JP2004168216A - Train traveling information detecting device and method by gps positioning - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a train traveling information detecting device and a train traveling information detecting method by GPS positioning, capable of improving the continuity, integrity and reliability. <P>SOLUTION: This train traveling information detecting device comprises a plurality of GPS antennas 111, 131 mounted in a train composed of a plurality of railway rolling stocks, in a dispersed state, GPS receivers 112, 133 connected to the GPS antennas 111, 131, train position detecting devices 113, 133 connected to the GPS receivers 112, 133, a storage device for storing a three-dimensional rail track map and a GPS antenna mounting position information in the train position detecting devices 113, 133, and an in-train LAN 121 for connecting the train position detecting systems 113, 133 including the GPS receivers and the train position detecting devices to each other. The train position detecting devices 113, 133 grasp the on-rail position and direction of the entire train by allowing every GPS receivers on the train to perform the positioning calculation by receiving GPS signals from at least two satellites. <P>COPYRIGHT: (C)2004,JPO

Description

[0001]
TECHNICAL FIELD OF THE INVENTION
The present invention relates to a train traveling information detection device based on GPS positioning and a method for detecting train traveling information.
[0002]
[Prior art]
In recent years, as the topics related to the satellite positioning system, plans such as modernization of the Global Positioning System (GPS) (USA), reproduction of GLONASS (Russia), and construction of Galileo (Europe) have been announced one after another. In Japan, construction of a quasi-zenith satellite system is under study for operation start around 2008.
[0003]
In this quasi-zenith satellite system, at least one satellite is arranged near the zenith as its name suggests, so that it can be always captured at an elevation angle of 70 ° or more and is not easily affected by buildings or the like. In addition, development is underway to secure positioning accuracy of about 1 cm for a stationary body and about 25 cm for a moving body by utilizing an electronic reference point of the Geographical Survey Institute.
[0004]
Under such circumstances, it is expected that the development of the satellite positioning use application will also progress. In the aeronautics field, since GPS positioning is mainly used as a navigation device, a GPS augmentation system that satisfies the required specifications of positioning accuracy, reliability, continuity (continuity), and integrity (integrity) determined for each flight phase Is being built.
[0005]
In the case of railroads, it is considered that a similar technique can be used to extend the range of application to position detection means for applications in which safety such as train control is important. However, in a railway where the reception environment of the GPS signal is significantly disadvantageous as compared with an aircraft such as shielding by a building or the like, some measures to improve this problem are required.
[0006]
By the way, route information as well as a position detection function is indispensable for so-called intelligent trains to which information technology is applied. For example, in a vehicle body inclination control system, an on-vehicle computer that stores a linear database generates and controls a target angle foreseeing with a curve while detecting position.
[0007]
In addition, a digital ATC to be introduced on the Yamanote Line / Keihin Tohoku Line and a train control system CARAT (Computer And Radio Aided Train control system) [Non-patent Document 1] that realizes movement blockage are also used as a location detector based on route information. Perform security speed control. The reason that such a system is established in a railway is that movement on a railroad is essentially one-dimensional, and it is easier to create route information than a road or the like.
[0008]
When using GPS positioning to detect the position of a train having such characteristics, a three-dimensional track map that is more precise than map matching performed in a car navigation system is prepared and a single line map is prepared. Assuming that the train is located somewhere on the track, it is considered that positioning calculation can be performed only by GPS signals from two satellites. The fact that the number of satellites required for positioning can be reduced by half as compared with the conventional positioning method based on GPS signals from four satellites means that the performance of reliability and other performance in railways where the GPS signal reception environment is inferior to aircraft is poor. Improvement can be achieved.
[0009]
The inventors of the present application have already proposed, as [Patent Document 1], mounting a GPS receiver on a railway vehicle and performing GPS positioning of the railway vehicle. In this case, one GPS receiver is mounted on the railway vehicle to perform GPS positioning.
[0010]
[Patent Document 1]
JP-A-2001-56234, page 3-5, FIG.
[Non-patent document 1]
Haruo Yamamoto, Noriyuki Nishibori: CARAT, RRR, Vol. 56, no. 9, pp. 8-9, 19999.9
[Non-patent document 2]
Masayuki Matsumoto, Akiyoshi Hosokawa, Chitaro Kawada: Database configuration of digital ATC on-board equipment, Proceedings of domestic symposium on cybernetics in railways, pp. 226-229, 2000.11
[Non-Patent Document 3]
Tadashi Okutani: Information Infrastructure for National Land Management, NRI Annual Report, No. 1, pp. 24-28, 2002.3
[Non-patent document 4]
Akio Yasuda: GPS and its applications, GPS Symposium 2001, pp. 193-116, 2001.11
[Non-Patent Document 5]
Masatoshi Ikeda: Trends in Train Position Sensing Techniques, Railway Technical Research Institute Report, Vol. 13, No. 8, pp. 1-6, 19999.8
[0011]
[Problems to be solved by the invention]
The location of the train can be specified by the line section name (including the identification of the upper and lower lines), the kilometers, and the number lines. Such a simple location identification method is possible because the movement of the train is essentially one-dimensional, as described above. However, in this method, if the train travels other than the main line in the station yard, the traveling distance will be longer than the main line and it will differ from the kilometer, or if the train is bypassed or shorted due to construction work However, there is a disadvantage that the occurrence of overlap is inevitable for about a kilometer.
[0012]
Control systems, such as a vehicle inclination control system, a digital ATC, and a CARAT, which perform position detection based on route information, do not directly use a distance of about km because they require an accurate distance. For example, in a vehicle body inclination control system, the position of a curve to be controlled is specified by a distance from an ATS ground vehicle as a reference. In the digital ATC, a unique route ID is assigned to every ATC route, and the absolute position is recognized in combination with the remaining distance in the route [Non-Patent Document 2].
[0013]
The CARAT is similar to the above, and is represented by a data link of a logical block in which a branch obtained by dividing a line at a node is used as a unit, and an absolute position is recognized based on a block number and an intra-block distance.
[0014]
As described above, in each system, the on-rail position identification that satisfies the required level of the system is performed by an easy-to-use method and used for control. In these systems, since the route information is used as a base, it is necessary to maintain consistency between the ground equipment which may be changed due to construction work and the corresponding data on the vehicle.
[0015]
Various applications such as the driving support system (AHS) and pedestrian ITS, which are positioned at the center of ITS (Intelligent Transport System), enable cars and pedestrians to know the position on the road with an accuracy of about several tens of cm. Is assumed. For this reason, the Advanced Land Information Technology Research Center (MLIT) of the Ministry of Land, Infrastructure, Transport and Tourism (hereinafter referred to as the National Institute of Advanced Industrial Science and Technology) has developed road alignment, A study is underway on a method of constructing road map data (road base data) with a high accuracy of about 1/500 for road structures such as sidewalk steps [Non-Patent Document 3].
[0016]
The present invention has been made in view of the above circumstances, and has as its object to provide a train travel information detection device and a train travel information detection method using GPS positioning that can improve continuity, completeness, and reliability.
[0017]
[Means for Solving the Problems]
The present invention, in order to achieve the above object,
[1] In a train traveling information detection device based on GPS positioning, a plurality of GPS antennas distributed in a train composed of a plurality of railway vehicles, a GPS receiver connected to the GPS antenna, and a GPS receiver connected to the GPS receiver A train position detecting device, a storage device for storing a three-dimensional track map and GPS antenna installation position information in the train position detecting device, and a train position detecting system including the GPS receiver and the train position detecting device. A plurality of GPS receivers on the train each receive GPS signals from at least two satellites, and the train position detection device performs positioning calculation based on the installation position information of the GPS antenna. Thus, the present invention is characterized in that the train position and direction of the entire train are grasped.
[0018]
[2] In the train travel information detection device based on GPS positioning according to [1], the three-dimensional track map includes a track center line that faithfully represents a three-dimensional line shape by a height of a rail top surface, and a spatial coordinate line. It is characterized by including a cant angle which is a declination angle with respect to a straight line extending from the center (center of the earth) to a position on the track center line.
[0019]
[3] In the train traveling information detection device based on GPS positioning according to [1], the GPS antenna installation position information includes a GPS antenna height from a rail top surface.
[0020]
[4] In the train running information detection device based on GPS positioning according to [1], the distance between different GPS receivers on the train, the elevation angle is invariable, and the clock error can be predicted, so that a plurality of Receiving a GPS signal from at least one satellite and then receiving GPS signals from at least two different satellites as a whole, and the train position detecting device performs positioning calculation. I do.
[0021]
[5] In the train traveling information detecting device based on GPS positioning according to [1], the train position detecting system includes an inertial sensor.
[0022]
[6] The train traveling information detecting device based on GPS positioning according to [5], wherein the inertial sensor is an angular velocity sensor.
[0023]
[7] In the train traveling information detecting device based on GPS positioning according to the above [5], the inertial sensor is an angular velocity sensor and an acceleration sensor.
[0024]
[8] The train traveling information detecting device based on GPS positioning according to the above [1], wherein a odometer is mounted.
[0025]
[9] In a method of detecting train running information by GPS positioning, a train comprising a plurality of railway vehicles is provided with a GPS antenna, a GPS receiver, and a train position detecting device, and the height of the rail top surface is three-dimensional. A three-dimensional line map including a line centerline that faithfully represents the line shape of the train, a cant angle that is a declination with respect to a straight line extending from the center of space coordinates (center of the earth) to a position on the line centerline, GPS receivers receive GPS signals from at least two satellites, respectively, and the train position detection device performs positioning calculation based on GPS antenna installation position information, thereby grasping the on-rail position and direction of the entire train It is characterized by doing.
[0026]
[10] In the method for detecting train running information by GPS positioning according to the above [9], the distance between different GPS receivers on the train, the elevation angle is invariable, and the clock error can be predicted. A GPS receiver from at least one satellite receives GPS signals from at least two different satellites as a whole, and the train position detecting device performs positioning calculation. .
[0027]
BEST MODE FOR CARRYING OUT THE INVENTION
Hereinafter, embodiments of the present invention will be described with reference to the drawings.
[0028]
FIG. 1 is a schematic diagram of the structure of a three-dimensional line map according to the present invention.
[0029]
In this figure, there is a line 1 in a three-dimensional space having x, y, and z axes. This line 1 can be drawn by a line center line (dotted line) 2, has a slope 3, a vertical curve 4, a straight line 5, a relaxation curve 6, a circular curve 7, and the like. Also, a cant angle θ, which is a declination angle with respect to a straight line extending from the center of the space coordinates (the center of the earth) to a position on the line center line, is used.
[0030]
[1] Principle of GPS positioning of train using three-dimensional track map
First, here, a description will be given of a train position detection method that mainly uses GPS positioning on the premise that a three-dimensional track map is used.
[0031]
In ordinary GPS positioning, the observation point position is set to three unknowns x, y, and z, and the position of the i-th satellite is x. _si , Y _si , Z _si , The pseudorange between the satellite and the observation point is r _i , And the effect of the clock error of the GPS receiver on the distance is s, the following equation (1) holds [Non-Patent Document 3].
[0032]
r _i = √ [(xx _si ) ² + (Y-y _si ) ² + (Z−z _si ) ² ] + S ... (1)
In this case, four equations are required to obtain the three unknowns of the three-dimensional coordinates of the observation point and the clock error of the receiver, and therefore, it is necessary to observe at least four satellites.
[0033]
On the other hand, in railways, the train position is essentially the moving distance d (from the initial position) because the train movement is essentially one-dimensional. _T And the track, which is the trajectory, is represented as a space curve by a moving distance d as shown in the following equation (2). _T Can be displayed as a parameter.
[0034]
γ (d _T ) = [X (d _T ), Y (d _T ), Z (d _T )]… (2)
If there is no branching point on the track or if the direction of opening of the turnout is known, the train movement traces equation (2) as long as it does not derail, so equation (1) is used for GPS positioning on the train. Is given by the following equation (3).
[0035]
r _i = √ ｛[x (d _T ) -X _si ] ² + [Y (d _T ) -Y _si ] ² + [Z (d _T ) -Z _si ] ² ｝ + S (3)
Where x (d _T ), Y (d _T ), Z (d _T ) Is uniquely determined by the moving distance if a three-dimensional track map is used. Therefore, if it is clear that the train is located somewhere on one of the three-dimensional track maps, the unknown is d _T And s. In other words, there are two equations required to determine the unknowns, and positioning calculations are possible as long as at least two satellites can be observed.
[0036]
FIG. 2 is an explanatory diagram of the principle of GPS positioning of a train using a three-dimensional track map according to the present invention.
[0037]
In this figure, 11 is a train, 12 is a track, 13 is a track center line (dotted line), 14 is a first satellite, and 15 is a second satellite.
[0038]
In order to determine the movement trajectory of the GPS antenna on the train 11, at least the track center line 13 and the cant angle are required as information on the track 12 side. Here, the track center line 13 is the height of the rail top surface and faithfully represents a three-dimensional line (see FIG. 1) such as a straight line 5, a circular curve 7, a transition curve 6, a gradient 3, and a vertical curve 4. I do. The cant angle is given as a declination angle with respect to a straight line extending from the center of the space coordinates (= the center of the earth) to a position on the line center line.
[0039]
FIG. 3 is a minimum configuration diagram of the train position detecting device according to the present invention.
[0040]
In this figure, 21 is a GPS antenna dispersedly arranged in a train, 22 is a GPS receiver, 23 is a train position detecting device, 24 is a positioning calculation unit in the train position detecting device 23, and 25 is a line specification / trace unit. , 26 is a storage device for the antenna height from the rail surface, 27 is a storage device for the three-dimensional line map, and 28 is an angular velocity sensor for determining the branching direction.
[0041]
In mounting the train position detecting device 23, as shown in FIG. 3, a normal GPS receiver 22 is used, but the GPS receiver 22 is set to output a pseudo distance. The main body of the train position detecting device 23 stores the three-dimensional track map in the three-dimensional track map storage device 27, and performs the positioning calculation while correcting the track center line, which is a space curve, by the antenna height and the cant angle from the rail surface. Do. If information on the opening direction of the branching device is not given, the angular velocity sensor 28 is required to determine the branching direction.
[0042]
With the above configuration, the number of satellites required for GPS positioning is two, which is halved compared to the case where four satellites are required as in the related art, so that the reliability is improved. In addition, it is possible to recognize a situation where a solution cannot be obtained on the track due to an abnormality in the GPS signal or the like, thereby contributing to an improvement in integrity.
[0043]
In railways where GPS signals are inevitably obstructed by buildings or the like, in order to maintain continuity of position detection, it is common to use a sensor such as a speed generator or an acceleration sensor in combination. Among them, a sensor that is compatible with the three-dimensional line map is an acceleration sensor.
[0044]
FIG. 4 is a configuration diagram of the train position detecting device according to the present invention.
[0045]
In this embodiment, an acceleration sensor 31 and a trace section 32 of a track are added to the apparatus of the first embodiment, and the trace section 32 of the track includes information from the acceleration sensor 31 and information from the angular velocity sensor 28. In addition to calculating the actual mileage by integrating the mileage of the train, detecting the acceleration and angular velocity applied to the vehicle linearly as the train travels, and tracing the position on the track using a three-dimensional track map At the same time, the line identification / trace unit 25 identifies and traces the line based on the information from the antenna height storage device 26 and the three-dimensional line map storage device 27, and specifies and traces the line by GPS positioning. And comparison and mutual complementation with the trace part 32 of the line by an inertial sensor (acceleration sensor, angular velocity sensor). .
[0046]
That is, during traveling, the main body of the train position detecting device 30 is based on the inertial sensor including the acceleration sensor 31 and the angular velocity sensor 28 independently of the GPS positioning based on the three-dimensional line map from the three-dimensional line map storage device 27. Trace a two-dimensional track map. Due to the comparison and collation and mutual complementation, completeness and reliability can be improved as compared with the configuration of the first embodiment.
[0047]
Although one train position detecting device is shown, in the case of one vehicle, the trains are arranged before and after the vehicle, and receive GPS signals from at least two satellites to receive information. , The location and direction of the railcar can be grasped.
[0048]
FIG. 5 is a configuration diagram of a train position detection device showing a first embodiment of the present invention. FIG. 5 (a) is an overall configuration diagram of the train position detection device, and FIG. 5 (b) is a configuration of the position detection device. FIG.
[0049]
In this embodiment, 101 is a train including a plurality of vehicles 101-1, 101-2,..., 101-n, 110 is a first train position detection system, 111 is a GPS antenna, 112 is a GPS receiver, and 113 is a GPS receiver. A train position detecting device, 114 is an angular velocity sensor, 115 is an acceleration sensor, 121 is an in-vehicle LAN arranged in a plurality of vehicles 101-1, 101-2, ..., 101-n, and 130 is an n-th train position detecting system , 131 is a GPS antenna, 132 is a GPS receiver, 133 is a train position detecting device, 134 is an angular velocity sensor, and 135 is an acceleration sensor.
[0050]
As shown in FIG. 5 (b), the train position detection devices 113 and 133 described above perform positioning calculation and checking unit 201 which performs positioning calculation and check by inputting a receiver ID and a pseudo distance, and specifies and traces a track. Line identification and tracing unit 202, position information storage device 203 for the organization of each sensor, three-dimensional line map storage device 204, line tracing that fetches sensor ID / acceleration, sensor ID / angular velocity, and traces the line Unit 205.
[0051]
Utilize all of the GPS receivers and various sensors distributed on one formation to grasp the on-rail position and orientation of the entire formation. Therefore, each device is connected to the in-vehicle LAN 121. In this configuration, since the installation positions of the receivers and sensors on the formation of the trains are important, the train position detection device main body grasps these positions and identifies output messages. Therefore, it is necessary to add functions such as transmission of identification information to the sensor and the receiver. Assuming that the GPS antennas 111 and 131 are installed on each cab roof, not only the reliability is improved by simply forming a redundant configuration, but also the longer the knitting growth, the same factor (eaves of buildings and stations). , Etc.) is less likely to be affected by shielding or the like.
[0052]
If the receiver clocks are synchronized, positioning can be performed even in a situation where a receiver on a remote cab can capture separate satellites one by one.
[0053]
Such a case will be described in detail.
[0054]
If GPS receivers are arranged before and after the train, different satellites can be captured due to different perspectives before and after the train even if there is a small shielding such as a building or eaves in the station yard. Here, by using the pseudo-range received by another GPS receiver in this way, a reception method that avoids GPS positioning inability due to slight shielding can be adopted.
[0055]
FIG. 6 is an explanatory diagram of a method for increasing the GPS positioning rate without using the three-dimensional track map for the positioning calculation in such a train.
[0056]
As shown in this figure, the positioning by two GPS receivers has eight unknowns. The number of required satellites can be reduced by adding the unknown as a known one. FIG. 6 shows that the number can be reduced to four satellites.
[0057]
That is, the distance r between the first GPS receiver and the second GPS receiver, the elevation angle φ are unchanged, and the clock error d _t1 , D _t2 Is assumed to be predictable, GPS positioning can be performed with four satellites without using a three-dimensional line map for positioning calculation, and positioning can be performed without information from an inertial sensor. In other words, in addition to this, if a three-dimensional track map is used for positioning calculation, at least two different satellites as a whole after a plurality of GPS receivers on the train receive GPS signals from at least one satellite. By receiving the GPS signal from, positioning is possible without information from the inertial sensor.
[0058]
Therefore, a method of predicting an unknown variable that is invariable and predictable above will be described below.
[0059]
(1) Prediction of clock error of GPS receiver
The time of the GPS receiver deviates from the true time (in this case, the GPS time). However, by performing sole positioning, the clock error of the GPS receiver can be known.
[0060]
r _i = √ [(x _i -X ₀ ) ² + (Y _i -Y ₀ ) ² + (Z _i -Z ₀ ) ² ] -S (4)
Where r _i Is the pseudo distance, (x ₀ , Y ₀ , Z ₀ ) Is the coordinates of the GPS receiver,
(X _i , Y _i , Z _i ) Indicates the coordinates of the i-th satellite.
[0061]
When four satellites are received, four equations are created, so (x ₀ , Y ₀ , Z ₀ ) And the clock error s of the GPS receiver are obtained.
[0062]
If the GPS receiver becomes unable to receive the signal and tries to predict the clock error, it is predicted from the change curve of s during the calculated (predictable) period.
[0063]
The clock accuracy of a general GPS receiver is 10 ^-6 And the stability is not very good.
[0064]
7 and 8 are diagrams showing changes in the clock error of the actual GPS receiver. The upper part shows the clock error and the lower part shows the rate of change of the clock error. FIG. 7 shows the long-term change. FIG. 8 shows the short-time change.
[0065]
If the change rate predicted by the data for 15 minutes in FIG. 8 is extended to 30 minutes, the prediction corresponding to 6 m per second is shifted. GPS receiver clock accuracy 10 ^-8 If it is increased to a degree (a sufficiently achievable value), the prediction will be within 0.06 m per second, and a prediction within a practical range is possible.
[0066]
(2) Invariance of height difference between GPS receivers
The difference in elevation (elevation angle φ) of the GPS receiver changes as the train climbs or descends on a track with a height difference, but this condition is satisfied if this is less than the expected error in the measurement position. In other words, the elevation angle φ is fixed to the value at the time when reception cannot be performed.
[0067]
(3) Invariance of distance between GPS receivers
When the train turns a curve, the distance r between the GPS receivers changes. If this is small compared to the expected error in the measurement position, this condition is satisfied. That is, the distance r is fixed to the value at the time when the reception becomes impossible.
[0068]
Thus, positioning calculation is performed by assuming these values.
[0069]
FIG. 9 is a schematic diagram showing a train position detecting method for increasing a GPS positioning rate without an inertial sensor according to the second embodiment of the present invention.
[0070]
Assuming that the clock error between the first GPS receiver 301 and the second GPS receiver 302 and the vector between the two points can be predicted by the above-described method, the pseudo distance received by the second GPS receiver 302 is predicted by the prediction clock. After correcting the clock error by the error, the clock is converted into a pseudo distance received at the location of the first GPS receiver 301.
[0071]
If there is data of a total of four satellites, the values can be substituted into the above equation (4), and calculations can be performed by the positioning calculator 303 to calculate the positioning and perform positioning. In other words, in addition to this, if a three-dimensional line map is used, if there is data of a total of two satellites, positioning can be calculated and positioning can be performed. The positioning calculator 303 does not require a high processing capability.
[0072]
As described above, in the present invention, by utilizing the feature that the train organization is long, satellite information that cannot be received at a certain positioning point is supplemented by another GPS receiver, and more reliable GPS positioning can be performed.
[0073]
As for the improvement of the integrity, it is possible to mutually check the outputs of the respective receivers based on the positional relationship of the plurality of antennas. In addition, there is a possibility that an error caused by a bug or the like can be eliminated by using a plurality of different GPS receivers.
[0074]
It should be noted that the present invention is not limited to the above embodiment, and various modifications are possible based on the spirit of the present invention, and these are not excluded from the scope of the present invention.
[0075]
【The invention's effect】
As described above, according to the present invention, the following effects can be obtained.
[0076]
(1) In the GPS positioning of a train using a three-dimensional track map, the positioning accuracy is highest in a situation where two satellites having a medium and low elevation angle in front and behind (azimuth) of the train can be captured. In a railway, the sky above the front and rear of the track is usually open except for the front and rear of the tunnel. Therefore, by using the present invention, a drastic improvement in positioning accuracy and reliability in an urban area or a mountainous area can be expected. That is, it can be said that the present invention is a method suitable for a Japanese railway in which an urban area is expanded and many mountainous parts are provided.
[0077]
(2) When three or more satellites can be acquired, they can be used for checking in the same manner as RAIM (receiver autonomous integrity monitoring) of a navigation system, which leads to improvement in integrity. Further, when a positioning solution is not obtained on the three-dimensional line map, it can be regarded as an abnormality of the GPS signal, which similarly leads to improvement of the integrity.
[0078]
(3) Even when a GPS satellite cannot be captured, such as in a tunnel, position detection is performed by using an inertial sensor (acceleration sensor, angular velocity sensor) that is compatible with the three-dimensional line map and performing matching processing with the three-dimensional line map. Accuracy can be improved.
[0079]
(4) If the quasi-zenith satellite is operated, the satellites always arranged near the zenith contribute to the improvement of VDOP (Vertical Dilution of Precision), so that the usefulness of the three-dimensional line map including altitude is enhanced.
[0080]
As described above, the train position detecting device of the present invention further improves the performance of the GPS positioning by further improving the train position detecting device already proposed and making the track map three-dimensional, and the inertial sensor (acceleration sensor, angular velocity By improving the affinity with the sensor, the performance as a train position detecting device can be greatly improved.
[0081]
In addition, if the precise three-dimensional track map improves the positioning accuracy by the operation of the quasi-zenith satellite and makes the receiver easy to use, there is a possibility that it can be used for various purposes such as absolute position management of tracks, peripheral equipment, and structures. There is. However, in order to establish an application using a three-dimensional track map, it is extremely important to construct a data update framework, such as that being undertaken at the National Institute of Advanced Information Science and Technology.
[Brief description of the drawings]
FIG. 1 is a schematic diagram of the structure of a three-dimensional line map according to the present invention.
FIG. 2 is an explanatory diagram of the principle of GPS positioning of a train using a three-dimensional track map according to the present invention.
FIG. 3 is a minimum configuration diagram of a train position detecting device according to the present invention.
FIG. 4 is a configuration diagram of a train position detection device according to the present invention.
FIG. 5 is a configuration diagram of a train position detection device showing a first embodiment of the present invention.
FIG. 6 is a diagram illustrating a method of increasing a GPS positioning rate without an inertial sensor according to a second embodiment of the present invention.
FIG. 7 is a diagram illustrating a change (a long-term change) of a clock error of an actual GPS receiver.
FIG. 8 is a diagram showing a change (short-time change) of a clock error of an actual GPS receiver.
FIG. 9 is a schematic diagram showing a train position detection method for increasing a GPS positioning rate without an inertial sensor according to a second embodiment of the present invention.
[Explanation of symbols]
1,12 tracks
2,13 Line center line (dotted line)
3 gradient
4 Vertical curve
5 straight line
6 Relaxation curve
7 Circle curve
11,101 train
14 First satellite
15 Second satellite
21,111,131 GPS antennas distributed on trains
22,112,132 GPS receiver
23, 30, 113, 133 Train position detection device
24 Positioning calculation unit
25,202 Line identification / trace section
26 Storage device for antenna height from rail surface
27,204 3D track map storage device
28,114,134 angular velocity sensor
31,115,135 acceleration sensor
32,205 Trace section of track
101-1, 101-2, ..., 101-n Multiple vehicles
110 First Train Position Detection System
121 Car LAN
130 n-th Train Position Detection System
201 Positioning calculation and checking unit
203 Position information storage device on the composition of each sensor
301 first GPS receiver
302 Second GPS receiver
303 positioning calculator

Claims (10)

(A) a plurality of GPS antennas distributed on a train composed of a plurality of railway vehicles,
(B) a GPS receiver connected to the GPS antenna;
(C) a train position detecting device connected to the GPS receiver;
(D) a storage device for storing a three-dimensional track map and GPS antenna installation position information in the train position detection device;
(E) an in-vehicle LAN for connecting between the GPS receiver and a train position detecting system including a train position detecting device;
(F) A plurality of GPS receivers on the train each receive GPS signals from at least two satellites, and the train position detection device performs positioning calculation based on the installation position information of the GPS antenna, A train travel information detecting device based on GPS positioning, wherein the train position and direction of the entire train are grasped. 2. The train travel information detecting device based on GPS positioning according to claim 1, wherein the three-dimensional track map includes a track center line that faithfully expresses a three-dimensional line shape by a height of a rail top surface, and a center of spatial coordinates (earth. A train traveling information detecting device based on GPS positioning, including a cant angle which is a declination angle with respect to a straight line extending from the center to a position on the track center line. 2. The train traveling information detecting apparatus according to claim 1, wherein said GPS antenna installation position information includes a GPS antenna height from a rail top surface. The train running information detecting device based on GPS positioning according to claim 1, wherein the distance between different GPS receivers on the train, the elevation angle is invariable, and the clock error can be predicted, so that a plurality of GPS receivers on the train can be predicted. Receiving GPS signals from at least one satellite and then receiving GPS signals from at least two different satellites as a whole, and the train position detecting device performs positioning calculation. Train running information detection device. The train travel information detecting device based on GPS positioning according to claim 1, wherein the train position detecting system has an inertial sensor. The train travel information detecting device based on GPS positioning according to claim 5, wherein the inertial sensor is an angular velocity sensor. 6. The train travel information detecting apparatus according to claim 5, wherein said inertial sensor is an angular velocity sensor and an acceleration sensor. The train travel information detecting device based on GPS positioning according to claim 1, further comprising an odometer mounted thereon. A track center line that includes a GPS antenna and a GPS receiver distributed on a train composed of a plurality of railcars, and a train position detecting device, and faithfully expresses a three-dimensional alignment at the height of a rail top surface; A three-dimensional track map including a cant angle, which is a declination angle with respect to a straight line extending from the center of coordinates (the center of the earth) to a position on the track center line, and a plurality of GPS receivers on the train are transmitted from at least two satellites. Train running information detection by GPS positioning, wherein a GPS signal is received, and the train position detecting device performs positioning calculation based on GPS antenna installation position information to grasp the on-rail position and direction of the entire train. Method. 10. The method for detecting train running information by GPS positioning according to claim 9, wherein the distance between different GPS receivers on the train, the elevation angle is invariable, and the clock error can be predicted, so that a plurality of GPS receivers on the train are provided. Receiving GPS signals from at least one satellite and then receiving GPS signals from at least two different satellites as a whole, and the train position detecting device performs positioning calculation. Train running information detection method.

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