JP2022032727A - Train speed and position calculation device, train operation support device, train operation control device and train speed and position calculation method - Google Patents

Abstract

To calculate a speed and a position of a train with good accuracy even during occurrence of idling and sliding.SOLUTION: A train speed and position calculation device comprises: an acceleration detection part which detects an acceleration in a travel direction of a train; an acceleration calibration part which, when the train stops, determines a gradient of a location of the acceleration detection part with reference to a gradient information holding part, and calibrates zero point of the acceleration detection part on the basis of comparison between an acceleration according to the gradient and a detection value of the acceleration detection part to calculate a calibration acceleration; an actual acceleration estimation part which, when the train travels, determines a gradient of a location of the acceleration detection part with reference to the gradient information holding part, and estimates an actual acceleration of the train on the basis of an acceleration according to the gradient and the calibration acceleration calculated by the acceleration calibration part; a position calculation part which performs time integration of the estimated actual acceleration, and calculates a travel distance and a position of the train; and a gradient information correction part which calculates off-set to be added to the actual acceleration estimated so that the calculated travel distance is close to an actual travel distance, and corrects gradient information corresponding to a location of the acceleration detection part, when the train stops, on the basis of the off-set.SELECTED DRAWING: Figure 1

Description

An embodiment of the present invention relates to a train speed position calculation device, a train operation support device, a train operation control device, and a train speed position calculation method.

In train operation support and operation control, it is necessary to accurately calculate the speed and position of the train.
Generally, a speed generator or the like is used to calculate the speed and position of the train based on the pulse generated according to the rotation of the wheels.
However, when slipping or sliding occurs, the rotation of the wheels and the progress of the train do not correspond, and the speed and position of the train cannot be calculated correctly.
More specifically, when slipping occurs, the train does not travel even if the wheels are rotating. Also, when gliding occurs, the train is traveling even if the wheels are not rotating.
In order to solve such a problem, a technique has been proposed in which the speed and position of a train are calculated based on the acceleration detected by an acceleration sensor when slipping or sliding occurs (for example, Patent Document 1).

In the above-mentioned conventional technique, the acceleration detected by the acceleration sensor is corrected according to the gradient of the train position, and the actual acceleration of the train is estimated. This is because the accelerometer cancels out the inertial force for acceleration / deceleration of the train according to the gradient and the slope direction component of gravity, and cannot correctly detect the acceleration of the train during gradient traveling. Therefore, the actual acceleration of the train was estimated.

Then, by integrating the estimated actual acceleration, the speed and position of the train can be calculated correctly even when traveling on a slope. Since the acceleration sensor does not use the rotation of the wheels and detects the acceleration by the inertial force for acceleration / deceleration in the traveling direction of the train, it is not affected by slipping or sliding. Therefore, the speed and position of the train can be calculated accurately even when slipping or sliding occurs.

On the other hand, in the accelerometer, the zero point may shift with time due to the influence of temperature and the like. Due to the deviation of the zero point, a minute acceleration is detected even though it is not actually accelerating. Then, the velocity changes depending on the integral of the detected acceleration.
Even if there is a slight deviation of the zero point, a large velocity and position calculation error may occur due to long-term integration.

In order to solve such a problem, a technique has been proposed in which the zero point of the acceleration sensor is calibrated for each stop at a station to improve the accuracy of acceleration detection (for example, Patent Document 2). If the station has a gradient, it is correct that the detection value of the accelerometer while the vehicle is stopped is not 0, but a value according to the gradient of the station.

Therefore, in the technique described in Patent Document 2, the gradient information is stored as a database on the vehicle, and the detection value of the acceleration sensor while the vehicle is stopped at the station is calibrated so as to be a value corresponding to the gradient of the station. conduct. By making such a correction, the detection value of the acceleration sensor becomes 0 when the vehicle is stopped at a horizontal station.

Japanese Patent Application Laid-Open No. 2003-4758 Japanese Unexamined Patent Publication No. 2017-147825

However, in the technique described in Patent Document 2, when the gradient information used in the zero point calibration of the acceleration sensor contains an error, a velocity and position calculation error due to the gradient error occurs.
The present invention has been made to solve the above problems, and is a train speed position calculation device, a train operation support device, and a train operation capable of reducing an error in gradient information and improving the calculation accuracy of train speed and position. It is an object of the present invention to provide a control device and a method for calculating a train speed position.

The train speed position calculation device of the embodiment includes a gradient information holding unit that holds gradient information of the route on which the train travels, an acceleration detecting unit that detects acceleration in the traveling direction of the train, and a case where the train is stopped. In addition, the gradient of the installation position of the acceleration detection unit is obtained with reference to the gradient information holding unit, and the zero point of the acceleration detection unit is determined based on the comparison between the acceleration corresponding to the gradient and the detection value of the acceleration detection unit. Acceleration calibration unit that calibrates and calculates calibration acceleration, and when the train is running, the gradient of the installation position of the acceleration detection unit is obtained with reference to the gradient information holding unit, and the acceleration according to the gradient is obtained. Based on the calibration acceleration calculated by the acceleration calibration unit, the actual acceleration estimation unit that estimates the actual acceleration of the train and the position calculation that calculates the mileage and position of the train by time-integrating the estimated actual acceleration. Calculates the offset to be added to the estimated actual acceleration so that the calculated mileage is close to the actual mileage, and corresponds to the installation position of the acceleration detection unit when the vehicle is stopped based on the offset. A gradient information correction unit for correcting the gradient information is provided.

FIG. 1 is a block diagram showing a configuration example of the train speed position calculation device and the train operation support device of the first embodiment. FIG. 2 is a diagram showing an example of a route on which a train travels according to the first embodiment. FIG. 3 is a flowchart showing an example of a process executed by the train speed position calculation device according to the first embodiment when the train is stopped. FIG. 4 is a flowchart showing an example of a process executed by the train speed position calculation device according to the first embodiment when the train is running. FIG. 5 is a diagram showing the relationship between the train position and the speed calculated by the train speed position calculation device. FIG. 6 is a block diagram showing a configuration example of the train speed position calculation device and the train operation control device of the second embodiment.

Hereinafter, embodiments will be described with reference to the drawings.
[1] First Embodiment FIG. 1 is a block diagram showing a configuration example of a train speed position calculation device and a train operation support device of the first embodiment.

The train speed position calculation device 10 is mounted on the train 100 and calculates the speed and position of the train 100.

The train speed position calculation device 10 includes a gradient information holding unit 11, an acceleration detection unit 12, an acceleration calibration unit 13, an actual acceleration estimation unit 14, an acceleration integrated speed calculation unit 15, an acceleration integrated position calculation unit 16. It includes a gradient error correction unit 17, a speed generator 18, a pulse speed calculation unit 19, a pulse position calculation unit 20, and a train speed position determination unit 21.

The gradient information holding unit 11 holds information on the gradient of the line on which the train 100 travels in association with the position of the train 100.

The acceleration detection unit 12 is, for example, a general-purpose acceleration sensor using MEMS (Micro Electro Mechanical Systems) technology.

The acceleration calibration unit 13 calibrates the acceleration detected by the acceleration detection unit 12. Specifically, when the train 100 is stopped at a station or the like, first, the installation position of the acceleration detection unit 12 (for example, when it is installed in the leading vehicle and when it is installed in the trailing vehicle, The gradient of (the position is approximately different by the train length) is extracted from the gradient information holding unit 11.

Next, the difference between the acceleration detected by the acceleration detection unit 12 and the theoretical acceleration to be detected by the acceleration detection unit 12 according to the extracted gradient is calculated and used as a zero point error. Then, the calibration acceleration is calculated by subtracting the zero point error from the acceleration detected by the acceleration detection unit 12.

The actual acceleration estimation unit 14 estimates the actual acceleration of the train 100 based on the calibration acceleration calculated by the acceleration calibration unit 13 when the train 100 is running.
Specifically, the train is corrected by correcting the theoretical acceleration to be detected by the acceleration detection unit 12 according to the gradient of the installation position of the acceleration detection unit 12 with respect to the calibration acceleration calculated by the acceleration calibration unit 13. Estimate the actual acceleration of 100.

The acceleration integrated speed calculation unit 15 time-integrates the actual acceleration of the train 100 estimated by the actual acceleration estimation unit 14, and calculates the speed of the train 100.

The acceleration integration position calculation unit 16 time-integrates the train speed calculated by the acceleration integration speed calculation unit 15 to obtain the mileage of the train, and sets the distance to the kilometer (distance from the reference point of the route) set when the station is stopped. The position of the train 100 is calculated by adding the mileage.

The gradient error correction unit 17 should add an offset (positive value or positive value) to the acceleration calculated by the actual acceleration estimation unit 14 so that the mileage from the departure to the stop calculated by the acceleration integration position calculation unit 16 is close to the actual mileage. Negative value) is calculated.
Then, the gradient information of the starting position is corrected based on the calculated offset. Here, the departure position corresponds to the installation position of the acceleration detection unit 12 when the acceleration calibration unit 13 performs calibration while the vehicle is stopped before departure.

Specifically, the time-series data of the acceleration calculated by the actual acceleration estimation unit 14 during the actual running is held, and the time-series data is added to each of the plurality of offsets to calculate the time-integrated mileage. ..
Then, the offset that minimizes the difference from the actual mileage is selected. The selected offset is assumed to be an acceleration error due to the gradient error of the starting position of the time series data.

Next, the gradient error correction unit 17 converts the assumed acceleration error into a corresponding gradient error, and corrects the gradient at the starting position of the time series data by the amount of the gradient.
As a result, the gradient error held in the gradient information holding unit 11 can be reduced, and the calculation error of the train speed and position can be reduced.

The speed generator 18 generates a pulse according to the rotation of the wheels of the train 100.
The pulse speed calculation unit 19 calculates the speed of the train 100 based on the pulse generated by the speed generator 18.

Further, the pulse position calculation unit 20 calculates the mileage and the position of the train 100 based on the pulse generated by the speed generator 18.

The train speed position determination unit 21 has a speed calculated by the pulse speed calculation unit 19, a position calculated by the pulse position calculation unit 20, and a speed and acceleration calculated by the acceleration integrated speed calculation unit 15 according to the occurrence status of slipping or sliding. The speed and position of the train are determined based on the position calculated by the integrated position calculation unit 16.

The train speed position determining unit 21 is information indicating the absolute position of the train 100 acquired from a GNSS (Global Navigation Satellite System) antenna (not shown) or a position correction transponder (not shown) installed on the ground. The position information calculated by the acceleration integration position calculation unit 16 or the position information calculated by the pulse position calculation unit 20 may be corrected based on the above.

Next, the configuration of the train operation support device 30 provided with the train speed position calculation device 10 will be described.
The train operation support measure 30 creates information for supporting the operation of the train driver TRD of the train 100 based on the train speed and position calculated by the train speed position calculation device 10 and an appropriate operation curve of the train 100. It is a device to be provided.
Here, the appropriate operation curve is, for example, an energy-saving operation curve while observing the train schedule, and can be represented by a graph in which the train position is on the horizontal axis and the train speed is on the vertical axis. The train operation support measure 30 assists the driver TRD to operate according to an appropriate operation curve.

The train driving support device 30 includes the train speed position calculation device 10, a driving support information creating unit 31, and a driving support information presenting unit 32.
The driving support information creation unit 31 holds an appropriate driving curve of the route on which the train 100 travels in the driving curve database (not shown), and extracts an appropriate driving curve corresponding to the stations where the train is traveling. do. Alternatively, based on the database (not shown) that holds the route information and vehicle performance and the train schedule information, an appropriate driving curve corresponding to the station where the train is running is created in real time. The extracted or generated optimum driving curve is output to the driving support information presenting unit 32 together with the speed and position of the train.

Further, the driving support information creating unit 31 refers to the optimum driving curve between the stations on which the train 100 travels based on the position of the train 100 calculated by the train speed position calculating device 10, and targets according to the position of the train 100. Extract the speed.
Next, the target speed is compared with the speed of the train 100 calculated by the train speed position calculation device 10, and the target driving operation (power running, coasting, or braking operation) necessary for following the appropriate driving curve is determined. The target driving operation is output to the driving support information presenting unit 32 together with the target speed.

The driving support information presenting unit 32 is a device for presenting the information created by the driving support information creating unit 31 to the driver TRD. For example, it is configured as a liquid crystal display device.
The driving support information presenting unit 32 presents the optimum driving curve acquired from the driving support information creating unit 31 to the driver TRD together with the speed and position of the train. As a result, the driver TRD can visually grasp the relationship between the optimum driving curve and the actual speed and position of the train, and it becomes easy to drive according to an appropriate driving curve.
Further, the driving support information presenting unit 32 presents the target driving operation and the target speed acquired from the driving support information creating unit 31 to the driver TRD. As a result, the driver TRD can visually grasp the necessary driving operation and easily drive according to an appropriate driving curve.

In this way, the driver TRD visually confirms the information displayed on the driving support information presenting unit 32 and performs the driving operation according to the information, so that the driver TRD can perform the driving operation according to the information, even if he / she is not skilled in the driving operation. It is possible to perform appropriate operation according to the train schedule.
The driving support information presenting unit 32 may present the driving support information by voice or the like.

Next, the operation of the train speed position calculation device 10 according to the first embodiment will be described.
FIG. 2 is a diagram showing an example of a route on which a train travels according to the first embodiment.
First, as shown by reference numeral A in FIG. 2, the operation of the train speed position calculation device 10 when the train 100 is stopped at the departure station SS will be described.

FIG. 3 is a flowchart showing an example of a process executed by the train speed position calculation device according to the first embodiment when the train is stopped.
As shown in FIG. 3, when the train 100 is stopped at the departure station SS, the acceleration integration position calculation unit 16 and the pulse position calculation unit 20 set the position of the train 100 as the kilometer of the station where the train 100 is stopped. The degree is set (step S11).
Here, the kilometer is the distance from the reference point on the route R and is information indicating the absolute position.

The station where the train 100 is stopped is determined by, for example, an input operation by the driver TRD. Further, the information on the route table of the driver TRD may be acquired from the train 100, and the station where the train 100 is stopped may be specified based on the information on the route table and the time.

When there is no interface with the outside, for example, the train speed position calculation device 10 is equipped with a GNSS information receiving device, and the correspondence information between the longitude and latitude of the station and the kilometer is stored as a database in the GNSS information. Based on this, the station where the train 100 is stopped may be specified.

Next, the acceleration calibration unit 13 refers to the gradient information holding unit 11 and extracts and specifies the gradient of the line R at the installation position of the acceleration detection unit 12 (step S12). The position of the train 100 is usually based on the position of the tip of the train 100, and when the installation position of the acceleration detection unit 12 is near the tip of the train, the gradient information holding unit 11 is set based on the position of the train 100. Refer to and extract the gradient. On the other hand, when the installation position of the acceleration detection unit 12 is near the tail end of the train, the gradient information holding unit 11 is referred to based on the position rearward by the train length from the position of the train 100, and the gradient is extracted.

Next, the acceleration calibration unit 13 calibrates the acceleration detected by the acceleration detection unit 2 based on the gradient specified in step S12 (step S13).
Specifically, the theoretical acceleration to be detected by the acceleration detection unit is calculated according to the gradient specified in step S12. That is, the acceleration corresponding to the slope direction component of gravity in the gradient is calculated.

The difference between the acceleration detected by the acceleration detection unit 12 and the acceleration corresponding to the slope direction component of gravity corresponds to the zero point error. Therefore, the acceleration calibration unit 13 calibrates the zero point of the acceleration detection unit 12 (acceleration sensor) so that the acceleration detected by the acceleration detection unit 12 and the acceleration corresponding to the slope direction component of gravity match.

Here, when the train 100 is stopped at a station with a slope, the acceleration detection unit 12 continues to detect the acceleration (≠ 0) corresponding to the slope direction component of gravity. Therefore, when the train 100 is stopped, the acceleration integration speed calculation unit 15 does not calculate the speed by time integration of the acceleration. Further, the acceleration integration position calculation unit 16 prevents the position calculation by the time integration of the velocity.

At the departure time, the driver TRD inserts a power line notch, and after the train 100 starts running, the acceleration integrated speed calculation unit 15 starts speed calculation by time integration of acceleration, and the acceleration integration position calculation unit 16 starts running. Start the position calculation by time integration of velocity.

The acceleration to be time-integrated by the acceleration integration speed calculation unit 15 is the actual acceleration estimated by the actual acceleration estimation unit 14 based on the calibration acceleration calculated by the acceleration calibration unit 13.
The speed to be time-integrated by the acceleration integration position calculation unit 16 is the speed calculated by the acceleration integration speed calculation unit 15.

Next, as shown by reference numeral B in FIG. 2, the operation of the train speed position calculation device 10 when the train 100 is traveling between stations will be described.

FIG. 4 is a flowchart showing an example of a process executed by the train speed position calculation device according to the first embodiment when the train is running.
As shown in FIG. 4, when the train 100 is traveling between stations, the actual acceleration estimation unit 14 refers to the gradient information holding unit 11 and extracts the gradient of the line R at the installation position of the acceleration detection unit 12. Specify (step S21).

Next, the actual acceleration estimation unit 14 estimates the actual acceleration of the train 100 based on the gradient specified in step S21 (step S22).
Specifically, the acceleration corresponding to the slope direction component of gravity in the gradient specified in step S21 is calculated, and the calculated acceleration is added to the calibration acceleration calculated by the acceleration calibration unit 3 to obtain an actual acceleration.

Next, the acceleration integrated speed calculation unit 15 calculates the speed of the train 100 by performing time integration of the actual acceleration estimated by the actual acceleration estimation unit 4 with reference to the speed (= zero) of the train 100 when the train is stopped. Step S23).

When slipping or sliding does not occur, the time integration of the actual acceleration may be performed with reference to the speed calculated by the pulse speed calculation unit 19. As a result, the integration error up to that point can be cleared and the integration error can be suppressed.

Next, the acceleration integration position calculation unit 16 calculates the mileage obtained by time-integrating the speed of the train 100 calculated in step S23 with reference to the kilometer of the departure station (departure station SS in FIG. 2). Add up to calculate the position of the train 100 (step S24).

When the absolute position information can be obtained from the GNSS (not shown) or the transponder for position correction (not shown), the time integration of the velocity may be performed with reference to the absolute position information. As a result, the integration error up to that point can be cleared, and the integration error can suppress the accumulation.

The series of processes described above, that is, steps S21 to S24, are repeated at regular intervals while the train 100 is running.

When the running between stations is completed and the train 100 arrives at the next stop station SE, the acceleration integrated speed calculation unit 15 stops the speed calculation by the time integration of the acceleration, and the acceleration integrated position calculation unit 16 determines the speed. Stop the position calculation by time integration.
In addition, the stop station SE will be the new departure station SS, the speed will be 0, and the position will be about the kilometer of the station SE.

The train speed position calculation device 10 repeats the above-mentioned series of processes with the previous stop station SE as a new departure station SS.
The acceleration calibration performed by the acceleration calibration unit 13 when the station is stopped may be performed when the vehicle stops in the middle of a station on the line R, for example, other than the stopped station.

Next, the operation of the gradient error correction unit 17 of the train speed position calculation device 10 according to the first embodiment will be described.
FIG. 5 is a diagram showing the relationship between the train position and the speed calculated by the train speed position calculation device.
In FIG. 5, reference numeral L0 indicates the relationship between the acceleration integrated position and the acceleration integrated speed when the mileage calculated by the train speed position calculation device 10 matches the actual mileage.
In the case of reference numeral L0, the mileage calculated by integrating the acceleration over time is correct, and the gradient of the installation position of the acceleration detection unit 12 while the vehicle is stopped at the departure station, which is extracted from the gradient information holding unit 11, is judged to be correct, and the gradient is determined to be correct. No correction is made.

On the other hand, reference numeral L1 indicates the relationship between the acceleration integration position and the acceleration integration speed when the mileage calculated by the train speed position calculation device 10 is 19 m longer than the actual mileage.
In the case of the symbol L1, there is a possibility that the acceleration is evaluated more than the actual one due to the influence of the gradient error in the acceleration calibration while the train is stopped at the departure station.
In order to estimate the gradient error, the gradient error correction unit 7 calculates the mileage by adding an offset to the time series data of the acceleration from the departure station to the stop station calculated by the actual acceleration estimation unit 4. The mileage is calculated for multiple offsets, and the offset with the smallest difference from the actual mileage is selected.

It is assumed that the difference from the actual mileage is the smallest when the offset is set to −0.017 km / h / s with respect to the acceleration data at the time of creating the code L1. That is, when the time-series data of the acceleration from the departure station to the stop station is shifted to the minus side by 0.017 km / h / s and integrated, the difference from the actual mileage is assumed to be the smallest.

0.017 km / h / s corresponds to a gradient of 0.5 ‰, and the gradient at the installation position of the acceleration detection unit 12 while the vehicle is stopped at the departure station held by the gradient information holding unit 1 has an error of +0.5 ‰. It may be.

For example, if the acceleration is calibrated assuming that the gradient at the installation position of the acceleration detection unit 12 while the vehicle is stopped at the departure station is +0.5 ‰ (uphill gradient), the acceleration while the vehicle is stopped is equivalent to +0.5 ‰. Calibrate the zero point so that it becomes (positive value, acceleration side) so that the acceleration detected in the horizontal state becomes 0. At this time, if the actual gradient of the above installation position is 0 ‰, the value of acceleration (positive value, acceleration side) corresponding to +0.5 ‰ (upward gradient) is detected in the horizontal state, and the zero point. Is deviated by the acceleration corresponding to +0.5 ‰. This causes overestimation of acceleration.

If the selected offset is negative and the acceleration is overestimated, the gradient needs to be corrected to the negative side. Therefore, the gradient at the installation position of the acceleration detection unit 12 while the vehicle is stopped at the departure station, which was held by the gradient information holding unit 11, is corrected to be 0.5 ‰ smaller.

Further, reference numeral L2 indicates the relationship between the acceleration integrated position and the acceleration integrated speed when the traveling distance calculated by the train speed position calculation device 10 is 19 m shorter than the actual traveling distance.
In the case of the symbol L2, there is a possibility that the acceleration is evaluated to be smaller than the actual one due to the influence of the gradient error in the acceleration calibration while the train is stopped at the departure station.
In order to estimate the gradient error, the gradient error correction unit 7 calculates the mileage by adding an offset to the time series data of the acceleration from the departure station to the stop station calculated by the actual acceleration estimation unit 4. The mileage is calculated for multiple offsets, and the offset that minimizes the difference from the actual mileage is selected.

For example, when the offset is +0.017 km / h with respect to the acceleration data at the time of creating the code L2, it is assumed that the difference from the actual mileage is the smallest. That is, when the time-series data of the acceleration from the departure station to the stop station is shifted to the plus side by 0.017 km / h / s and integrated, the difference from the actual mileage is assumed to be the smallest.

0.017 km / h / s corresponds to a gradient of 0.5 ‰, and the gradient at the installation position of the acceleration detection unit 12 while the vehicle is stopped at the departure station held by the gradient information holding unit 11 has an error of 0.5 ‰. It may be.

For example, if the acceleration is calibrated assuming that the gradient at the installation position of the acceleration detection unit 12 while the vehicle is stopped at the departure station is -0.5 ‰ (downward gradient), the acceleration while the vehicle is stopped is equivalent to -0.5 ‰. The zero point is calibrated so that the acceleration is (negative value, deceleration side), and the acceleration detected in the horizontal state becomes 0. At this time, if the actual gradient of the above installation position is 0 ‰, the value of acceleration (negative value, deceleration side) corresponding to -0.5 ‰ (downward gradient) is detected in the horizontal state, and it is zero. The points are shifted by the acceleration corresponding to -0.5 ‰. This causes the underestimation of acceleration.

If the selected offset is positive and the acceleration is underestimated, the gradient needs to be corrected to the positive side. Therefore, the gradient value at the installation position of the acceleration detection unit 2 while the vehicle is stopped at the departure station, which was held by the gradient information holding unit 11, is greatly corrected by 0.5 ‰.

As shown in the example of FIG. 5, even with a gradient error of 0.5 ‰, a distance error of 19 m occurs. Therefore, it is important to correct the gradient error in order to improve the calculation accuracy of speed and position.

As a case where such a gradient error occurs, after setting the gradient of the gradient information holding unit 11 based on the civil engineering drawing of the route, the actual gradient may change due to additional construction or aging. It is conceivable that there is a difference between the original design gradient and the actual gradient.

Further, when the installation position of the acceleration detection unit 2 when the station is stopped is near the gradient change point, the vehicle in which the acceleration detection unit 2 is installed is on the line across sections having different gradients. Therefore, the gradient of the installation position of the acceleration detection unit 2 is an intermediate value between the front and rear gradient sections.

Further, when the gradient difference between the two sections is large, a vertical curve is inserted. However, when the gradient information holding unit 11 is referred to at the installation position of the acceleration detection unit 2, the gradient value of either of the different sections is extracted, so that the gradient error becomes large.

In the above gradient error correction, the actual mileage is the distance calculated from the difference between the starting position and the arrival position of the section, or the pulse position when slipping or sliding has not occurred during the section. The distance calculated by the calculation unit 20 is used.
Further, the correction amount of the offset and the gradient error may vary depending on the running, and it is desirable to perform the gradient correction based on the calculation results in a plurality of running.

When the distance calculated by the pulse position calculation unit 20 is used, it is desirable to compare the mileage and the speed calculated by the pulse speed calculation unit 20 to determine whether or not the gradient error can be corrected. This is because if only the mileage matches and the speeds are different, it may be affected by the gradient error during the mileage, not the deviation of the zero point.

In this embodiment, the gradient error correction unit 7 is provided on the vehicle, but data such as train speed, position, and acceleration may be analyzed offline on the ground to correct the gradient error. For example, the gradient information corrected by using the data at the time of the test run before the start of operation can be created and held in the gradient information holding unit 1.

As described above, according to the first embodiment, by correcting the gradient information of the gradient information holding unit 11, the accuracy of the actual acceleration estimated by the actual acceleration estimation unit 14 can be improved, and slipping and sliding occur. Even at times, the speed and position of the train can be calculated accurately.

Further, according to the train operation support device 30 provided with the train speed position calculation unit 10, it is possible to provide appropriate operation support according to the actual situation based on the accurate speed and position of the train.

[2] Second Embodiment Next, the second embodiment will be described.
The difference between the second embodiment and the first embodiment is that the train operation control device automatically operates the train 100, not the driver 40 manually.

FIG. 6 is a schematic block diagram showing a configuration example of the train speed position calculation device and the train operation control device of the second embodiment.
Since the configuration and operation of the train speed position calculation device 10 of the second embodiment is the same as that of the first embodiment, detailed description thereof will be omitted below.

The train operation control device 40 includes a train speed position calculation device 10, a control command information creation unit 41, and a control command information transmission unit 42.
The control command information creation unit 41 holds an appropriate operation curve of the route on which the train 100 travels as an operation curve database (not shown), and extracts an appropriate operation curve corresponding to the stations where the train is traveling. do. Alternatively, based on the database (not shown) that holds the route information and vehicle performance and the train schedule information, an appropriate driving curve corresponding to the station where the train is running is created in real time.

Further, the control command information creating unit 41 refers to the optimum operation curve between the stations on which the train 100 travels based on the position of the train 100 calculated by the train speed position calculation device 10, and targets according to the position of the train 100. Extract the speed.

Next, the control command information creating unit 41 compares the target speed with the speed of the train 100 calculated by the train speed position calculation device 10, and operates the drive braking control device 50 so as to follow the appropriate operation curve. The control command of is created and output to the control command information transmission unit 42.

The control command information transmission unit 42 outputs the above control command to the drive braking control device 50 of the train 100, and controls the operation of the train 100.

According to the second embodiment, as in the first embodiment, the accuracy of the actual acceleration estimated by the actual acceleration estimation unit 14 can be improved by correcting the gradient information of the gradient information holding unit 11, and slipping and sliding can be performed. Even when it occurs, the speed and position of the train can be calculated accurately.
Further, according to the train operation control device 40 provided with the train speed position calculation unit 10, it is possible to perform appropriate operation control according to the actual situation based on the accurate speed and position of the train.

Although the embodiments of the present invention have been described above, the above embodiments are merely examples and are not intended to limit the scope of the invention. The above-described embodiment can be implemented in various forms, and various omissions, replacements, and changes can be made without departing from the gist of the invention. The above-described embodiment and its modifications are included in the scope and gist of the invention, and are also included in the scope of the invention described in the claims and the equivalent scope thereof.

10 Train speed position calculation device 11 Gradient information holding unit 12 Acceleration detection unit 13 Acceleration calibration unit 14 Actual acceleration estimation unit 15 Acceleration integration speed calculation unit 16 Acceleration integration position calculation unit 17 Gradient error correction unit 18 Speed generator 19 Pulse speed calculation unit 20 Pulse position calculation unit 21 Train speed position determination unit 30 Train operation support device 31 Operation support information creation unit 32 Operation support information presentation unit 40 Train operation control device 41 Control command information creation unit 42 Control command information transmission unit 50 Drive braking control device 100 trains

Claims (10)

A gradient information holding unit that holds gradient information on the route on which the train travels,
An acceleration detection unit that detects acceleration in the traveling direction of the train, and
When the train is stopped, the gradient of the installation position of the acceleration detection unit is obtained with reference to the gradient information holding unit, and the acceleration according to the gradient is compared with the detection value of the acceleration detection unit. Acceleration calibration unit that calculates the calibration acceleration by calibrating the zero point of the acceleration detection unit,
When the train is running, the gradient of the installation position of the acceleration detection unit is obtained with reference to the gradient information holding unit, and based on the acceleration according to the gradient and the calibration acceleration calculated by the acceleration calibration unit, The actual acceleration estimation unit that estimates the actual acceleration of the train,
A position calculation unit that calculates the mileage and position of the train by integrating the estimated actual acceleration over time.
The offset to be added to the estimated actual acceleration is calculated so that the calculated mileage is close to the actual mileage, and the gradient corresponding to the installation position of the acceleration detection unit when the vehicle is stopped is based on the offset. Gradient information correction unit that corrects information and
Train speed position calculation device equipped with. It has a speed calculation unit that calculates the speed of the train by integrating the estimated actual acceleration over time.
The position calculation unit further integrates the calculated speed to calculate the mileage and position of the train.
The train speed position calculation device according to claim 1. The stop position is the stop position of the train or the stop position on the line.
The train speed position calculation device according to claim 1. As the actual mileage used by the gradient information correction unit, the distance calculated based on the pulse of a speed generator or the like when no slipping or sliding occurs during traveling in the section to be measured of the mileage, or Use the distance calculated from the difference between the departure position and the arrival position of the section, which is about a kilometer.
The train speed position calculation device according to any one of claims 1 to 3. The gradient information correction unit calculates the offset for a plurality of runs and corrects the gradient information of the gradient information holding unit.
The train speed position calculation device according to any one of claims 1 to 3. The gradient information correction unit compares the speed according to the position when the actual acceleration is offset and time-integrated with the actual speed, and determines whether to correct the gradient information of the gradient information holding unit. ,
The train speed position calculation device according to any one of claims 1 to 3. The gradient information correction unit is provided on the ground side.
The train speed position calculation device according to any one of claims 1 to 3. It is a train driving support device that supports driving operations by train drivers.
The train speed position calculation device according to any one of claims 1 to 7.
The operation by the driver is performed by holding or creating the operation curve of the route on which the train travels, and using the operation curve and at least one of the speed and position of the train calculated by the train speed position calculation device. The driving support information creation department that creates driving support information to support
The driving support information presentation unit that presents the driving support information created by the driving support information creation unit to the driver, and the driving support information presentation unit.
Train operation support device equipped with. The train speed position calculation device according to any one of claims 1 to 8.
The drive braking control of the train is maintained or created by holding or creating the operation curve of the line on which the train travels, and using the operation curve and at least one of the speed and position of the train calculated by the train speed position calculation device. A control command information creation unit that calculates control commands for the device,
A control command information transmission unit that transmits a control command calculated by the control command information creation unit to the drive braking control device, and a control command information transmission unit.
Train operation control device equipped with. A train speed position calculation method executed by a train speed position calculation device including a slope information holding unit that holds slope information of the route on which a train travels and an acceleration detection unit that detects acceleration in the traveling direction of the train. There,
When the train is stopped, the gradient of the installation position of the acceleration detection unit is obtained with reference to the gradient information holding unit, and the acceleration according to the gradient is compared with the detection value of the acceleration detection unit. The process of calibrating the zero point of the acceleration detector to calculate the calibration acceleration,
When the train is running, the gradient of the installation position of the acceleration detection unit is obtained with reference to the gradient information holding unit, and the acceleration according to the gradient and the calibration acceleration calculated in the process of calculating the calibration acceleration are used. Based on the process of estimating the actual acceleration of the train,
The process of calculating the mileage and position of the train by integrating the estimated actual acceleration over time,
The offset to be added to the estimated actual acceleration is calculated so that the calculated mileage is close to the actual mileage, and the offset corresponds to the installation position of the acceleration detection unit when the vehicle is stopped. The process of correcting the gradient information and
Train speed position calculation method equipped with.

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