CN110914710B

CN110914710B - Position detection system

Info

Publication number: CN110914710B
Application number: CN201880035663.3A
Authority: CN
Inventors: 浅野晃
Original assignee: Kyosan Electric Manufacturing Co Ltd
Current assignee: Kyosan Electric Manufacturing Co Ltd
Priority date: 2017-06-01
Filing date: 2018-05-30
Publication date: 2023-06-27
Anticipated expiration: 2038-05-30
Also published as: TWI775864B; JP6534701B2; CN110914710A; JP2018205048A; WO2018221541A1; TW201903433A

Abstract

The present invention provides a position detection device and a position detection system, which provide a technology for accurately and precisely detecting the position of a train by using GNSS. The on-board device (20) performs GNSS verification when performing train position calculation based on GNSS information of the 1 st GNSS unit (15) and the 2 nd GNSS unit (16), and performs absolute position detection processing using GNSS speed information when the verification is qualified. When the vehicle (10) is located within a predetermined distance from the above-ground device (60), the on-vehicle device (20) obtains GNSS error information from the above-ground device (60) and reflects the GNSS error information in the position information detected by the 1 st GNSS (15) and the 2 nd GNSS (16).

Description

Position detection system

Technical Field

The present invention relates to a position detection system for detecting a traveling position of a train (vehicle) based on GNSS signals.

Background

As a technique for grasping the traveling position of a train, there is a technique for detecting the traveling position of a train by integrating the distance traveled by the train using a signal obtained from a tachogenerator (hereinafter referred to as "TG"). In addition, there is a technology using GNSS (Global Navigation Satellite System, global satellite navigation system). For the technology using GNSS, there are, for example: a technique of acquiring radio waves from GNSS satellites by a GNSS receiver provided in a train, and detecting the current position of the train or controlling the speed of the train is disclosed (see patent literature 1).

Prior art literature

Patent literature

Patent document 1: japanese patent laid-open publication 2016-194497

Disclosure of Invention

Problems to be solved by the invention

However, in the technique disclosed in patent document 1, when a characteristic position such as a curve or a tunnel is detected using data for running, the running position is corrected, but there is a problem in that: if the vehicle is far from such a characteristic position, the detection accuracy of the traveling position is lowered due to accumulation of errors.

The present invention has been made in view of the above-described circumstances, and an object thereof is to provide a technique for solving the above-described problems.

Means for solving the problems

The position detection device of the present invention comprises: a 1 st GNSS antenna and a 2 nd GNSS antenna which are provided at a predetermined distance in the front-rear direction of one vehicle and receive GNSS signals from GNSS satellites; a 1 st GNSS receiver connected to the 1 st GNSS antenna; a 2 nd GNSS receiver connected to the 2 nd GNSS antenna; a position calculation unit that calculates a position of the vehicle based on the GNSS signals using the 1 st GNSS reception unit and the 2 nd GNSS reception unit; and an error information obtaining unit that obtains GNSS error information from an above-ground device, wherein the position calculating unit calculates the position of the vehicle by reflecting the GNSS error information when the vehicle is located within a certain area from the above-ground device.

In addition, the present invention may further include: a database of routes traveled by the vehicle; and a verification unit that verifies whether or not the vehicle is in a state in which the calculation process of the position of the vehicle based on the database and the GNSS signal can be executed, wherein the position calculation unit executes the calculation process of the position of the vehicle based on the GNSS signal when the verification unit determines that the vehicle is in a state in which the determination process of the position of the vehicle can be executed, and executes the determination process of the position of the vehicle based on a tachogenerator when the verification unit determines that the vehicle is not in a state in which the calculation process of the position of the vehicle can be executed.

In addition, when the position calculation unit performs the calculation processing of the position of the vehicle based on the GNSS signals, the position calculation unit may calculate the position of the vehicle by comparing the feature points of transition of the velocity vector calculated by the 1 st GNSS receiving unit and the velocity vector calculated by the 2 nd GNSS receiving unit with the database.

The present invention provides a position detection system for calculating a position of a vehicle by using an onboard device mounted on the vehicle and an above-ground device provided on an above-ground side, wherein the onboard device includes: a 1 st GNSS antenna and a 2 nd GNSS antenna which are provided at a predetermined distance in the front-rear direction of one vehicle and receive GNSS signals from GNSS satellites; a 1 st GNSS receiver connected to the 1 st GNSS antenna; a 2 nd GNSS receiver connected to the 2 nd GNSS antenna; a position calculation unit that calculates a position of the vehicle based on the GNSS signals using the 1 st GNSS reception unit and the 2 nd GNSS reception unit; an error information obtaining unit that obtains GNSS error information from an above-ground device; and an on-vehicle communication unit that communicates with the above-ground device, the above-ground device including: a 3 rd GNSS antenna that receives GNSS signals from the GNSS satellites; a 3 rd GNSS receiver connected to the 3 rd GNSS antenna; an above-ground control unit that holds the position information of the 3 rd GNSS antenna, and calculates the GNSS error information from the held position information of the 3 rd GNSS antenna and the position information calculated based on the GNSS signals received by the 3 rd GNSS antenna; and an above-ground communication unit that transmits the GNSS error information to the onboard device, wherein the position calculation unit of the onboard device reflects the GNSS error information when calculating the position of the vehicle.

The present invention provides a position detection system for calculating a position of a vehicle by using an onboard device mounted on the vehicle, an above-ground device provided on an above-ground side, and a command center, wherein the onboard device includes: a 1 st GNSS antenna and a 2 nd GNSS antenna which are provided at a predetermined distance in the front-rear direction of one vehicle and receive GNSS signals from GNSS satellites; a 1 st GNSS receiver connected to the 1 st GNSS antenna; a 2 nd GNSS receiver connected to the 2 nd GNSS antenna; a position calculating unit that notifies the command center of position information based on the GNSS signals of the 1 st GNSS receiving unit and the 2 nd GNSS receiving unit, and calculates a position of the vehicle based on the position information; an error information obtaining unit that obtains correction information of the position of the vehicle from the command center; and an on-vehicle communication unit that communicates with the above-ground device and the command center, the above-ground device including: a 3 rd GNSS antenna that receives GNSS signals from the GNSS satellites; a 3 rd GNSS receiver connected to the 3 rd GNSS antenna; an above-ground control unit that holds the position information of the 3 rd GNSS antenna, calculates the GNSS error information from the held position information of the 3 rd GNSS antenna and the position information calculated based on the GNSS signals received by the 3 rd GNSS antenna, and notifies the command center of the GNSS error information; and an above-ground communication unit that communicates with the onboard device and the command center, wherein the command center communicates with the onboard device and the above-ground device, corrects the position information of the vehicle based on the position information based on the GNSS signals of the 1 st GNSS receiving unit and the 2 nd GNSS receiving unit obtained from the onboard device, and the GNSS error information obtained from the above-ground device, and manages the operation of the vehicle based on the corrected position information.

Effects of the invention

According to the present invention, a technique for detecting the position of a train (vehicle) with improved GNSS accuracy can be realized.

Drawings

Fig. 1 is a functional block diagram showing a configuration of a train including a traveling position detection function based on GNSS signals according to the present embodiment.

Fig. 2 is a diagram illustrating a principle of verification processing when a traveling position detection function based on GNSS signals is performed according to the present embodiment.

Fig. 3 is a diagram illustrating a traveling position detection function based on GNSS signals according to the present embodiment.

Fig. 4 is a diagram illustrating a traveling position detection function based on GNSS signals according to the present embodiment.

Fig. 5 is a functional block diagram showing a configuration of an onboard device of a front-mounted vehicle according to the present embodiment.

Fig. 6 is a diagram illustrating a concept of GNSS error correction according to the present embodiment.

Fig. 7 is a flowchart of a position calculation process based on GNSS signals according to the present embodiment.

Detailed Description

Hereinafter, modes for carrying out the present invention (hereinafter, simply referred to as "embodiments") will be specifically described with reference to the drawings.

Fig. 1 is a diagram showing an outline of a train operation system 1 according to the present embodiment. Fig. 2 is a block diagram of the train operation system 1. Fig. 1 shows a state in which the front of the vehicle 10 entering in the right direction in the drawing enters the dock 88.

As shown in fig. 1, in the train operation system 1, a 1 st GNSS unit 15, a 2 nd GNSS unit 16, and an onboard device 20 are provided in a front vehicle 10 as vehicle-side devices, and an above-ground device 60 and a 3 rd GNSS unit 61 are provided in a dock 88 of a station as above-ground devices. The train operation system 1 further includes, as an above-ground device, a command center 70 for controlling the vehicle 10 and the on-board device 20 and for performing overall operation management.

In the present embodiment, the 1 st GNSS unit 15, the 2 nd GNSS unit 16, and the 3 rd GNSS unit 61 on the ground side are used to improve the accuracy of calculating the vehicle position in the vicinity of the station (dock 88).

When the train enters the predetermined communication area, the above-ground device 60 transmits the GNSS information obtained by the 3 rd GNSS unit 61 to the on-board device 20. The absolute position of the 3 rd GNSS receiver 61a of the 3 rd GNSS receiver 61 is known, and for example, the difference between the obtained GNSS information and the absolute value (hereinafter referred to as "GNSS error") is notified to the onboard apparatus 20. In the vehicle 10 (1 st GNSS unit 15, 2 nd GNSS unit 16) existing near the dock 88, position information is calculated based on GNSS information from the same GNSS satellites 98 as the 3 rd GNSS unit 61.

The onboard device 20 of the vehicle 10 may transmit the position information based on the 1 st GNSS unit 15 and the 2 nd GNSS unit 16 to the command center 70 on the ground, and the ground device 60 may transmit the GNSS error information of the 3 rd GNSS unit 61 to the command center 70 on the ground. In this case, the command center 70 can accurately correct the position of the vehicle 10, and can perform the coordinated control or the signal control based on the train position (corrected position of the vehicle 10).

The calculated position information is highly likely to contain the GNSS error calculated by the 3 rd GNSS unit 61. Therefore, in the in-vehicle apparatus 20, when position information is calculated based on the GNSS information of the 1 st GNSS unit 15 and the 2 nd GNSS unit 16, the GNSS error calculated by the 3 rd GNSS unit 61 is obtained as GNSS error information, reflected, and subjected to processing for eliminating the GNSS error. As described above, when the command center 70 obtains the position information from the vehicle 10 or the ground device 60, the command center 70 may perform the process of eliminating the GNSS error. In the following, an example of the process of eliminating the GNSS error by the vehicle 10 and the above-ground device 60 will be mainly described.

With respect to the configuration of the vehicle 10 side, the 1 st GNSS unit 15 includes a 1 st GNSS antenna 15a and a 1 st GNSS receiving unit 15b. The 2 nd GNSS unit 16 includes a 2 nd GNSS antenna 16a and a 2 nd GNSS receiving unit 16b.

The 1 st GNSS antenna 15a is disposed near the upper front end of the vehicle 10. The 2 nd GNSS antenna 16a is disposed near the upper rear end of the vehicle 10. The 1 st GNSS antenna 15a and the 2 nd GNSS antenna 16a are disposed at a predetermined distance (hereinafter referred to as "set distance a"). For example, in the case where the length of the vehicle 10 is 20m, the distance a is set to be about 17 m.

The 1 st GNSS receiver 15b calculates the position information of the 1 st GNSS antenna 15a based on the GNSS signals received by the 1 st GNSS antenna 15a, calculates a velocity vector at the position of the 1 st GNSS antenna 15a, and outputs the calculation results to the onboard apparatus 20.

The 2 nd GNSS receiver 16b calculates the position information of the 2 nd GNSS antenna 16a based on the GNSS signals received by the 2 nd GNSS antenna 16a, calculates a velocity vector at the position of the 2 nd GNSS antenna 16a, and outputs the calculation results to the onboard apparatus 20.

When the on-board device 20 detects the feature point of the velocity vector, it determines the position of the vehicle 10 by comparing it with information unique to the system prepared in advance. When the position information of the 3 rd GNSS unit 61 is obtained from the ground device 60, the onboard device 20 reflects the position information on the calculation results of the 1 st GNSS unit 15 and the 2 nd GNSS unit 16, and corrects the position information.

Here, a principle of travel position detection based on GNSS signals and correction processing of position information will be described with reference to fig. 3 to 5. In the present embodiment, as described above, when the predetermined feature point of the velocity vector change is detected, the onboard device 20 compares the predetermined feature point with the system-specific information (information of the operation data unit 31) prepared in advance, and determines that the predetermined feature point is "at the position recorded in the database" when it is determined that the predetermined feature point is identical. Here, the feature point is, for example, a start point or an end point of the track 99 when turning. Before the feature point detection process, a GNSS verification is performed as to whether or not the calculation process based on the position information of the GNSS signal can be performed. In an area requiring highly accurate position information such as a station (dock 88), a GNSS error is corrected based on the position information on the ground and the GNSS information at that point.

< basic technology >

GNSS assay

GNSS verification is performed to improve the reliability of GNSS information. Only when the GNSS verification is acceptable, the position information based on the GNSS information is used in the position determination of the vehicle 10. In the GNSS verification, 2GNSS receivers (1 st GNSS receiver 15b, 2 nd GNSS receiver 16 b) of the vehicle 10 are used.

As described above, the 1 st GNSS antenna 15a and the 2 nd GNSS antenna 16a are disposed at the disposing distance a without correlation. Specifically, the 1 st GNSS antenna 15a and the 2 nd GNSS antenna 16a are provided at the front and rear ends of the vehicle 10 (for example, at two places on the front head side and the joint side of the front-head vehicle 10). In this case, not only the distance a but also a non-relevant environment of the radio wave environment based on the ceiling of the vehicle 10 is constructed. That is, different fading environments are constructed for the 1 st and 2

nd GNSS antennas

15a and 16a. Thus, the two GNSS receivers (1 st and 2 nd

GNSS receiving units

15b and 16 b) are configured not to output error information due to the same fading.

In the logic of the GNSS verification, the information from the GNSS satellites 98 is compared with the system-specific information, and the GNSS information is used only if the verification is acceptable.

2. Position detection based on travel distance accumulation of velocity information using GNSS information

After the absolute position is determined, the travel distance is calculated by integrating the velocity information, and thus the position detection based on the integration of the velocity information of the GNSS information is performed.

In the GNSS verification logic, the "track" verification in FIG. 3 (a), the "position" verification in FIG. 3 (b), and the "azimuth (Dp)" verification in FIG. 3 (c) are used. Speed information based on GNSS information is utilized only if the certification is acceptable. When the verification is not acceptable, speed information from other speed detecting means such as TG32 (see fig. 5) is used. In addition, at the time of verification, the operation data unit 31 is referred to and compared with the recorded data.

The "track" verification is to determine whether or not to travel on a predetermined travel path. The "position" verification is to determine whether or not the distance between the 1 st and 2

nd GNSS antennas

15a and 16a (hereinafter referred to as "measured distance D" in fig. 4) obtained from the GNSS signals matches the actual set distance a. The "azimuth" verification is to determine whether or not the predetermined azimuth (track azimuth) is coincident.

3. Absolute position detection using GNSS velocity information

In the absolute position detection using the GNSS speed information, a case is used in which the speed vector calculated by the 2-station GNSS receiver (the 1 st GNSS receiver 15b, the 2 nd GNSS receiver 16 b) changes at a time point at a curve of the track 99. The probability of a change in the velocity vector at the curve of the track being a change due to the effects of a GNSS failure, a receiver failure, or fading and failure in recognition is extremely low if the following conditions (a) to (c) are satisfied.

(a) The arrival of the start point of the curve is predicted by TG or the like before the start point of the curve.

(b) GNSS verification is qualified from the front of the curve starting point to the rear of the curve ending point.

(c) Absolute position detection information is registered in the route database (operation data unit 31).

(1) Position detection based on curvature of track

The position detection process based on the curvature of the track 99 will be described with reference to fig. 4. Here, a radius of curvature R is used instead of the curvature. Regarding the velocity vectors V (V1, V2) obtained from the 2-station GNSS receivers (the 1 st GNSS receiver 15b, the 2 nd GNSS receiver 16 b), when the vehicle 10 enters the curve 99b from the straight line 99a, the angle θ changes according to the radius of curvature R of the track 99 (the curve 99 b). Here, an angle formed by the velocity vector V1 of the 1 st GNSS antenna 15a and the velocity vector V2 of the 2 nd GNSS antenna 16a is set to an angle θ.

The curve position (the start point C1 and the end point C2) is determined by calculating the curvature radius R of the track 99 (the curve 99 b) by the following equation from the angle θ and comparing the calculated curvature radius R with the curvature (curvature radius) of the track 99 registered in the route database (the running data unit 31), and the absolute position is detected at the point where the end point C2 becomes θ=0 degrees.

Sin(θ/2)＝(D/2)/R

R＝(D/2)/Sin(θ/2)

D: measured distances between the 1 st GNSS antenna 15a and the 2 nd GNSS antenna 16a calculated based on the GNSS signals.

(2) Position detection based on track curve travel distance

In the case of the position detection based on the curvature (radius of curvature R) of the track 99 described above, if the curvature is large, the absolute value of the angle θ becomes small, and therefore, the curve position may not be specified due to an error. Therefore, when the curvature is larger than the predetermined value, the position detection is performed based on the curve travel distance LR of the track 99. That is, the curve travel distance LR from the start point C1 to the end point C2 of the curve 99b of the track 99 is calculated, and compared with the distance of the curve 99b registered in the route database (the running data unit 31), the curve position is determined, and the absolute position is detected at the point where the curve end point becomes θ=0 degrees.

(3) Track-based position detection at curve change points

As shown in fig. 5, when the trajectory 99 changes from the right curve 99d to the left curve 99e and from the left curve to the right curve with respect to the difference in velocity vectors obtained from the 1 st GNSS antenna 15a and the 2 nd GNSS antenna 16a, the sign (positive and negative) is reversed by taking the difference between the velocity vectors V1 and V2. The curve change point C3 is determined by satisfying the conditions (a) and (b) described above based on the pass of the front-rear GNSS verification at the curve change point C3 of the track, and the absolute position is detected at the curve change point C3.

(4) Application to a System

The above-described modes of position detection of (1) to (3) are selected and combined in accordance with the applicable route section.

4. Position correction using GNSS information on the ground

In an area requiring highly accurate position information such as a station (dock 88), a GNSS error is corrected based on the position information on the ground and the GNSS information at that point. Fig. 6 is a diagram illustrating a concept of GNSS error correction.

The 3 rd GNSS receiver 61a records fixed position information P3 (x3_0, y3_0) obtained by measuring the 3 rd GNSS antenna 61 b. The position information P3 is a fixed value, and is represented by longitude and latitude, for example. The 3 rd GNSS receiver 61a calculates GNSS error information Δp3 (Δx, Δy) which is the difference between the position information p3_g (x3_g, y3_g) obtained based on the GNSS satellite 98 and the fixed position information P3 (x3_0, y3_0).

ΔP3(Δx、Δy)＝(X3_g、Y3_g)-(X3_0、Y3_0)

＝(X3_g-X3_0、Y3_g-Y3_0)

The 3 rd GNSS receiver 61a transmits the GNSS error Δp3 (Δx, Δy) as GNSS error information to the onboard apparatus 20.

In the onboard apparatus 20, the GNSS error Δp3 (Δx, Δy) is reflected in the GNSS information p1_g (x1_g, y1_g) and p2_g (x2_g, y2_g) of the 1 st GNSS unit 15 and the 2 nd GNSS unit 16, and corrected GNSS information p1_0 (x1_0, y1_0) and p2_g (x2_0, y2_0) are calculated.

P1_0(X1_0、Y1_0)＝(X1_g-Δx、Y1_g-Δy)

P2_0(X2_0、Y2_0)＝(X2_g-Δx、Y2_g-Δy)

Here, by setting the distance between the vehicle 10 (the on-board device 20) and the ground device 60 when the GNSS error information is applied to a sufficiently close range using the same GNSS satellites 98, the measurement errors in the 1 st GNSS unit 15 and the 2 nd GNSS unit 16 can be substantially eliminated, and the accuracy of the train position of the vehicle 10 calculated using the 1 st GNSS unit 15 and the 2 nd GNSS unit 16 can be improved.

< specific techniques >

The configuration for executing the above-described absolute position detection process and GNSS error correction process will be described with reference to fig. 2.

The ground device 60 includes: an above-ground operation control unit 62, and an above-ground communication unit 63. The ground-side operation control unit 62 holds the position information of the installation position of the 3 rd GNSS antenna 61b, obtains the GNSS signal received by the 3 rd GNSS unit 61, calculates the difference (GNSS error information) between the position information of the installation position and the position information calculated from the GNSS signal, and transmits the calculated difference to the on-board device 20 via the ground communication unit 63. The ground communication unit 63 communicates with the onboard apparatus 20 (onboard communication unit 33).

The on-board device 20 is provided in the vehicle 10 provided with the 1 st GNSS unit 15 and the 2 nd GNSS unit 16, and controls the operation of the train (vehicle 10). Specifically, the on-board device 20 controls the speed of the train, estimates the position of the train, or estimates the direction of the train, thereby grasping the operation state of the train (the vehicle 10) and executing an appropriate train operation. The onboard device 20 communicates with the above-ground device 60, and performs processing such as line blocking directly or indirectly.

The on-board device 20 includes: an on-board operation control unit 30, a train state determination unit 40, operation data units 31, TG32, an on-board communication unit 33, and a travel history unit 34.

The operation data unit 31 records information (operation information) of a route along which the train (vehicle 10) is operated. The operation information includes route information, point information, direction Dp of the train traveling direction at each point, curve information (start point, end point, radius of curvature), and speed limit information for each speed limit section, etc. of the train (vehicle 10).

The travel history unit 34 records the travel history of the vehicle 10. TG32 is a conventionally used speed measuring device for measuring a speed based on rotation of a wheel. The on-vehicle communication unit 33 transmits and receives information to and from the ground communication unit 63 of the ground device 60 and other external devices (for example, an operation command unit).

The on-board operation control unit 30 performs train operation control using the train state determination unit 40 or TG32 and the operation data unit 31. The train operation control is, for example, a control of specifying the position of the train (vehicle 10), a control of calculating the speed, and a control of displaying the calculation result on a predetermined display device. For the speed display, either one of the speeds may be displayed, or both of the speeds may be displayed.

The train state determination unit 40 includes: a train position calculating unit 42, a train azimuth calculating unit 44, a GNSS verification unit 46, and a specific position detecting unit 48.

The train position calculating unit 42 obtains the position information detected by each of the 1 st GNSS unit 15 and the 2 nd GNSS unit 16. The train position calculating unit 42 calculates the measured distance D between the 1 st GNSS antenna 15a and the 2 nd GNSS antenna 16a based on the position information outputted from the 1 st and 2

nd GNSS units

15 and 16.

The train azimuth calculating unit 44 calculates the traveling direction (azimuth) of the vehicle 10 based on the position information obtained by the train position calculating unit 42. The calculated traveling direction (azimuth) is output to the specific position detecting section 48.

The GNSS verification unit 46 performs the above-described GNSS verification process. That is, the GNSS verification unit 46 performs the processing shown in the "trajectory" verification in fig. 3 (a), the "position" verification in fig. 3 (b), and the "azimuth" verification in fig. 3 (c). At this time, the GNSS verification unit 46 refers to the operation data unit 31.

When the GNSS verification is judged to be acceptable, the specific position detecting unit 48 performs the above-described absolute position detecting process using the GNSS speed information. When the absolute position detection processing is performed, the position information for various controls of the train (vehicle 10) by the on-vehicle operation control unit 30 or the like is updated to the detected position information. That is, for example, even when an error occurs due to spin or skid of the wheel or the like by using the TG32 in grasping the running state before the absolute position detection process is performed, the error can be appropriately eliminated. In addition, when the generated error is greater than or equal to a predetermined value, the on-board operation control unit 30 may determine that there is a possibility that a failure occurs in the wheels or the like of the train (vehicle 10) or that there is an error in the data of the operation data unit 31, and may give an alarm to the driver or notify the operation command unit or the like through the on-board communication unit 33.

For the absolute position detection processing, the specific position detection section 48 selectively uses 3 position detection methods of (1) position detection based on the curvature of the track, (2) position detection based on the curve travel distance of the track, and (3) position detection based on the curve change point of the track. These may be combined as necessary.

When the vehicle 10 is located within a predetermined distance from the ground device 60, the specific position detecting unit 48 obtains GNSS error information from the ground device 60 and reflects the GNSS error information to the position information detected by the 1 st GNSS unit 15 and the 2 nd GNSS unit 16.

The processing based on the above configuration will be described in summary with reference to the flowchart of fig. 7.

In the on-board device 20, the train position calculating unit 42 of the train state determining unit 40 calculates position information based on the GNSS signals received by the 1 st GNSS unit 15 and the 2 nd GNSS unit 16 (S10). Next, the GNSS verification unit 46 performs GNSS verification, and determines whether or not the GNSS information is usable (S12).

When the GNSS verification is not acceptable (no in S14), the on-vehicle operation control unit 30 performs train position calculation processing using the TG32, and performs operation control based on the calculation processing (S16). When the GNSS verification is acceptable (yes in S14), the vehicle-upper-side operation control unit 30 determines whether or not the area is in the area where the above-ground device 60 is in communication and the GNSS information of the above-ground device 60 (3 rd GNSS unit 61) is used (S18). If the area using the GNSS information of the above-ground device 60 (3 rd GNSS unit 61) is not used (no in S18), that is, if the area using no GNSS error information is used, the on-board device 20 performs train position calculation using the on-board GNSS data (GNSS information of 1 st GNSS unit 15 and 2 nd GNSS unit 16), and performs operation control based on the calculation (S20).

When the on-board device 20 is in the area using the GNSS information of the on-board device 60 (the 3 rd GNSS unit 61) (yes in S18), the on-board device 20 obtains the GNSS error information from the on-board device 60 (S22), reflects the GNSS error information on the on-board GNSS data (the GNSS information of the 1 st GNSS unit 15 and the 2 nd GNSS unit 16) (S24), calculates the corrected train position, and performs operation control using the train position (S26).

As described above, according to the present embodiment, in the vehicle 10, the absolute position of the train (vehicle 10) can be stably determined with high accuracy based on the information output from the 1 st and 2

nd GNSS receivers

15b, 16b, and the 1 st and 2

nd GNSS receivers

15b, 16b are connected to the 1 st and 2

nd GNSS antennas

15a, 16a provided at a predetermined installation distance a in the front-rear direction. Particularly, in a case where a train enters a station, for example, in order to quickly and safely perform switching of signals and operation of a crossing, highly accurate train position detection is required. More specifically, it is necessary to set and release the traffic-prohibited section of the track at an appropriate timing. In this case, the GNSS error information of the 3 rd GNSS unit 61 of the ground device 60 of the dock 88 is reflected on the position information obtained by the 1 st GNSS unit 15 and the 2 nd GNSS unit 16 of the vehicle 10, and the error of the position information can be eliminated, so that the operation control using the position information can be performed promptly and safely.

The present invention has been described above based on the embodiments. This embodiment is an example, and it is understood by those skilled in the art that various modifications can be realized by combinations of these components, and that such modifications are also within the scope of the present invention.

Description of the reference numerals

1 train operation system (position detecting system)

10 vehicle

15 st GNSS part 1

15a 1 st GNSS antenna

15b 1 st GNSS receiver

16 nd GNSS part

16a No. 2GNSS antenna

16b No. 2GNSS receiver

20 on-board device (position detecting device)

30. Vehicle upper side operation control unit

31. Data part for operation

32TG

33. On-vehicle communication unit

34. Travel history section

40. Train state determination unit

42. Train position calculating unit

44. Train azimuth calculating unit

46GNSS verification part

48. Specific position detecting unit

60. Ground device

61 rd GNSS part

61a 3 rd GNSS receiver

61b 3 rd GNSS antenna

62. Ground side operation control part

63. Ground communication unit

70. Command center

88. Dock

99. Rail track

Claims

1. A position detection system for calculating a position of a vehicle by using an onboard device mounted on the vehicle and an above-ground device provided on the above-ground side, the position detection system being characterized in that,

the on-board device is provided with:

a 1 st GNSS antenna and a 2 nd GNSS antenna which are provided at a predetermined distance in the front-rear direction of one vehicle and receive GNSS signals from GNSS satellites;

a 1 st GNSS receiver connected to the 1 st GNSS antenna;

a 2 nd GNSS receiver connected to the 2 nd GNSS antenna;

a position calculation unit that calculates a position of the vehicle based on the GNSS signals using the 1 st GNSS reception unit and the 2 nd GNSS reception unit;

an error information obtaining unit that obtains GNSS error information from an above-ground device;

an on-vehicle communication unit that communicates with the above-ground device; and

an on-vehicle operation control unit that performs operation control of the vehicle,

the above-ground device is provided at a station, and comprises:

a 3 rd GNSS antenna that receives the GNSS signals from the GNSS satellites;

a 3 rd GNSS receiver connected to the 3 rd GNSS antenna;

an above-ground control unit that holds fixed position information obtained by measuring the 3 rd GNSS antenna, and calculates the GNSS error information from position information calculated based on the GNSS signals received by the 3 rd GNSS antenna; and

an above-ground communication unit that transmits the GNSS error information to the onboard device,

the above-ground device receives the GNSS signals to calculate position information, calculates the GNSS error information based on the position information and the fixed position information, transmits the GNSS error information when the vehicle enters a predetermined communication area,

in the above-vehicle apparatus, the above-vehicle-side operation control portion may determine whether the vehicle is located within the predetermined communication area,

the on-board device obtains the GNSS error information when it is determined that the vehicle is located in the communication area, the position calculating unit reflects the GNSS error information to the results of the 1 st GNSS receiving unit and the 2 nd GNSS receiving unit calculating the position of the vehicle based on the GNSS signals as the position of the vehicle, and the on-board device does not use the GNSS error information when it is determined that the vehicle is not located in the communication area, and the position calculating unit uses the results of the 1 st GNSS receiving unit and the 2 nd GNSS receiving unit calculating the position of the vehicle based on the GNSS signals as the position of the vehicle.

2. A position detection system for calculating a position of a vehicle by using an onboard device mounted on the vehicle, an aboveground device provided on the ground, and a command center, the position detection system being characterized in that,

the on-board device is provided with:

a 1 st GNSS receiver connected to the 1 st GNSS antenna;

a 2 nd GNSS receiver connected to the 2 nd GNSS antenna;

a position calculating unit that notifies the command center of vehicle position information based on the GNSS signals of the 1 st GNSS receiving unit and the 2 nd GNSS receiving unit, and calculates a position of the vehicle based on the vehicle position information; and

an on-vehicle communication unit that communicates with the above-ground device and the command center,

the above-ground device is provided at a station, and comprises:

a 3 rd GNSS antenna that receives the GNSS signals from the GNSS satellites;

a 3 rd GNSS receiver connected to the 3 rd GNSS antenna;

an above-ground control unit that holds fixed position information obtained by measuring the 3 rd GNSS antenna, calculates GNSS error information from position information calculated based on the GNSS signals received by the 3 rd GNSS antenna, and notifies the command center of the calculated GNSS error information; and

an above-ground communication unit that communicates with the on-vehicle device and the command center,

the command center communicates with the on-board device to obtain the vehicle position information and perform operation management of the vehicle, receives the GNSS error information from the above-ground device to correct the vehicle position information, and performs operation management of the vehicle based on the corrected position information.