JP2016217710A - Train position detection device and method - Google Patents

Abstract

PROBLEM TO BE SOLVED: To suppress a deterioration in positioning accuracy by enabling positioning radio waves to be received from more satellites even when a position detection system needs to be installed in a car of a train after the authentication of the car.SOLUTION: A train position detection device detects a train position by receiving positioning radio waves via a receiver antenna from a plurality of satellites. A determination part determines a satellite positioned in a specific parallel direction and within a specific elevation angle range with respect to the train. A calculation part calculates the train position by using the positioning radio waves from the satellite determined by the determination part.SELECTED DRAWING: Figure 1

Description

  Embodiments described herein relate generally to a train position detection apparatus and method.

When a position detection system that detects the position of a train using a GNSS (Global Navigation Satellite System) is installed in a railway vehicle, a GNSS receiving antenna that was not equipped at the time of vehicle authentication cannot be installed on the roof of the vehicle. .
For this reason, when it is going to introduce a position detection system after vehicle authentication, an antenna will be installed indoors and there exists a possibility that a satellite cannot fully be captured by obstacles, such as a roof.
As a result, the reception state of radio waves has deteriorated, and there are many cases where the number of satellites is insufficient or the position accuracy decreases due to the influence of reflected waves. There are many places where there are roofs even at stations, so the position accuracy by satellite is often low.

JP 2003-294825 A

As described above, in order to improve the reliability of the GNSS and increase the position accuracy, it is necessary to receive radio waves from a sufficient number of satellites. However, if the receiving antenna is installed in the driver's cab with the same setting as when the receiving antenna is installed outside the vehicle (for example, receiving sensitivity), the satellite positioning radio wave can be received only from the front window opening. Insufficient number of satellites and radio field strength may be obtained, and the position accuracy may decrease.
Further, if the antenna receiving sensitivity is improved, the number of satellites can be obtained, but this time, not only the direct wave but also the reflected wave is received, and the position accuracy is lowered.
Therefore, the present invention has been made in view of the above, and can receive positioning radio waves from a larger number of satellites even when a train vehicle has to be provided with a position detection system after vehicle authentication. However, it is providing the train position detection apparatus and method which can suppress the fall of position accuracy.

The train position detection apparatus according to the embodiment detects a position of a train by receiving positioning radio waves from a plurality of satellites via reception antennas.
Here, the determination unit determines a satellite located in a predetermined horizontal direction and within a predetermined elevation angle range with respect to the train.
The calculation unit calculates the position of the train using the positioning radio waves from the satellite determined by the determination unit.

FIG. 1 is a schematic configuration block diagram (plan view) of the train position detection system of the first embodiment. FIG. 2 is a schematic configuration block diagram of the GNSS position calculation device. FIG. 3 is a process flowchart of the GNSS position calculation apparatus according to the embodiment. FIG. 4 is an explanatory diagram of setting the elevation angle range. FIG. 5 is a schematic block diagram of a main part of the train position detection system according to the second embodiment. FIG. 6 is a processing flowchart of the cooperative operation of the second embodiment. FIG. 7 is a schematic configuration block diagram of a train position detection system according to the third embodiment. FIG. 8 is a process flowchart of the GNSS position calculation device during a running test. FIG. 9 is a process flowchart of the fifth embodiment.

Next, embodiments will be described with reference to the drawings.
[1] First Embodiment FIG. 1 is a schematic configuration block diagram (plan view) of a train position detection system of a first embodiment.
The train position detection system 10 includes a GNSS (Global Navigation Satellite System) receiving antenna 12 and a GNSS position calculation device 13 that are arranged in each of the leading vehicle 11F and the trailing vehicle 11R of the train 11.
Here, the train 11 includes an intermediate vehicle 11M.

FIG. 2 is a schematic configuration block diagram of the GNSS position calculation device.
The GNSS position calculation device 13 mixes a high frequency amplification unit 21 that performs high frequency amplification of a positioning radio wave input via the GNSS reception antenna 12 and a local oscillation frequency generated by the local oscillator 22 and converts it into an intermediate frequency signal. A mixer 23, an intermediate frequency amplifier 24 that amplifies the intermediate frequency signal output from the mixer 23, an A / D converter 25 that performs analog / digital conversion of the amplified intermediate frequency signal output from the intermediate frequency amplifier 24, and The C / A code is demodulated based on the output data of the A / D converter 25, the code correlator 26 controls the local oscillator 22, and the navigation message data from the C / A code demodulated by the code correlator 26. And the satellite orbit calculation and the satellite position are calculated, and based on these, the position of the GNSS receiving antenna 12, that is, the train 11 is calculated. Position of the leading vehicle 11F, the position of the speed and the time or tail car 11R, seeking speed and time, through the communication line, and a calculation processing unit 27 to notify the train control device.

Here, the selection method of the satellite which is transmitting the radio wave for positioning used for the position detection of the train will be described.
In this case, it is assumed that the train position detection system 10 is additionally installed later on the leading vehicle 11F and the trailing vehicle 11R constituting the train 11, and the GNSS receiving antenna 12 is, for example, It is installed around the driver's cab provided in each of the leading vehicle 11F and the trailing vehicle 11R (for example, in the vicinity of the front window).

  Here, as shown in FIG. 1, in the train 11 proceeding in the traveling direction DP, the traveling direction forward (indicated by a broken triangle in FIG. 1) with respect to the GNSS receiving antenna 12 installed around the cab of the leading vehicle 11F. Although the positioning radio waves from are received as direct waves, many satellite signals of reflected waves enter from the surroundings (particularly in the left-right direction of the vehicle) other than the front of the leading vehicle 11F in the traveling direction.

In particular, in the case of a train, there is no curve having a curvature that makes a sudden turn, so there are few obstacles in front of the track.
On the other hand, since there is no problem even if the width on the left and right is relatively narrow in the train running on the track, there is a high possibility that positioning radio waves will be reflected by reflection from surrounding buildings and walls.

  Therefore, in this embodiment, only satellites that can receive direct waves are selected to perform position detection.

FIG. 3 is a process flowchart of the GNSS position calculation apparatus according to the embodiment.
First, the GNSS position calculation device 13 receives positioning radio waves from a satellite via the GNSS receiving antenna 12 (step S11).

  The calculation processing unit 27 of the GNSS position calculation device 13 determines the radio field intensity of the positioning radio wave for each satellite, and whether or not it is equal to or greater than a predetermined radio field intensity threshold for determining whether or not it is sufficient for use in position calculation. Is determined (step S12).

  If it is determined in step S12 that it is less than the predetermined radio field intensity threshold (step S12; No), the positioning radio wave of the satellite is not suitable for position measurement and is excluded (step S13).

If it is determined in step S12 that it is equal to or greater than the predetermined radio wave intensity threshold (step S12; Yes), an approximate elevation angle at the current position of the satellite is calculated from the almanac data included in the positioning radio wave (step S14).
Next, the calculation processing unit 27 of the GNSS position calculation device 13 determines whether or not the calculated elevation angle is included in a predetermined elevation angle range that can be a position calculation target (step S15).

FIG. 4 is an explanatory diagram of setting the elevation angle range.
As shown in FIG. 4, if the elevation angle is too small (too close to the horizon) with respect to the GNSS receiving antenna 12 installed in the cab of the vehicle, there is a high possibility that the position accuracy is lowered, so the minimum elevation angle θ1 is set. In addition, the maximum elevation angle θ2 is set in accordance with the opening of the front window (window glass in front of the cab) FW. Therefore, positioning radio waves of satellites having an elevation angle between the minimum elevation angle θ1 and the maximum elevation angle θ2 are targeted for position calculation.

  If it is determined in step S15 that the calculated elevation angle is outside the predetermined elevation angle range that can be a position calculation target (step S15; No), the positioning radio waves of the satellite are excluded because they are not suitable for position measurement ( Step S13), the process proceeds to step S17.

If it is determined in step S15 that the calculated elevation angle is included in a predetermined elevation angle range that can be a position calculation target (step S15; Yes), the positioning radio wave of the satellite is suitable for position measurement. Therefore, the satellite is combined with positioning data (for example, radio wave intensity) and added to the list of position calculation target satellites (step S16).
Next, it is determined whether or not the processing has been completed for the received positioning radio waves of all satellites (step S17).

  If it is determined in step S17 that the processing has not yet been completed for the positioning radio waves of all the received satellites (step S17; No), the process proceeds to step S12, and the same process is performed.

  If it is determined in step S17 that the processing has been completed for the positioning radio waves of all the received satellites, the current position of the train is calculated using the satellite positioning radio waves added to the position calculation target satellite list. (Step S18).

  Specifically, the GNSS position calculation device 13 provided in the cab of the leading vehicle 11F calculates the current position of the leading vehicle 11F, and the GNSS position calculation device 13 provided in the cab of the trailing vehicle 11R The current position of the vehicle 11R is calculated.

  As described above, according to the first embodiment, the predetermined direction is set in front of the driver's cab of the leading vehicle 11F or the driver's cab of the rear vehicle 11R and based on the opening by the front window FW. Because positioning is performed using positioning radio waves from satellites located within the elevation angle range (θ1 to θ2 in the above example), that is, using positioning radio waves from satellites that can receive direct waves. The train position can be specified more accurately.

[2] Second Embodiment In the first embodiment, the GNSS position calculation device 13 disposed in each of the leading vehicle 11F and the trailing vehicle 11R of the train 11 operates separately. In the embodiment, the GNSS position calculation device 13 installed in the leading vehicle 11F and the trailing vehicle 11R operates in cooperation with each other.
Since operations other than the cooperative operation are the same as those in the first embodiment, the description of the first embodiment is cited.

FIG. 5 is a schematic block diagram of a main part of the train position detection system according to the second embodiment.
As shown in FIG. 5, the GNSS position calculation device 13 of the train position detection system of the second embodiment is connected to be communicable with each other via a communication line NT.

FIG. 6 is a processing flowchart of the cooperative operation of the second embodiment.
Each GNSS position calculation device 13 performs the processing from step S11 to step S18 of the first embodiment (steps S21 and S22), and when the processing is completed for the positioning radio waves of all the received satellites, Of the two GNSS position calculation devices 13, one of the GNSS position calculation devices 13 notifies the other GNSS position calculation device 13 of the positioning data (step S23).

  As a result, the other GNSS position calculation device 13 calculates the current position of the train using the positioning data corresponding to the satellites added to the list of position calculation target satellites of the two GNSS position calculation devices 13 (step). S24).

  As a result, the current position obtained is the center position connecting the installation positions of the two GNSS receiving antennas 12, but sufficient measurement accuracy can be ensured.

  As described above, according to the second embodiment, either one of the GNSS receiving antenna 12 installed in the leading vehicle 11F or the GNSS receiving antenna 12 installed in the trailing vehicle 11R directly receives positioning radio waves. Even when the number of satellites capable of receiving waves is insufficient for position calculation, the position of the train is reliably calculated with high accuracy by using the positioning radio waves received by both GNSS receiving antennas 12 together. be able to.

[3] Third Embodiment In each of the above-described embodiments, the center position connecting the installation position of the GNSS reception antenna 12 or the installation position of the two GNSS reception antennas 12 can be calculated with high accuracy as the train position. However, it was impossible to grasp the state of each vehicle constituting the train.

FIG. 7 is a schematic configuration block diagram of a train position detection system according to the third embodiment.
The train position detection system 10 includes a GNSS (Global Navigation Satellite System) receiving antenna 12 and a GNSS position calculation device for the first car TR1 that is the first vehicle 11F of the train 11 and the fifth car TR5 that is the rear vehicle 11R, respectively. 13 are arranged.

  Furthermore, the first car TR1 to the fifth car TR5 are equipped with motion state detection sensors such as an acceleration sensor and a gyro sensor, respectively, and the acceleration, deceleration state, traveling direction, etc. of the first car TR1 to the fifth car TR5 are determined. A state detection device 30 for detection is arranged.

  According to the configuration of the third embodiment, since the sizes of the first car TR1 to the fifth car TR5 are known, the leading vehicle 11F calculated by the GNSS position calculation device 13 provided in the cab of the leading vehicle 11F. The information collected by the state detection device 30 is added to the current position of the rear vehicle 11R and the current position of the rear vehicle 11R calculated by the GNSS position calculation device 13 provided in the cab of the rear vehicle 11R. Each direction (= corresponding to the curve state), acceleration state, deceleration state, vibration state (vertical direction and horizontal direction) of the fifth car TR5 can be grasped for the entire train 11 and each vehicle, and the train state or track It is possible to easily grasp the state of.

Further, the acceleration or deceleration state can be grasped and used for acceleration control, brake control, or the like.
Furthermore, it is possible to realize a more comfortable driving based on them.

[4] Fourth Embodiment In each of the above embodiments, the setting of the elevation angle range is fixed. However, in actual traveling, a high-rise building or the like is located in the set elevation angle range depending on the surrounding environment. In some cases, the optimum information is not always obtained.

  Therefore, in the fourth embodiment, after the position detection system is installed in the vehicle, a running test is performed, and positioning radio waves are received from the actual satellite on the route, and used for position calculation in advance according to the running position of the train. Fig. 4 is an embodiment for determining a suitable satellite.

FIG. 8 is a process flowchart of the GNSS position calculation device during a running test.
In the travel test after the installation of the device, the travel section is divided into a plurality of sections based on the travel distance and the GNSS position calculation device 13 receives positioning radio waves from the satellite via the GNSS reception antenna 12 (step S31).

The calculation processing unit 27 of the GNSS position calculation device 13 determines the radio field intensity of the positioning radio wave for each satellite, and whether or not it is equal to or greater than a predetermined radio field intensity threshold for determining whether or not it is sufficient for use in position calculation. Is determined (step S32).
If it is determined in step S32 that it is less than the predetermined radio field intensity threshold (step S32; No), the positioning radio waves of the satellite are excluded because they are not suitable for position measurement (step S33).

  If it is determined in step S32 that the signal strength is equal to or greater than the predetermined radio field intensity threshold value, an approximate elevation angle at the current position of the satellite is calculated from the almanac data included in the positioning radio wave. Therefore, the satellite is added to the list of position calculation target satellites for each travel section (step S34).

Next, it is determined whether or not a list of position calculation target satellites has been created in all travel sections (step S35).
If it is determined in step S35 that a list of position calculation target satellites has not yet been created in all travel sections (step S35; No), the process proceeds to step S31, and the same process is performed.

  In the determination of step S35, if the list of position calculation target satellites can be created in all the travel sections, an elevation angle range is set for each travel section in order to receive positioning radio waves equal to or greater than a predetermined radio field intensity threshold, A satellite to be used for position calculation is determined, and sensitivity is set (step S36).

  Therefore, even if the surrounding environment differs depending on the train's travel position, and it is not always possible to perform highly accurate train position detection with a uniform elevation angle range and sensitivity setting, the positioning radio wave from the most optimal satellite is optimal. It can be received under certain conditions, and optimal train position detection can be performed.

  More specifically, depending on the travel section, even if the line of sight is not clear due to high buildings, the elevation angle setting and sensitivity setting are made avoiding such obstacles, so it is possible to receive optimal positioning radio waves. Yes.

  As described above, according to the fourth embodiment, it is possible to set an optimal elevation angle range in advance by using the same train on the same route, and to calculate the position for each traveling section. Since the satellite to be used can be determined, the position of the train can be detected with high accuracy while reducing the calculation load during actual traveling.

[5] Fifth Embodiment In the third embodiment and the fourth embodiment described above, the train 11 is actually traveled to set the optimal elevation angle range and sensitivity. However, the fifth embodiment is traveling. In this embodiment, the optimal satellite is selected at the track position (travel position) using the data of the track position on which the train 11 travels at each time and the almanac data (orbit data) of the satellite from the travel time.

FIG. 9 is a process flowchart of the fifth embodiment.
First, the GNSS position calculation device 13 specifies a plurality of satellites corresponding to the track position from the almanac data of the plurality of satellites based on the track position data and the corresponding travel time data (step S41).

Subsequently, the elevation angle of the satellite at the traveling time is calculated based on the almanac data of the plurality of specified satellites (step S42).
Among these, a set (four or more) of satellites most suitable for calculating the train position is selected (step S43). Specifically, the satellites are selected so as to be dispersed as spatially as possible.

  The elevation angle range and reception sensitivity are set so that at least only the selected satellite is included (step S44).

  As described above, according to the fifth embodiment, the optimum elevation angle range and reception sensitivity can be set for each traveling position of the train, and the calculation load during actual traveling is reduced with high accuracy. The position of the train can be detected.

[6] Modification of Embodiment The train position detection device (the arithmetic processing unit thereof) is a hardware using a normal computer including a control device such as an MPU and a storage device such as a ROM (Read Only Memory) or a RAM. The hardware configuration.

  The program executed by the train position detection apparatus of the present embodiment is an installable or executable file, and is a computer such as a CD-ROM, flexible disk (FD), CD-R, DVD (Digital Versatile Disk). And may be provided by being recorded on a recording medium that can be read by the user.

  Moreover, you may comprise so that the program performed with the train position detection apparatus of this embodiment may be provided by storing on a computer connected to networks, such as the internet, and downloading via a network. Moreover, you may comprise so that the program performed with the train position detection apparatus of this embodiment may be provided or distributed via networks, such as the internet.

  Moreover, you may comprise so that the program of the train position detection apparatus of this embodiment may be previously incorporated in ROM etc. and provided.

  Further, in the above description, the train position detection device includes a GNSS position calculation device (corresponding to two sets of determination unit and the calculation unit) in another vehicle of the same train, and one GNSS position calculation device (calculation unit). ) Acquires data for positioning from other GNSS position calculation devices (calculation units) mounted on other vehicles in the same train via a communication path, and corresponds to the one GNSS position calculation device (calculation unit) In addition to the positioning radio waves from the satellite determined by the determining unit, the configuration for detecting the position of the train using the acquired positioning data was adopted, but the train position detection device is another vehicle in the same train A plurality of determination units mounted in pairs and a corresponding plurality of calculation units, one calculation unit from another calculation unit mounted on another vehicle of the same train via a communication path, Obtain the positioning data obtained by other computing units In addition to the positioning radio wave from a satellite is determined by the determination unit that corresponds to the operation of the one, by using the positioning data the acquired, it is possible to configure the use of detecting the position of the train.

  Although several embodiments of the present invention have been described, these embodiments are presented by way of example and are not intended to limit the scope of the invention. These novel embodiments can be implemented in various other forms, and various omissions, replacements, and changes can be made without departing from the scope of the invention. These embodiments and modifications thereof are included in the scope and gist of the invention, and are included in the invention described in the claims and the equivalents thereof.

DESCRIPTION OF SYMBOLS 10 Train position detection system 11 Train 11F Lead vehicle 11M Intermediate vehicle 11R Rear vehicle 12 GNSS receiving antenna 13 GNSS position calculation device 21 High frequency amplification unit 22 Local oscillator 23 Mixer 24 Intermediate frequency amplification unit 25 AD converter 26 Code correlation unit 27 Arithmetic processing unit 30 State detection device DP Travel direction FW Front window NT Communication line TR1 to TR5 Car 1 to Car 5 θ1 Minimum elevation angle θ2 Maximum elevation angle

Claims (8)

A train position detection device for detecting a position of a train by receiving positioning radio waves from a plurality of satellites via a receiving antenna,
A discriminating unit for discriminating the satellite located in a predetermined horizontal direction and within a predetermined elevation angle range with respect to the train;
A calculation unit that calculates the position of the train using the positioning radio waves from the satellite determined by the determination unit;
A train position detection device. The predetermined horizontal direction is at least one of a forward direction of the leading vehicle of the train or a backward direction of the trailing vehicle.
The train position detection apparatus according to claim 1. The elevation angle range is set in a range near the installation position of the receiving antenna and visible through a window installed so as to intersect the traveling direction of the train.
The train position detection apparatus according to claim 1 or 2. Traveling in advance of the train traveling route to receive the positioning radio wave, and preset the predetermined elevation angle range and reception sensitivity based on the positioning radio wave reception state,
The train position detection apparatus according to any one of claims 1 to 3. The calculation unit divides the travel route of the train into a plurality of sections, and presets the predetermined elevation angle range and reception sensitivity for each of the divided sections.
The train position detection device according to any one of claims 1 to 4. The calculation unit calculates a combination of satellites that receive the positioning radio wave in addition to the train travel location based on the track data representing the installation location of the track on which the train travels and the orbit data of the satellite. Based on the combination of the satellites, set the predetermined elevation angle range and reception sensitivity,
The train position detection apparatus according to claim 5. The train position detection device includes a plurality of the determination units mounted in pairs on other vehicles of the same train, and a plurality of the corresponding calculation units,
The one calculation unit acquires positioning data obtained by the other calculation unit from the other calculation unit mounted on another vehicle of the same train via a communication path, and the one calculation unit In addition to the positioning radio wave from the satellite determined by the corresponding determination unit, the position of the train is detected using the acquired positioning data.
The train position detection apparatus according to claim 1. It is a method executed by a train position detection device that detects a position of a train by receiving positioning radio waves from a plurality of satellites via a receiving antenna,
Determining the satellite located in a predetermined horizontal direction and within a predetermined elevation range with respect to the train;
A process of calculating the position of the train using positioning radio waves from the determined satellite;
With a method.

Images