JP2017195650A - Train position correction system - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a technique for detecting train positions, capable of correcting positions using absolute position information in a section where a sensor device cannot perform recognition or detection.SOLUTION: A train position correction system acquires end point position information of sensing unavailable areas recorded in a data base (5), using an on-train control device (4), when a train moves from the sensing unavailable area by a sensor (1), to a sensing available area, determines an end point position of the sensing unavailable area at which a difference between one of positions and a train position calculated by the on-train control device (4) becomes minimum, to be a present position of an own train, and performs a position correction control.SELECTED DRAWING: Figure 1

Description

  The present invention relates to an on-board control device for calculating a train position and train position correction control.

  A method for detecting the position of the own train by mounting sensors such as GPS on the train has been established. At that time, there is a technique described in Patent Document 1 in order to perform train position calculation even in a section where it is difficult to use the sensor. In this gazette, "if the on-board control device has confirmed whether or not its own train is in a radio wave reception difficult area, and if its own train is in a radio wave reception difficult area, has it acquired position information from the GPS receiver?" There is a description that the train position is updated by the information of the speed generator without confirming.

JP2013-99234

  In Patent Document 1, the train position is updated by information from the speed generator in a section such as a tunnel where GPS cannot be used. However, the position information obtained from the speed generator has a problem that errors accumulate due to wheel diameter fluctuation, wheel idling, sliding, and the like. Therefore, an object of the present invention is to provide a technique for performing position correction by referring to position information even in a section where the sensor device cannot be recognized or detected.

  In order to solve the above problems, a train position correction system according to the present invention includes a sensor that detects a train position or a surrounding environment, a speed detection device that detects a train speed and outputs speed information, and a train position. A position detection device that detects the position of the vehicle and outputs the position information; the position information is acquired from the position detection device; and the position of the train is calculated by combining the travel information obtained from the position information and the speed information output from the speed detection device. It is equipped with a database that stores on-vehicle control device and non-sensing area information that is a combination of the start point position information and end point position information of the non-sensing area that is an area that cannot be detected by the sensor. When transitioning to a state where it can be detected, the on-board control device obtains non-sensing area information from the database and cannot sense Refer to the rear end position information to obtain the end position of the non-sensing area, and determine the end position of the non-sensing area where the distance between the end position of the non-sensing area and the train position calculated by the on-board controller is minimum. It is determined that the current position of the train, and the position of the train is corrected.

  In the present invention, position correction can be performed not only using a specific sensor device but also using an existing sensor device included in a train. In addition, since it is not necessary to install a new device when performing position correction, it is possible to reduce equipment costs, maintenance costs, and the like.

The flowchart which concerns on Example 1 of this invention. The block diagram of the on-board apparatus of Example 1 of this invention. The flowchart which concerns on Example 2 of this invention. The example of the positional information on the sensing impossible area of Example 1 of this invention.

  Hereinafter, examples will be described with reference to the drawings.

  FIG. 1 is a flowchart showing an embodiment of a processing procedure of this embodiment.

  FIG. 2 is a configuration diagram of the on-board device according to the present embodiment.

  The sensor 1 is a device for detecting a train position or surrounding environment, and includes, for example, a Doppler radar, a transponder, a millimeter wave sensor, a GPS (Global Positioning System), and the like.

  The speed detection device 2 is a device that is attached to a train axle and performs a train speed calculation based on a pulse signal and a wheel diameter generated according to the number of rotations of a wheel.

  The position detection device 3 is a device that detects the position of a reference train. For example, a train that is installed along a line such as a transponder or a Balise and receives position information from a ground unit that has unique position information is provided. It is a monitor device etc. which can input a car top or position information.

  The position detection device 3 only needs to be able to detect the position of the reference train, and may be one in which an operator, maintenance personnel, or the like inputs the reference train position. For example, the position detection device 3 may be a monitor device installed in a driver's seat, and a driver, a maintenance worker, or the like may input current train position information to the monitor device. The position of the reference train is detected by inputting position information to the monitor device at the timing when the train stops at a station or stop.

  This position information is the distance from the starting point of the route on which the train travels, but can be substituted if the position of the train can be uniquely identified. For example, information on latitude and longitude, a relative position from a specific point, a relative distance from a specific point, and the like may be used.

  The on-board control device 4 receives the sensing result from the sensor 1, obtains speed information from the speed detection device 2, calculates the travel accumulated distance, and the reference train acquired from the travel accumulated distance and the position detection device 3 The current position of the train is calculated by combining the position information. Further, the position information of the non-sensing area is acquired from the database 5, the position of the non-sensing area is specified when the sensor 1 changes from the non-sensing state to the sensing state, and the calculated current position of the train is corrected. .

  The database 5 stores position information of areas where sensing by the sensor 1 is impossible, which is recorded by a prior test run.

  FIG. 4 shows an example of position information of the non-sensing area of the present embodiment. In this example, for example, as the information of the first non-sensable area, the start point position is 1.6 km and the end point position is 1.9 km and stored in the database 5 as a set. Information on the second and subsequent non-sensing areas is also stored in the same manner.

  The operation based on the flowchart of FIG. 1 is as follows.

  Step 100: The train leaves the station and starts running. The on-board controller 4 starts control of train travel. Then, the process proceeds to step 101.

  Step 101: The on-board controller 4 controls train travel. In this train travel control, the on-board controller 4 causes the sensor 1 to perform sensing and obtains its output. Further, the on-board control device 4 calculates the travel integrated distance as needed based on the travel speed obtained from the speed detection device 2, and combines the travel integrated distance and the reference position information obtained from the position detection device 3. Calculate the train position. Thereafter, the process proceeds to step 102.

  Step 102: The on-board control device 4 confirms whether or not a normal output has been acquired from the sensor 1. If the output can be acquired, it is determined that sensing is possible, and the process proceeds to step 108. If it cannot be obtained, it is determined that a situation where sensing cannot be performed has occurred, and the process proceeds to step 103.

  Step 103: The on-board control device 4 is in a state where sensing is not possible for a certain period of time (among the plurality of non-sensing areas registered in the database 5 in advance, the section length [m] of the area where the length between the areas is the shortest) ÷ If the time continues over the time [s] determined by the maximum speed [m / s] in train operation), the process proceeds to step 104. Otherwise, the process proceeds to step 101.

  Step 104: The on-board controller 4 determines that the train is present in the non-sensing area registered in the database 5. Then, the process proceeds to step 105.

  Step 105: The on-board control device 4 confirms whether or not a normal output has been acquired from the sensor 1. If the output can be acquired, the on-board control device 4 determines that the sensing is possible, and proceeds to step 106. If it cannot be obtained, it is determined that sensing is not possible, and the process proceeds to step 105.

  Step 106: The on-board control device 4 acquires information on the end point position Xp_f (p = 1, 2,..., N) of the non-sensing area from the database 5. Moreover, the on-board controller 4 calculates the train position Lf. Further, the on-board control device 4 calculates the difference between the position of the end point Xp_f (p = 1, 2,..., N) of all the unsensible areas and the train position Lf. That is, the on-board controller 4 calculates | Xp_f-Lf | (p = 1, 2,..., N). Then, the process proceeds to step 107.

  Step 107: The on-board controller 4 determines the position of the end point Xm_f (m∈ [1, n]) of the non-sensing area where | Xp_f-Lf | (p = 1, 2,..., N) is minimum. The position is corrected as the current position. Then, the process proceeds to step 101.

  Step 108: The on-board controller 4 transitions to Step 109 when the train arrives at the next station. The on-board controller 4 transitions to step 101 when the train is traveling between stations. Having arrived at the station is stored in advance in the database 5 in the range of the position where the station exists, the position of the train is in that range, and the traveling speed obtained from the speed detection device 2 is a constant speed (for example, 5 km) / H) Judgment is made based on the following.

  Step 109: The train stops at the station, and the traveling of the train is finished. The on-board control device 4 ends the control of the train travel.

  According to the above embodiment, position correction can be performed even in a section where the sensor device cannot be recognized or detected.

  The present embodiment is intended to increase the reliability of the correction value when the on-board controller 4 in step 107 in the first embodiment performs the position correction control.

  With reference to FIGS. 2 and 3, only the steps that are changed from the first embodiment are shown below.

  Step 104: The on-board controller 4 determines that the train is present in the non-sensing area registered in the database 5. Thereafter, the process proceeds to step 111.

  Step 107: The on-board control device 4 acquires the position of the end point Xm_f (m∈ [1, n]) of the non-sensable area where | Xp_f-Lf | (p = 1, 2,..., N) is minimum. . Thereafter, the process proceeds to step 112.

  Step 111: The on-board control device 4 acquires information on the start point position Xp_s (p = 1, 2,..., N) of the non-sensing area from the database 5. In addition, the on-board controller 4 calculates the train position Ls. Furthermore, the on-board control device 4 calculates the difference between the position of the start point Xp_s (p = 1, 2,..., N) of all the sensing disabled areas and the train position Ls. That is, the on-board controller 4 calculates | Xp_s-Ls | (p = 1, 2,..., N). Thereafter, the on-board controller 4 obtains the position of the start point Xq_s (q∈ [1, n]) of the unsensible area where | Xp_s-Ls | (p = 1, 2,..., N) is minimum, Transition to step 105.

  Step 112: The on-board control device 4 refers to the database 5 and is a set of the start point Xq_s of the non-sensable area and the end point Xm_f of the non-sensable area, that is, the start point and end point of one non-sensing area. Judge whether or not. If they are the same, the process proceeds to step 113. If they are different, it is determined that there is an error in the calculation result, the result calculated in step 107 is discarded, and the process proceeds to step 101.

  Step 113: The calculation result in Step 107 is trusted, and the position of Xm_f is corrected using the current position of the train. Thereafter, the process proceeds to step 101.

  According to the above embodiment, position correction can be performed even in a section where the sensor 1 cannot be recognized / detected, and more accurate position correction can be performed by taking into consideration the determination result when shifting from the sensing possible area to the sensing impossible area. It can be carried out.

  In addition, this invention is not limited to an above-described Example, Various modifications are included. For example, the above-described embodiments have been described in detail for easy understanding of the present invention, and are not necessarily limited to those having all the configurations described. Further, a part of the configuration of one embodiment can be replaced with the configuration of another embodiment, and the configuration of another embodiment can be added to the configuration of one embodiment.

DESCRIPTION OF SYMBOLS 1 ... Sensor 2 ... Speed detection apparatus 3 ... Position detection apparatus 4 ... On-board control apparatus 5 ... Database

Claims (4)

A sensor (1) for detecting the position of the train or the surrounding environment;
A speed detection device (2) for detecting the speed of the train and outputting speed information;
A position detection device (3) for detecting the position of the train and outputting position information;
A vehicle that obtains the position information from the position detection device (3), and calculates the position of the train by combining the position information and an accumulated travel distance obtained from the speed information output from the speed detection device (2). An upper control device (4);
A database (5) that stores non-sensing area information that is information that is a combination of start point position information and end point position information of a non-sensing area that is an area that cannot be detected by the sensor (1);
When the sensor (1) transitions from a state where detection is impossible to a state where detection is possible, the on-board control device (4) acquires the non-sensing area information from the database (5), and The sensing that obtains the end point position of the non-sensing area by referring to the end point position information, and the distance between the end point position of the non-sensing area and the train position calculated by the on-board controller (4) is minimized. A train position correction system that determines an end point position of an impossible area as a current position of the train and corrects the position of the train.   2. The train position correction system according to claim 1, wherein the position detection device (3) is a vehicle upper element provided in the train, and communicates with a ground element that is installed along a line and has unique position information. The train position correction system characterized by acquiring the position of the said train by this.   It is a train position correction system of Claim 1, Comprising: The said position detection apparatus (3) is a monitor apparatus installed in a driver's seat, and outputs the positional information input into the said monitor apparatus as a position of the said train. Characteristic train position correction system. The train position correction system according to any one of claims 1 to 3,
When the sensor (1) transitions from a detectable state to a non-detectable state, the on-board controller (4) acquires the non-sensing area information from the database (5), and The sensing which obtains the starting point position of the non-sensing area with reference to the starting point position information, and the distance between the starting point position of the non-sensing area and the train position calculated by the on-board controller (4) is minimized. The starting point position of the impossible area is determined as the current starting point position of the non-sensing area,
When the sensor (1) transitions from a state where detection is impossible to a state where detection is possible, the on-board control device (4) acquires the non-sensing area information from the database (5), and The sensing that obtains the end point position of the non-sensing area by referring to the end point position information, and the distance between the end point position of the non-sensing area and the train position calculated by the on-board controller (4) is minimized. The end point position of the non-sensing area is determined as the current end point position of the non-sensing area, and the start point position information of the current start point position of the non-sensing area and the end point position information of the current non-sensing area end point are combined. The end position of the current non-sensing area is determined as the current position of the train, and the position of the train is determined. Train position correction system, characterized in that corrected.

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