JP2019030188A - Vehicle speed position detection device, vehicle driving support device, vehicle driving control device, method and program - Google Patents

Abstract

To enable a position to be detected with a high degree of accuracy without installing ground equipment even in a territory in which GNSS (Global Navigation Satellite System) information cannot be acquired.SOLUTION: A vehicle speed position detection device according to an embodiment is a vehicle speed position detection device mounted on a railway vehicle, and comprises: a position calculation part which calculates a position of the railway vehicle based on a travel distance and a position correction amount of the railway vehicle; a curve information holding part which is stored with curve information including a generating position of an extreme value of an angular acceleration or an extreme value of a curvature change rate in each curve section; and a position correction part which calculates the position correction amount on the basis of an actual generating position of the extreme value of the angular acceleration or the extreme value of the curvature change rate detected in the railway vehicle and a standard generating position of an extreme value of an angular acceleration or an extreme value of a curvature change rate of a curve during travel which is extracted with reference to the above curve information.SELECTED DRAWING: Figure 1

Description

  Embodiments described herein relate generally to a vehicle speed position detection device, a vehicle driving support device, a vehicle driving control device, a method, and a program.

In vehicle driving support and driving control, accurate position detection is essential.
2. Description of the Related Art In recent years, a technique for detecting a position using a GNSS (Global Navigation Satellite System) without installing ground facilities that require maintenance has become widespread. However, since GNSS information cannot be acquired in a tunnel or underground, for example, a moving distance is obtained based on a speed pulse signal from a speed generator and a wheel diameter, and a position is detected.

  However, in the calculation of the movement distance, the error increases as the distance increases due to the difference between the wheel diameter used in the calculation and the actual wheel diameter, and the influence of idling and sliding. In view of this, a technique has been proposed in which a curved section of a track is detected on the vehicle to identify a vehicle position without installing ground facilities and suppress an increase in position error.

  In this prior art, the vehicle travels in a traveling section before normal traveling, the angular velocity is measured by an angular velocity sensor, the traveling speed is measured by a speed generator, and the start / end positions of each curve are measured. Further, based on the measurement result, the length and the maximum curvature of each curve are calculated and stored as reference data.

  During normal driving, the maximum curvature and the like are calculated every time the vehicle passes through a curve, the matching data is searched from the reference data, and the vehicle driving position is specified.

JP 2000-168552 A

  However, in general, an angular velocity sensor causes a zero point shift during traveling, so an error is included in the angular velocity and the curvature calculated based on the angular velocity. Therefore, the start / end positions of the curve detected based on the angular velocity and the curvature are different for each traveling, and there is a possibility that the accuracy of specifying the vehicle position is deteriorated.

  The present invention has been made in view of the above, and even in a section where GNSS information cannot be acquired, a vehicle speed position detection device that identifies a vehicle position without installing ground equipment and can accurately detect a position, A vehicle driving support device, a vehicle driving control device, a method, and a program are provided.

  A vehicle speed position detection device according to an embodiment is a vehicle speed position detection device mounted on a railway vehicle, and a position calculation unit that calculates the position of the railway vehicle based on a moving distance and a position correction amount of the railway vehicle. And a curve information holding unit that stores curve information including an occurrence position of an extreme value of an angular acceleration or a curvature change rate of each curve section; and The position correction amount is calculated based on the actual generation position of the extreme value and the standard generation position of the extreme value of the angular acceleration or the curvature change rate of the running curve extracted with reference to the curve information. A position correction unit.

FIG. 1 is a block diagram of a schematic configuration of the vehicle driving support apparatus according to the first embodiment. FIG. 2 is a diagram illustrating an example of curve information. FIG. 3 is a diagram illustrating a change example of the curvature and the curvature change rate during traveling. FIG. 4 is a flowchart of position correction processing according to the embodiment. FIG. 5 is a schematic block diagram of the vehicle operation control apparatus of the second embodiment.

Embodiments will be described with reference to the drawings.
[1] First Embodiment FIG. 1 is a schematic block diagram of a vehicle driving support apparatus according to a first embodiment.
The vehicle 100 includes a vehicle driving support device 10 that supports the driving of the driver DR, and a speed generator 11 that outputs a speed pulse signal corresponding to the rotational speed of the wheels of the vehicle 100.

  The vehicle driving support device 10 includes a vehicle speed position detection device 20 that calculates the speed and position of the vehicle 100 based on a speed pulse signal and the like, and driving for supporting the driving of the driver DR based on the calculated speed and position. A support information calculation unit 21 that calculates the support information and a support information display unit 22 that displays the calculated driving support information are provided.

  The vehicle speed position detection device 20 includes a speed / movement distance calculation unit 31 that calculates the speed and movement distance of the vehicle 100 based on the speed pulse signal and the wheel diameter, an angular velocity detection unit 32 that detects the yaw angular velocity of the vehicle 100, A curvature estimation unit 33 that estimates the curvature of the track based on the detected yaw angular velocity and the vehicle speed, a curvature change rate calculation unit that calculates a curvature change rate based on the estimated curvature, and a position correction amount and movement described later A position calculation unit 35 that calculates the position of the vehicle 100 based on the distance.

  The vehicle speed position detection device 20 further detects the occurrence of the curvature change rate peak based on the curvature change rate and the position of the vehicle 100, and calculates the actual vehicle position when the peak occurs, The curve information holding unit 37 storing the curve information including the standard occurrence position of the curvature change rate peak of each curve section, the curve section determination based on the estimated curvature, and the curve information based on the position of the vehicle 100 With reference to the holding unit 37, a peak position extraction unit 38 that extracts a standard occurrence position of the curvature change rate peak of the running curve, and an actual vehicle position and a standard generation position when the curvature change rate peak occurs are obtained. And a position correction unit 39 for calculating a position correction amount.

In the above configuration, the angular velocity detection unit 32 is, for example, a gyroscope.
The curvature estimation unit 33 estimates the curvature of the track by dividing the yaw angular velocity by the velocity.

  The curvature change rate calculation unit 34 calculates the curvature change rate based on the history data of the curvature estimated by the curvature estimation unit 33. For example, for 11 pieces of curvature data every 0.1 seconds, the slope of time is obtained by the method of least squares, and the time of the data that becomes the center in time series (the sixth piece of curvature data among the 11 pieces of curvature data) The curvature change rate at. Alternatively, with respect to 11 pieces of curvature data every 0.1 seconds, the inclination with respect to the position is obtained by the least square method, and the time of the data that becomes the center in time series (the sixth piece of curvature data among the 11 pieces of curvature data) The curvature change rate at.

FIG. 2 is a diagram illustrating an example of curve information stored in the curve information holding unit 37.
The curve information includes a curve section number D11 that identifies each curve section of the track, a curve direction D12, a standard position D13 at which the curvature exceeds the curve determination threshold, and a curvature change rate peak with respect to the start position side of the curve section. The standard generation position D14 and the standard value D15 of the curvature change rate peak, the standard position D16 at which the curvature is less than the curve determination threshold with respect to the end position side of the curve section, the standard of the curvature change rate peak And a standard value D18 of the curvature change rate peak.

  Standard position D13 where the curvature exceeds the curvature determination threshold, standard generation position D14 of the curvature change peak, standard value D15 of the curvature change peak, and standard where the curvature is less than the curve determination threshold The standard position D16, the standard generation position D17 of the curvature change rate peak, and the standard value D18 of the curvature change rate peak are the set values of the wheel diameters of the vehicle 100 in the speed / movement distance calculation unit 31, and the actual wheels. Preliminary traveling is performed under conditions that are less likely to cause idling and sliding, and is determined based on the speed, position, and angular velocity data of the vehicle 100 during preliminary traveling.

FIG. 3 is a diagram illustrating a change example of the curvature and the curvature change rate when traveling near the start position of the curved section.
In addition, the change of the curvature at the time of driving | running | working and a curvature change rate shows the same behavior also in the end position side of a curve area.

As shown in FIG. 3, the curvature gradually increases in a transition section from a straight section to a curved section, and converges in the vicinity of a predetermined value corresponding to the curvature of the curved section.
The curvature change rate gradually increases from near the start position of the transition section to reach the peak PK, and thereafter gradually decreases to return to near zero.

When the curvature is estimated based on the angular velocity detected by the angular velocity sensor, the estimated curvature is different even when traveling in the same curve section due to the zero point deviation ZG of the angular velocity sensor.
For example, in the case of the example in FIG. 3, the waveform is the same for the first run (indicated by ● in the figure) and the second run (indicated by ○ in the figure), but the curvature value is the same. Different. Therefore, when the start position of the curve section is specified when the curvature exceeds a predetermined curve determination threshold value, a deviation SG occurs in the vehicle position at the time of determination.

On the other hand, as shown in FIG. 3, the curvature change rate is the same in the two runs regardless of the deviation of the zero point of the angular velocity sensor, and the curvature change rate peak PK is generated at the same vehicle position.
Therefore, in this embodiment, the start position or the end position of the curve section is specified by detecting the peak occurrence of the curvature change rate, and the variation in position correction is reduced.

Next, the operation of the embodiment will be described with reference to the drawings.
FIG. 4 is a flowchart of position correction processing according to the embodiment.
In order to facilitate understanding, a case where the curvature of the curved section of the track is constant will be described as an example.
The speed / movement distance calculation unit 31 calculates the speed and movement distance based on the speed pulse signal from the speed generator 11 and the stored wheel diameter. The movement distance is output to the position calculation unit 35, and the speed is output to the curvature estimation unit 33 (step S11).
The angular velocity detector 32 calculates the yaw angular velocity of the vehicle 100 and outputs it to the curvature estimator 33 (step S12).

  The position calculation unit 35 calculates the position of the vehicle 100 based on the movement distance from the speed / movement distance calculation unit 31. The vehicle position is calculated as a kilometer indicating the distance from the reference point of the route (step S13).

  In order to set an initial value of about a kilometer, the position of the vehicle 100 is set to the kilometer of the vehicle stop position at the first station while the first station stops on the route. After departure from the first station, the vehicle position is calculated by adding the travel distance to the stop position kilometer. Information on which station is stopped is obtained by, for example, an input operation by a driver. Or the train number of the vehicle 100 and the information of an operation schedule are acquired, and it specifies based on time information.

  The curvature estimation unit 33 estimates the curvature of the position where the vehicle 100 is currently traveling based on the yaw angular velocity from the angular velocity detection unit 32 and the velocity from the speed / movement distance calculation unit 31, and the peak position extraction unit 38 It outputs to the curvature change rate calculation part 34 (step S14).

The peak position extraction unit 38 refers to the curve information holding unit based on the curvature of the vehicle 100 and the estimated curvature, and determines the curve section (step S15).
In the determination of the curve section, when the absolute value of the curvature estimated by the curvature estimation unit 33 increases exceeding the curve determination threshold, the curve information holding unit 37 is referred to at the current vehicle position, and the start position data of the curve section It is determined whether the current vehicle position is within a predetermined distance range.
When the start position data of the curve section of the curve information holding unit 37 includes data within a predetermined distance range from the current vehicle position, the peak position extraction unit 38 has entered the curve section corresponding to the start position. Judgment is made and the running state is set to “running in a curved section”. In determining the curve section, it is possible to suppress an error in determining the curve section by considering the direction of the curve (right curve or left curve). In this case, only when the start position data of the curve section includes data within a predetermined distance range from the current vehicle position, and the direction of the curve in the curve section matches the direction of the actual curve. It is determined that a curve section has been entered.
If the absolute value of the curvature is less than the curve determination threshold value during “curving section traveling”, the peak position extraction unit 38 determines that the curving section traveling has ended, and sets the traveling state to “straight section traveling”.

If the determination in step S16 is not “curving section traveling” (step S16; No), the process proceeds to step S25.
If it is determined in step S16 that the vehicle is “running in a curved section” (step S16; Yes), the peak position extraction unit 38 uses a curve to calculate the standard occurrence position of the curvature change rate peak corresponding to the running curve section. The information is extracted from the information holding unit 37 and output to the position correction unit 39 (step S17).

The curvature change rate calculation unit 34 calculates the curvature change rate based on the history data of the curvature from the curvature estimation unit 33, and outputs it to the peak position calculation unit 36 (step S18).
The peak position calculation unit 36 detects the occurrence of the curvature change rate peak based on the history data of the curvature change rate (step S19).

If it is determined in step S20 that the curvature change rate peak has not been detected (step S20; No), the process proceeds to step S25.
When the occurrence of the curvature change rate peak is detected in the determination in step S20 (step S20; Yes), the peak position calculation unit 36 calculates the actual vehicle position when the curvature change rate peak occurs, and sends it to the position correction unit 39. Output (step S21). Note that the curvature change rate is calculated based on the history data of the curvature calculated in the past, and therefore there is a time delay. Moreover, the occurrence of the peak is determined after passing through the peak occurrence position. Accordingly, the past vehicle position is adopted as the actual vehicle position at the time of peak change in curvature.

  The position correction unit 39 calculates the difference between the standard occurrence position of the curvature change rate peak calculated in steps S17 and S21 and the actual vehicle position when the curvature change rate peak occurs. Since the difference corresponds to a position detection error at the curvature change rate peak occurrence position, this is set as a position correction amount (step S22).

The position correction unit 39 determines whether or not the calculated absolute value of the position correction amount is within a predetermined threshold (step S23).
The threshold value is for preventing erroneous position correction when a similar curvature change rate peak occurs at different positions. For example, the threshold value is set to about several tens of meters.

  If it is determined in step S23 that the absolute value of the position correction amount exceeds a predetermined threshold value (step S23; No), position correction is not performed and the process proceeds to step S25.

  If it is determined in step S23 that the absolute value of the position correction amount is within a predetermined threshold (step S23; Yes), the position correction unit 39 outputs the calculated position correction amount to the position calculation unit 35. The position calculation unit 35 performs position correction on the vehicle position calculated based on the movement distance based on the position correction amount from the position correction unit 39 (step S24).

The vehicle speed position detection device 20 outputs the speed and position of the vehicle 100 calculated as described above to the support information calculation unit 21.
The assistance information calculation unit 21 calculates driving assistance information for assisting the driving of the driver DR based on the speed and position of the vehicle 100 and outputs the driving assistance information to the assistance information display unit 22.

The support information calculation unit 21 holds, as a database, the optimum driving curve of the section in which the vehicle 100 travels or creates in real time based on route information, vehicle performance, and diagram information.
The support information calculation unit 21 refers to the optimum driving curve based on the position of the vehicle 100 from the vehicle speed position detection device 20 and calculates a target speed according to the position of the vehicle 100.

The support information calculation unit 21 compares the speed of the vehicle 100 from the vehicle speed position detection device 20 with the calculated target speed, determines a driving operation such that the speed of the vehicle 100 is close to the target speed, and supports driving Calculate as information.
The assistance information display unit 22 displays the calculated driving assistance information on the screen. The driver DR performs driving based on the displayed driving support information.
The vehicle speed position detection device 20 determines whether or not traveling has ended after arriving at the terminal station (step S25).
If it is determined in step S25 that traveling has not ended (step S25; No), the process proceeds to step S11 again, and the process is similarly continued.
If it is determined in step S25 that the travel has ended (step S25; Yes), the process ends.

  As described above, by using both the curvature of the curve of the track and the curvature change rate, even when the zero point of the angular velocity sensor is shifted, the curve start / end position can be accurately identified and the position can be corrected. . Therefore, even in a section where GNSS information cannot be acquired, accurate position detection can be performed without installing ground facilities.

  More accurate driving assistance can be performed by using accurate position detection information.

[2] Second Embodiment A second embodiment will be described with reference to the drawings.
FIG. 5 is a schematic block diagram of the vehicle operation control apparatus of the second embodiment.
In FIG. 5, the same parts as those in the first embodiment are denoted by the same reference numerals.

The second embodiment is different from the first embodiment in that a vehicle driving control device 50 including a vehicle speed position detecting device 20 is provided instead of the vehicle driving support device 10 including the vehicle speed position detecting device 20. 100 is a point provided with the drive braking control apparatus 12 which operate | moves under control of the vehicle driving control apparatus 50. FIG.
Here, the vehicle operation control device 50 includes a control command calculation unit 51 and a control command transmission unit 52 instead of the support information calculation unit 21 and the support information display unit 22 of the first embodiment.

  In the above configuration, the control command calculation unit 51 holds the optimum driving curve of the section in which the vehicle 100 travels in a database or creates it in real time based on route information, vehicle performance, and diagram information.

  The control command calculation unit 51 refers to the optimum driving curve based on the position of the vehicle 100 from the vehicle speed position detection device 20 and extracts a target speed according to the position of the vehicle 100.

The control command calculation unit 51 compares the speed of the vehicle 100 from the vehicle speed position detection device 20 with the calculated target speed, determines an operation control command so that the speed of the vehicle 100 is close to the target speed, and performs control. Output to the command transmitter 27.
The control command transmission unit 27 outputs a driving control command to the drive braking control device 12 of the vehicle 100 to control driving of the vehicle.

Similar to the first embodiment, the second embodiment also uses the curvature of the curve of the track and the rate of change of curvature to start / end the curve section even when the zero point of the angular velocity sensor is shifted. The position can be accurately identified and the position can be corrected. Therefore, even in a section where GNSS information cannot be acquired, accurate position detection can be performed without installing ground facilities.
By using accurate position detection information, more appropriate operation control can be performed.

[3] Modification of Embodiment In the above embodiment, the vehicle position is specified in kilometers, but the same effect can be obtained not only with kilometers but also with position information such as latitude and longitude. .
Further, in the above embodiment, the position correction amount is determined based on the occurrence position of the curvature change rate peak, but instead of the curvature change rate peak, the position correction amount is determined based on the occurrence position of the angular acceleration peak. Even if it is determined, the same effect can be obtained.

  The vehicle speed position detection device, the vehicle driving support device, or the vehicle driving control device of this embodiment includes a control device such as a CPU, a storage device such as a ROM (Read Only Memory) and a RAM, and an external device such as an HDD and a CD drive device. And a hardware configuration using a normal computer including a peripheral device such as a normal display.

  A program executed by the vehicle speed position detection device, the vehicle driving support device, or the vehicle driving control device of the present embodiment is a file in an installable format or an executable format, and is a CD-ROM, a flexible disk (FD), a CD- The program is recorded on a computer-readable recording medium such as R and DVD (Digital Versatile Disk).

In addition, the program executed by the vehicle speed position detection device, the vehicle driving support device or the vehicle driving control device of the present embodiment is stored on a computer connected to a network such as the Internet, and is provided by being downloaded via the network You may comprise so that it may do. Further, a program executed by the vehicle speed position detection device, the vehicle driving support device, or the vehicle driving control device of the present embodiment may be provided or distributed via a network such as the Internet.
In addition, the program of the vehicle speed position detection device, the vehicle driving support device, or the vehicle driving control device of the present embodiment may be configured to be provided by being incorporated in advance in a ROM or the like.

  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 100 Vehicle 10 Vehicle drive assistance apparatus 11 Speed generator 12 Drive braking control apparatus 20 Vehicle speed position detection apparatus 21 Support information calculation part 22 Support information display part (support information presentation part)
27 Control command transmission unit 31 Speed / movement distance calculation unit 32 Angular velocity detection unit 33 Curvature estimation unit 34 Curvature change rate calculation unit 35 Position calculation unit 36 Peak position calculation unit 37 Curve information holding unit 38 Peak position extraction unit 39 Position correction unit 50 Vehicle operation control device 51 Control command calculation unit 52 Control command transmission unit D11 Curve section number data D12 Curve direction D13 Standard position where curvature exceeds curve determination threshold (start position side of curve section)
D14 Standard occurrence position of curvature change rate peak (start position side of curve section)
D15 Standard value of curvature change rate peak (start position side of curve section)
D16 Standard position where curvature is less than curve determination threshold (end position side of curve section)
D17 Standard generation position of curvature change rate peak (end position side of curve section)
D18 Standard value of curvature change rate peak (end position side of curve section)

Claims (10)

A vehicle speed position detection device mounted on a railway vehicle,
A position calculating unit that calculates the position of the railway vehicle based on a moving distance and a position correction amount of the railway vehicle;
A curve information holding unit storing curve information including an occurrence position of an extreme value of an angular acceleration or an extreme value of a curvature change rate of each curve section;
The actual occurrence position of the extreme value of the angular acceleration or the curvature change rate detected by the railway vehicle, and the extreme value of the angular acceleration or the curvature change rate of the running curve extracted with reference to the curve information A position correction unit that calculates the position correction amount based on a standard generation position of the value;
A vehicle speed position detecting device. The position correction unit includes an actual generation position of the extreme value of the angular acceleration or the curvature change rate detected by the railway vehicle, and the extreme value of the angular acceleration of the running curve extracted with reference to the curve information. Or, the difference between the standard occurrence position of the extreme value of the curvature change rate and the position correction amount is calculated.
The vehicle speed position detection apparatus according to claim 1. The curve information holding unit further stores a standard value of the extreme value,
The vehicle speed position detection device according to claim 1 or 2. It has an angular velocity detector that detects the yaw angular velocity,
Calculating the extreme value of the angular velocity or the extreme value of the curvature change rate based on the yaw angular velocity;
The vehicle speed position detection apparatus according to any one of claims 1 to 3. The position correction unit outputs the position correction amount used by the position calculation unit when the calculated position correction amount is within a predetermined threshold.
The vehicle speed position detection apparatus as described in any one of Claims 2 thru | or 4. The position correction unit is extracted when the calculated position correction amount is within a predetermined threshold, and with reference to the extreme value of the angular acceleration or the curvature change rate detected by the vehicle and the curve information. If the difference between the extreme value of the angular acceleration of the running curve or the standard value of the extreme value of the curvature change rate is within a predetermined threshold, the position correction amount used in the position calculation unit Output as
The vehicle speed position detection apparatus according to claim 4. A vehicle driving support device mounted on a railway vehicle,
A position calculating unit that calculates the position of the vehicle based on a moving distance and a position correction amount of the vehicle;
A curve information holding unit storing curve information including an occurrence position of an extreme value of an angular acceleration or an extreme value of a curvature change rate of a curve section;
The actual occurrence position of the extreme value of the angular acceleration or curvature change rate detected by the vehicle, and the extreme value of the angular acceleration or curvature change rate of the running curve extracted with reference to the curve information A position correction unit that calculates the position correction amount based on the standard occurrence position of
A support information calculation unit that calculates driving support information based on the position of the vehicle and the speed of the vehicle;
A support information presentation unit for displaying the calculated driving support information;
A vehicle driving support device comprising: A vehicle operation control device that is mounted on a railway vehicle having a drive control device and performs operation control of the vehicle,
A position calculating unit that calculates the position of the vehicle based on a moving distance and a position correction amount of the vehicle;
A curve information holding unit storing curve information including an occurrence position of an extreme value of an angular acceleration or an extreme value of a curvature change rate of a curve section;
The actual occurrence position of the extreme value of the angular acceleration or curvature change rate detected by the vehicle, and the extreme value of the angular acceleration or curvature change rate of the running curve extracted with reference to the curve information A position correction unit that calculates the position correction amount based on a standard occurrence position of
A control command calculation unit that calculates a control command based on the corrected position of the vehicle and the speed of the vehicle;
A control command transmission unit that transmits the calculated control command as an operation control command to the drive control device;
A vehicle operation control device comprising: A method executed by a vehicle speed position detection device mounted on a railway vehicle having a curve information holding unit storing curve information including an occurrence position of an extreme value of an angular acceleration or an extreme value of a curvature change rate of a curve section. ,
A step of calculating the vehicle position based on a moving distance degree and a position correction amount of the vehicle;
The actual occurrence position of the extreme value of the angular acceleration or curvature change rate detected by the vehicle, and the extreme value of the angular acceleration or curvature change rate of the running curve extracted with reference to the curve information A process of calculating the position correction amount based on the standard occurrence position of
With a method. A program for controlling a vehicle speed position detection device mounted on a railway vehicle having a curve information holding unit storing curve information including an occurrence position of an extreme value of an angular acceleration or an extreme value of a curvature change rate in a curved section by a computer. And
The computer,
Means for calculating a position of the vehicle based on a moving distance and a position correction amount of the vehicle;
The actual occurrence position of the extreme value of the angular acceleration or curvature change rate detected by the vehicle, and the extreme value of the angular acceleration or curvature change rate of the running curve extracted with reference to the curve information Means for calculating the position correction amount based on the standard occurrence position of
Program to make it work.

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