The detection error proportional to the travel distance is generated when the wheel changes due to wear or the like, and the wheel diameter becomes smaller than the initial value. A setting switch is provided for setting in steps. In addition, the normal wheel diameter of a train is 750 mm.

  As is clear from the above description, when the train a is equipped with a radio ranging train position detection device and a TG type train position detection device, the wheel diameter setting that is the basis of calculation of the TG type train position detection device is set. You can easily know whether it is set correctly. That is, when the traveling of the train A is started (Yes in S200), the train position detection data is input to the onboard apparatus 1 from the wireless distance measurement type train position detection device and the TG type train position detection device (S202). Then, the detection difference between the two is calculated for each predetermined travel distance of the train A by the wireless distance measuring train position detecting device (S204). If the slope of the difference when traveling a certain distance is within the range of detection error (eg, ± 4.5 m) of the wireless distance measurement type, for example, train detection continues as an allowable range (No at S206).

  However, when the above-described difference is greater than or equal to a predetermined value (Yes in S206), it is necessary to reset the wheel diameter value, and this is notified to a predetermined location such as the cab. Therefore, the clerk can change the setting value of the wheel diameter based on the notification, and thereafter can reduce the detection error of the TG type train position detection device. Note that the above-described setting value change may be automatically performed.

  6 (a) to 6 (c) show the principle of detecting the occurrence of slipping and sliding of the wheel. In the figure, S is a train event detected by the wireless ranging train position detection device. Indicates the position. Hereinafter, this position will be described as a reference position S for wireless distance measurement. The error of the reference position S of this wireless distance measurement is within a certain range as described above, and does not have the property that the error is accumulated by the travel distance of the train a as in the TG type train position detection device. .

Therefore, when moving the train Lee wirelessly ranging Formula train position detection device, if the radio range finding safety buffer D ₁ setting each of the wireless ranging formula train position detection device to the front side and rear side of the train Lee It is possible to protect the front and rear of train A.

6A to 6C, P indicates a train position detected by the TG type train position detection device (hereinafter referred to as “TG detection position”). As described above, the detection position P of the TG has a property of becoming larger with the travel distance than the reference position S of the wireless distance measurement. In FIG. 9A, the TG detection position P is within the length of the wireless distance measurement safety buffer D ₁ provided around the wireless distance measurement reference position S. In FIG. in the traveling direction of the train Lee deviated from the wireless ranging safety buffer D _1, it shows that idling the wheels has occurred. Further, in FIG. (C), be in opposite to the traveling direction of the train Lee deviated from the wireless ranging safety buffer D _1, it shows that the slide on the wheel occurs.

Next, the occurrence detection operation of idling / sliding will be described using the flowchart of FIG. First, the train position detected by the wireless distance measuring train position detection device is captured in the on-board device 1 of train A, and the reference position S and the wireless distance measurement of the wireless distance measurement are based on the captured train position. safety buffer D ₁ is set (S302).

When the traveling of the train A is started, the on-board device 1 receives the TG detection position P detected by the TG type train position detection device as the train A travels (Yes in S304, S306). detection position P is whether the radio ranging safety buffer D ₁ is determined (S308). In this determination, when the detection position P of the radio range finding safety buffer D in ₁ (S308 Yes, see FIG. 6 (a)), the device when the train Lee is operated by radio ranging Formula train position detection device Or, when the train A is operated by the TG type train position detecting device, the operation is continued by the device (No in S310, S312).

In contrast, off detection position P from the radio ranging safety buffer D _1, yet when in front of the train Lee (top side) (S308 negation, reference affirmative. FIG 6 (b) S314), the wheel It is determined that idling has occurred and the data at the detection position P is discarded, and the operation of train A is performed using the train position (S) obtained by the wireless distance measuring train position detection device (S316, S318). ). Further, when the detection position P is out of the radio ranging safety buffer D ₁ and is behind the train (S314 negative, see FIG. 6C), it is determined that the wheel has slipped and detected. The data of the position P is discarded, and the operation of the train A is performed using the train position (S) obtained by the wireless ranging train position detection device (S320, S318).

As described above, since the on-board device 1 can detect the occurrence of idling / sliding of the wheels of the train A, the train position of the TG type train position detection device that is out of the radio ranging safety buffer D ₁ is discarded to be safe. You can drive.

Next, an invention relating to prevention of detection deviation when the relative distance stored in the on-board device 1 of the train A is initialized (reset) will be described with reference to FIGS. 8 and 9. First, FIG. 8A shows the travel position after the vehicle upper 3 of the train A traveling on the track T faces the ground child a and the communication between the vehicle upper 3 and the ground child a is established. In this example, the TG type train position detection device (not shown) receives the signal twice last time and this time. The train a indicated by the broken line in FIG. 8A is the first train position (the previous vehicle upper position in the figure) at which the on-board device 1 receives a signal from the TG type train position detection device, and at that time The relative distance, which is the distance from the reference point P _0, which is the installation position of the ground element “a”, to the upper element 3 of the train A is indicated as L ₁ .

In FIG. 8 (a), the train a indicated by a solid line is the travel distance when the on-board device 1 receives the second time from the TG type train position detecting device (in this case, the current on-board position). the relative distance when is shown as L _2. The relative distance L ₂ is obtained by adding the difference between the current time and the previous time (L ₂ −L ₁ ), which is the calculation result in the on-board device 1, to the previous car upper position P ₁ of the car upper 3. That is, the current vehicle upper position P ₂ is calculated as P ₂ = P ₁ + (L ₂ −L ₁ ).

As described above, based on the reference point P ₀ , the current vehicle upper _element is determined from the previous vehicle upper element position P ₁ of the vehicle upper element 3 and the calculation result (L ₂ −L ₁ ) in the current on-vehicle apparatus 1. In the train position detection device that calculates the position P ₂ , for example, when a power interruption or the like is performed for some reason such as a cab change (hereinafter described as a cab change), the second time (in the illustrated example, the relative distance L ₂ is reset (L ₂ = 0) has been detected deviation of the current vehicle upper child position) occurs.

FIG. 8B shows the cause of this detection deviation. That is, when the cab changes trains b is performed, the relative distance L ₂ is reset to 0 by the reset, 'as, P _2' wrong this car on the position _{P 2 = P 2 + (L} 2 - L ₁ ) = P ₂ + (0−L ₁ ) = P ₂ −L ₁ is calculated (see the train A shown by the solid line in FIG. 8B). That is, even if the cab is changed, the original position on the vehicle this time must be P ₂ , but it is mistaken as P ₂ ′ (= P ₂ −L ₁ ). FIG. 8C shows this erroneous state and indicates that the detection deviation is continued thereafter.

FIGS. 9A to 9C are explanatory diagrams for preventing the positional deviation caused by the above-described cause, and will be described with reference to the flowchart of FIG. First, FIG. 9A shows the traveling of the train A from the reference point P ₀ where the ground element a is installed. Since FIG. 9A is the same as FIG. 8A described above, the description thereof is omitted. However, when the train A starts to travel (Yes in S400), the TG type train position detection device includes TG2. Location information is obtained. Then, when the position information is obtained, the on-board position P ₂ of this time is set as P ₂ = P ₁ + (L ₂ −L ₁ ) as in the case of using FIG. Calculated (Yes at S402, S404).

In the above-described travel, it is assumed that the travel of train A is a turn-back operation, and the relative distance received this time is initialized (reset) by changing the cab (Yes in S406). At the time of this reset, the previous relative distance L ₁ and the current relative distance L ₂ are reset (L ₁ = 0, L ₂ = 0), and the virtual ground is placed on the trajectory T facing the vehicle upper 3 of the train A. The child a ″ is set (S408). The current on-vehicle position P _{2 at} this time is P ₂ = P ₂ + (L ₂ −L ₁ ) = P ₂ as shown in FIG. 9B. + (0-0) = P ₂ and the original correct position is obtained, and then, as shown in FIG. The current on-vehicle position P ₃ is calculated with a ″ as the previous on-vehicle position P ₀ ′. That is, the current on-vehicle position P ₃ is obtained as P ₃ = P ₀ ′ + (L ₃ −0) = P ₀ ′ + L ₃ .

  As described above, in the train position detection device according to the present invention, even if the TG type train position detection device initializes (resets) the relative distance data by changing the cab or the like, the virtual ground element a ″ is displayed at the time of initialization. Since it is set, the relative distance can be obtained based on the virtual ground element a ″. Therefore, the train position detecting device according to the present invention has a feature that no deviation occurs in subsequent train position detection.

It is a schematic block diagram of the train position detection apparatus which concerns on this invention. It is explanatory drawing which shows the standing state of a train. It is explanatory drawing for demonstrating the detection error of a wireless ranging train position detection apparatus, and the detection error of a TG type train position detection apparatus. It is a flowchart for demonstrating train position detection control operation | movement. It is a flowchart for determining the necessity of correction | amendment of a wheel diameter. It is explanatory drawing for demonstrating idling and sliding of a wheel. It is a flowchart for determining idling / sliding of a wheel. It is explanatory drawing when the detection data of a TG type train position detection apparatus are initialized. It is explanatory drawing for demonstrating the TG type train position detection apparatus when the cab of a train is changed. It is a flowchart for demonstrating the train position detection operation | movement of a TG type train position detection apparatus.

Explanation of symbols

T track (rail)
a Ground unit a 'Temporary ground unit a''Virtual ground unit B Train 1 On-board device 2 Speed generator (TG)
3 On-board radio 4 On-board radio 5 On-the-station radio D On-line range D ₀ Train length D ₁ Radio ranging safety buffer D ₂ TG safety buffer S Radio ranging reference position P ₀ Reference points L ₁ , L ₂ , L ₃ Relative distance

Claims (1)

Wireless train position detection that detects the train position on the predetermined track based on the radio propagation time between the onboard radio mounted on the train traveling on the predetermined track and the ground radio installed at the predetermined position on the ground Means,
A travel distance calculating means for calculating a travel distance of the train on the predetermined track based on an output signal of a speed generator connected to the axle of the train;
A temporary reference position setting means for setting the train position detected by the wireless train position detection means to a predetermined temporary reference position;
The train position detection calculating means for detecting the train position on the predetermined track based on the travel distance calculated by the travel distance calculation means from the temporary reference position set by the temporary reference position setting means,
The temporary reference position setting means includes a train length of the train at a predetermined temporary reference position set by the temporary reference position setting means, a length corresponding to a detection error of the wireless train position detection means, and the travel distance. Provided on-track range setting means that sets the length corresponding to the detection error of the calculating means to the on-line range of the train,
The on-line range setting means has an on-rail set provided on the train, when communication is established with the on-set indicating the absolute position of the train provided at a predetermined position on the ground. On-line range switching means for switching the on-line range so that the train length obtained by adding the length corresponding to the detection error of the travel distance calculating means to the train length of the train at the ground position is set as the on-line range of the train. Established
A train position detecting device characterized by.

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