JP4090852B2 - Train travel information detection device by GPS positioning and train travel information detection method - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a train travel information detecting device by GPS positioning and a train travel information detecting method thereof.
[0002]
[Prior art]
In recent years, as a topic related to a satellite positioning system, plans such as modernization of GPS (Global Positioning System) (US), regeneration of GLONASS (Russia), construction of Galileo (Europe) have been announced one after another. In Japan, construction of a quasi-zenith satellite system is under consideration for the start of operation around 2008.
[0003]
This quasi-zenith satellite system has a feature that, since at least one satellite is arranged near the zenith as its name suggests, it can be always captured at an elevation angle of 70 ° or more, and is not easily affected by buildings or the like. In addition, development is being promoted with the goal of ensuring positioning accuracy of about 1 cm for stationary objects and about 25 cm for moving objects by utilizing the electronic reference point of the Geographical Survey Institute.
[0004]
Under such circumstances, development on the application side of satellite positioning is expected to progress. In the aviation field, since GPS positioning is already mainly used as a navigation device, a GPS augmentation system that satisfies the required specifications of positioning accuracy, reliability, continuity (integrity), and integrity (integrity) determined for each flight phase Is being built.
[0005]
Even in the case of railways, it is considered that the application range can be expanded to position detection means for applications where safety is important, such as train control, according to a similar method. However, some measures to improve this problem are required in railways where the reception environment of GPS signals such as shielding by buildings is significantly disadvantageous compared to aircraft.
[0006]
By the way, route information as well as a position detection function is indispensable for so-called train intelligence that applies information technology. For example, in a vehicle body tilt control system, an on-vehicle computer that stores a linear database generates a target angle in a predictive manner and performs control while detecting a position.
[0007]
In addition, the digital ATC scheduled to be introduced to the Yamanote Line / Keihin Tohoku Line and the train control system CARAT (Computer And Radio Aided Train control system) [Non-patent Document 1] that realizes movement blockage are also detected based on route information. Perform security speed control. The reason why such a system is established in the railway is that movement on the track is essentially one-dimensional and it is easier to create route information than a road or the like.
[0008]
When using GPS positioning for railway train position detection with such characteristics, prepare a three-dimensional track map that is more precise than map matching as done in car navigation systems. If it is assumed that a train is present somewhere on the track, it is considered that positioning calculation can be performed only with GPS signals from two satellites. The fact that the number of satellites required for positioning can be halved compared to the positioning method using GPS signals from the four conventional satellites means that performance such as reliability is improved in railways where the GPS signal reception environment is inferior compared to aircraft. Improvements can be made.
[0009]
The inventors of the present application have already proposed as [Patent Document 1] that a GPS receiver is mounted on a railway vehicle to perform GPS positioning of the railway vehicle. In this case, one GPS receiver is mounted on the railway vehicle to perform GPS positioning.
[0010]
[Patent Document 1]
JP 2001-56234 pp. 3-5 FIG.
[0011]
[Non-Patent Document 1]
Haruo Yamamoto, Noriyuki Nishibori: CARAT, RRR, Vol. 56, no. 9, pp. 8-9, 19999.9
[0012]
[Non-Patent Document 2]
Masayuki Matsumoto, Akiyoshi Hosokawa, Chitaro Kawada: Database construction of digital ATC on-board equipment, Proceedings of domestic symposium on cybernetics in railways, pp. 226-229, 200.11
[0013]
[Non-Patent Document 3]
Tadashi Okutani: Information infrastructure for national land management, Annual Report of the National Research Institute, 1, pp. 24-28, 2002.2.3
[0014]
[Non-Patent Document 4]
Akio Yasuda: GPS and its applications, GPS Symposium 2001, pp. 193-216, 2001.11.
[0015]
[Non-Patent Document 5]
Masatoshi Ikeda: Trend of train position detection method, Railway Research Institute report, Vol. 13, no. 8, pp. 1-6, 19999.8
[0016]
[Problems to be solved by the invention]
The on-line position of the train can be specified by line name (including identification of upper and lower lines), kilometer, and number line. Such a simple position identification method is possible because the movement of the train is essentially one-dimensional as described above. However, in this method, when a train passes through a line other than the main line within the station, the distance traveled becomes longer than that via the main line, causing a deviation from about a kilometer, or when the track is detoured or short-circuited due to construction. However, there is a drawback that the occurrence of repeated duplication is inevitable in about a kilometer.
[0017]
Control systems such as a vehicle body tilt control system, digital ATC, and CARAT that perform position detection based on route information require an accurate distance, and therefore do not directly use about a kilometer. For example, in the vehicle body tilt control system, the position of the curve to be controlled is specified by the distance from the reference ATS ground element. In digital ATC, a unique route ID is assigned to every ATC route, and the absolute position is recognized by a combination with the remaining distance in the route [Non-Patent Document 2].
[0018]
In addition, CARAT is similar to this and is expressed by a data link of a logical block having a branch obtained by dividing a line at a node as a unit, and an absolute position is recognized by a block number and a block inner distance.
[0019]
As described above, in each system, by using a method that is easy to use, the existing line position is identified to meet the required level of the system and used for control. Since these systems are based on route information, it is necessary to maintain consistency between ground equipment that may be changed by construction and the corresponding data on the vehicle.
[0020]
Various applications such as driving support system (AHS) and pedestrian ITS, which are positioned at the center of ITS (Intelligent Transport System), allow automobiles and pedestrians to grasp the position on the road with an accuracy of several tens of centimeters. Assuming For this reason, the National Institute for Land and Infrastructure Management (Ministry of Land, Infrastructure, Transport and Tourism) Advanced Information Technology Research Center (hereinafter abbreviated as National Research Institute) is in charge of road alignment and superelevation as part of research and development aimed at establishing an information infrastructure for national land management. A method for constructing road map data (road infrastructure data) with a high accuracy of about 1/500 regarding road structures such as steps on sidewalks is being studied [Non-Patent Document 3].
[0021]
In view of the above situation, an object of the present invention is to provide a train travel information detecting device and a train travel information detecting method based on GPS positioning capable of improving continuity, completeness, and reliability.
[0022]
[Means for Solving the Problems]
In order to achieve the above object, the present invention provides
[1] A train travel information detection device using GPS positioning, comprising a plurality of railway vehicles One organization A plurality of GPS antennas distributed on the train, a GPS receiver connected to the GPS antenna, a train position detection device connected to the GPS receiver, and the train position detection device The cant angle, which is a declination with respect to a straight line extending from the center of the orbital center (the center of the earth) to the position on the orbital centerline that faithfully expresses the three-dimensional alignment by the height of the rail top surface to be arranged including 3D track map and Including the GPS antenna height from the rail top surface A storage device that stores GPS antenna installation position information, and an in-vehicle LAN that connects between the GPS receiver and a train position detection system including a train position detection device, Said A plurality of GPS receivers on the train each receive GPS signals from at least two satellites, and the GPS antenna N Based on the position information, the train position detection device While correcting the trajectory center line, which is a space curve, with the GPS antenna height from the rail top surface and the cant angle By performing positioning calculation, Said It is characterized by knowing the position and direction of the entire train.
[0023]
[ 2 In the train travel information detecting device by GPS positioning described in [1] above, Said By making the distance between different GPS receivers on the train, the elevation angle unchanged, and the clock error predictable, Said A plurality of GPS receivers on a train receive GPS signals from at least one satellite and then receive GPS signals from at least two different satellites as a whole, and the train position detection device performs positioning calculation. It is characterized by that.
[0024]
[ 3 In the train travel information detecting device by GPS positioning described in [1] above, the train position detection system has an inertial sensor.
[0025]
[ 4 〕the above〔 3 In the train travel information detecting device by GPS positioning described above, the inertial sensor is an angular velocity sensor.
[0026]
[ 5 〕the above〔 3 In the train travel information detecting device by GPS positioning described above, the inertial sensor is an angular velocity sensor and an acceleration sensor.
[0027]
[ 6 In the train travel information detecting device by GPS positioning described in [1] above, a odometer is mounted.
[0028]
[ 7 ] In the train travel information detection method by GPS positioning, it consists of a plurality of railway vehicles One organization GPS antennas and GPS receivers distributed on a train, and a train position detector When , Faithfully express 3D linearity at the height of rail top surface Orbit Center line And the sky From the center of the coordinate (center of the earth) Orbit A three-dimensional line map including a cant angle, which is a declination with respect to a straight line extending to a position on the center line; With , Said A plurality of GPS receivers on the train each receive GPS signals from at least two satellites, Includes GPS antenna height from rail top surface Based on the GPS antenna installation position information, the train position detection device While correcting the trajectory center line, which is a space curve, with the GPS antenna height from the rail top surface and the cant angle By performing positioning calculation, Said It is characterized by knowing the position and direction of the entire train.
[0029]
[ 8 〕the above〔 7 ] In the train travel information detection method by the GPS positioning described, Said By making the distance between different GPS receivers on the train, the elevation angle unchanged, and the clock error predictable, Said A plurality of GPS receivers on a train receive GPS signals from at least one satellite and then receive GPS signals from at least two different satellites as a whole, and the train position detection device performs positioning calculation. It is characterized by that.
[0030]
DETAILED DESCRIPTION OF THE INVENTION
Hereinafter, embodiments of the present invention will be described with reference to the drawings.
[0031]
FIG. 1 is a schematic diagram of the structure of a three-dimensional track map according to the present invention.
[0032]
In this figure, there is a line 1 in a three-dimensional space having x, y and z axes. Orbit It can be drawn by a center line (dotted line) 2, has a gradient 3, and has a vertical curve 4, a straight line 5, a relaxation curve 6, a circular curve 7 and the like. Also, from the center of spatial coordinates (center of the earth) Orbit A cant angle θ that is a declination with respect to a straight line extending to a position on the center line is used.
[0033]
[1] Principle of GPS positioning of trains using 3D track maps
First, a train position detection method that mainly uses GPS positioning on the premise of using a three-dimensional track map will be described.
[0034]
In normal GPS positioning, the observation point position is set to three unknowns x, y, and z, and the position of the i-th satellite is set to x. _si , Y _si , Z _si , The pseudorange between the satellite and the observation point is r _i When the influence on the distance due to the clock error of the GPS receiver is s, the following equation (1) is established [Non-Patent Document 3].
[0035]
r _i = √ [(xx _si ) ² + (Y−y _si ) ² + (Z−z _si ) ² ] + S (1)
In this case, in order to obtain the four unknowns of the three-dimensional coordinates of the observation point and the receiver clock error, four equations are required, and therefore at least four satellites must be observed.
[0036]
On the other hand, in a railway, since the movement of the train is essentially one-dimensional, the train position is the movement distance d (from the initial position). _T The track that is the trajectory is determined by the movement distance d as a space curve as shown in the following equation (2). _T The auxiliary variable can be displayed by
[0037]
γ (d _T ) = [X (d _T ), Y (d _T ), Z (d _T ]] ... (2)
If there is no branching point on the track, or if there is an opening direction of the branching device, equation (2) is traced unless the train derails, so equation (1) is used for GPS positioning on the train. Is expressed by the following equation (3).
[0038]
r _i = √ {[x (d _T -X _si ] ² + [Y (d _T -Y _si ] ² + [Z (d _T -Z _si ] ² } + S (3)
Where x (d _T ), Y (d _T ), Z (d _T ) Is uniquely determined by the moving distance if a three-dimensional track map is used. Therefore, if it is clear that the train is located somewhere on one track in the 3D track map, the unknown is d _T And s. In other words, two equations are necessary for obtaining the unknown, and positioning calculation is possible if at least two satellites can be observed.
[0039]
FIG. 2 is an explanatory diagram of the principle of GPS positioning of a train using the three-dimensional track map according to the present invention.
[0040]
In this figure, 11 is a train, 12 is a track, 13 is Orbit A center line (dotted line), 14 is a first satellite, and 15 is a second satellite.
[0041]
To determine the movement path of the GPS antenna on the train 11, information on the track 12 side Orbit The center line 13 and the cant angle are the minimum required. here, Orbit The center line 13 is the height of the rail top surface, and it is assumed to faithfully represent a three-dimensional alignment (see FIG. 1) such as a straight line 5, a circular curve 7, a relaxation curve 6, a gradient 3, and a vertical curve 4. The cant angle is from the center of spatial coordinates (= center of the earth) Orbit It is given as a declination with respect to a straight line extending to a position on the center line.
[0042]
FIG. 3 is a minimum configuration diagram of a train position detection apparatus according to the present invention.
[0043]
In this figure, 21 is a GPS antenna distributed in a train, 22 is a GPS receiver, 23 is a train position detection device, 24 is a positioning calculation unit in the train position detection device 23, and 25 is a track identification / trace unit. , 26 is an antenna height storage device from the rail surface, 27 is a three-dimensional track map storage device, and 28 is an angular velocity sensor for determining the branching direction.
[0044]
In the implementation of the train position detection device 23, as shown in FIG. 3, the GPS receiver 22 is a normal one, but is set to output a pseudorange. The train position detection device 23 main body stores a three-dimensional track map in the three-dimensional track map storage device 27 and is a space curve. Orbit Positioning calculation is performed while correcting the center line by the antenna height and cant angle from the rail surface. In addition, if the information regarding the opening direction of a branching device is not given, the angular velocity sensor 28 will be needed for judgment of a branching direction.
[0045]
With the above configuration, the number of satellites required for GPS positioning is two, which is halved compared to the case where four satellites are required as in the prior art, so the reliability is improved. In addition, since it is possible to recognize a situation in which a solution is not required on the track due to an abnormality in the GPS signal or the like, it also contributes to an improvement in integrity.
[0046]
In order to maintain the continuity of position detection in railways where shielding of GPS signals by buildings or the like is unavoidable, a method using a sensor such as a speed generator or an acceleration sensor is generally used. Among them, a sensor having a good compatibility with the three-dimensional track map is an acceleration sensor.
[0047]
FIG. 4 is a configuration diagram of a train position detection apparatus according to the present invention.
[0048]
In this embodiment, an acceleration sensor 31 and a line trace section 32 are added to the apparatus of the first embodiment. The line trace section 32 includes information from the acceleration sensor 31 and information from the angular velocity sensor 28. The actual travel distance is calculated by adding the train travel distance, and the acceleration and angular velocity applied to the vehicle linearly as the train travels is detected, and the position on the track is traced using the 3D track map. At the same time, the line identification / trace unit 25 identifies and traces the line based on information from the antenna height storage device 26 and the three-dimensional line map storage device 27, and identifies and traces the line by GPS positioning. Can be configured to perform comparative verification and mutual complementation with the trace portion 32 of the track by an inertial sensor (acceleration sensor, angular velocity sensor). .
[0049]
That is, while traveling, the train position detection device 30 main body 3 based on an inertial sensor composed of an acceleration sensor 31 and an angular velocity sensor 28 is independent of GPS positioning based on the three-dimensional track map from the three-dimensional track map storage device 27. Trace the dimensional track map. By these comparison and collation, the completeness and reliability can be improved as compared with the configuration of the first embodiment.
[0050]
In addition, although the said train position detection apparatus is shown one piece, in the case of one vehicle, the group is arrange | positioned in the front and back of a vehicle, and each receives the GPS signal from at least two satellites, and information By giving and receiving, it is possible to grasp the position and direction of the railway vehicle.
[0051]
FIG. 5 is a block diagram of a train position detecting device showing a first embodiment of the present invention, FIG. 5 (a) is an overall block diagram of the train position detecting device, and FIG. 5 (b) is a configuration of the position detecting device. FIG.
[0052]
In this embodiment, 101 is a train composed of a plurality of vehicles 101-1, 101-2, ..., 101-n, 110 is a first train position detection system, 111 is a GPS antenna, 112 is a GPS receiver, and 113 is Train position detection apparatus, 114 is an angular velocity sensor, 115 is an acceleration sensor, 121 is an in-vehicle LAN disposed in a plurality of vehicles 101-1, 101-2, ..., 101-n, and 130 is an nth train position detection system. 131 is a GPS antenna, 132 is a GPS receiver, 133 is a train position detection device, 134 is an angular velocity sensor, and 135 is an acceleration sensor.
[0053]
As shown in FIG. 5 (b), the train position detecting devices 113 and 133 described above perform positioning calculation and checking unit 201 for performing positioning calculation and checking by inputting the receiver ID and pseudorange, and identifying and tracing the track. Line identification / trace unit 202 to be performed, position information storage unit 203 on the organization of each sensor, three-dimensional line map storage unit 204, line trace for taking in the line by taking in sensor ID / acceleration and sensor ID / angular velocity Part 205.
[0054]
Utilizing all of the GPS receivers and various sensors distributed and arranged on one knitting, grasps the position and orientation of the entire line of the knitting. Therefore, each device is connected to the in-vehicle LAN 121. In this configuration, since the installation positions of the receivers and sensors in the organization are important, the train position detection device main body recognizes these positions and identifies output messages. Therefore, it is necessary to add functions such as sending identification information to the sensor and receiver side. If the GPS antennas 111 and 131 are installed on each cab roof, not only the reliability is improved by simply having a redundant configuration, but the same factor (building or station Etc.) has an advantage that it is difficult to be affected by shielding.
[0055]
In addition, if the receiver clocks are synchronized, positioning can be performed even in a situation in which receivers on remote driver's cabs can capture separate satellites one by one.
[0056]
Such a case will be described in detail.
[0057]
If GPS receivers are placed in front of and behind the train, different satellites can be captured because the view is different before and after the train, even if there are minor obstructions such as buildings or fences in the station. Here, by using the pseudo distance received by another GPS receiver in this way, it is possible to adopt a reception method that avoids GPS positioning failure due to slight shielding.
[0058]
FIG. 6 is an explanatory diagram of a method for increasing the GPS positioning rate without using a three-dimensional track map for positioning calculation in such a train.
[0059]
As shown in this figure, positioning by two GPS receivers has eight unknowns. By adding this unknown as a known one, the number of necessary satellites can be reduced. FIG. 6 shows that the number of satellites can be reduced to four.
[0060]
That is, the distance r between the first GPS receiver and the second GPS receiver and the elevation angle φ are unchanged, and the clock error d _t1 , D _t2 Is assumed to be predictable, GPS positioning is possible with four satellites without using a three-dimensional track map for positioning calculation, and positioning is possible without information from an inertial sensor. In other words, in addition to this, if a three-dimensional track map is used for positioning calculation, at least two different satellites as a whole after a plurality of GPS receivers on the train receive GPS signals from at least one satellite By receiving the GPS signal from, positioning is possible without information from the inertial sensor.
[0061]
Therefore, an unknown prediction method that is invariable and predictable will be described below.
[0062]
(1) Prediction of GPS receiver clock error
The GPS receiver time deviates from the true time (GPS time in this case). However, it is possible to know the clock error of the GPS receiver by performing single positioning.
[0063]
r _i = √ [(x _i -X ₀ ) ² + (Y _i -Y ₀ ) ² + (Z _i -Z ₀ ) ² ] -S
(4)
Where r _i Is the pseudorange, (x ₀ , Y ₀ , Z ₀ ) Is the coordinates of the GPS receiver,
(X _i , Y _i , Z _i ) Indicates the coordinates of the i-th satellite.
[0064]
When 4 satellites are received, 4 equations are generated, so (x ₀ , Y ₀ , Z ₀ ) And the GPS receiver clock error s.
[0065]
If the GPS receiver is unable to receive the signal and tries to predict the clock error, it is predicted from the change curve of s in the calculated (predictable) period.
[0066]
The clock accuracy of a general GPS receiver is 10 ^-6 The stability is not so good.
[0067]
FIGS. 7 and 8 are diagrams showing changes in the clock error of an actual GPS receiver, the upper part shows the clock error and the lower part shows the rate of change of the clock error, respectively, and FIG. FIG. 8 shows the change in a short time.
[0068]
If the rate of change predicted with 15-minute data in FIG. 8 is extended to 30 minutes, the prediction corresponding to 6 m per second is shifted. The accuracy of the GPS receiver clock is 10 ^-8 If it is increased to a level (a sufficiently realizable value), the prediction is made within 0.06 m per second, and a prediction within a practical range is possible.
[0069]
(2) Invariance of elevation difference between GPS receivers
The level difference (altitude angle φ) of the GPS receiver changes as the train climbs up and down the track with a level difference, but this condition is satisfied if this is less than the expected error in the measurement position. In other words, the elevation angle φ is fixed to the value when it becomes impossible to receive.
[0070]
(3) Invariance of distance between GPS receivers
When the train turns a curve, the distance r between the GPS receivers changes, but this condition is satisfied if this is less than the expected measurement position error. That is, the distance r is fixed to a value when it becomes impossible to receive.
[0071]
Thus, positioning calculation is performed by assuming these values.
[0072]
FIG. 9 is a schematic diagram showing a train position detection method for increasing the GPS positioning rate without the inertial sensor of the second embodiment of the present invention.
[0073]
Assuming that the clock error of the first GPS receiver 301 and the second GPS receiver 302 and the vector between the two points can be predicted by the above-described method, the pseudo distance received by the second GPS receiver 302 is calculated as the predicted clock. After correcting the clock error with the error, it is converted into a pseudorange received at the location of the first GPS receiver 301.
[0074]
If there are data for a total of four satellites, positioning can be performed by substituting values into the above equation (4) and performing calculations by the positioning computer 303 to perform positioning calculation. In other words, in addition to this, if a three-dimensional track map is used, if there are data of two satellites in total, positioning calculation can be performed and positioning can be performed. This positioning computer 303 does not require a high processing capacity.
[0075]
As described above, in the present invention, by utilizing the feature that the train organization is long, satellite information that cannot be received at a certain positioning point can be supplemented by another GPS receiver, and more reliable GPS positioning can be performed.
[0076]
As for the improvement of completeness, it becomes possible to mutually check the output of each receiver based on the positional relationship of a plurality of antennas. Moreover, there is a possibility that errors due to bugs and the like can be eliminated by using a plurality of GPS receivers as different models.
[0077]
In addition, this invention is not limited to the said Example, A various deformation | transformation is possible based on the meaning of this invention, and these are not excluded from the scope of the present invention.
[0078]
【The invention's effect】
As described above in detail, according to the present invention, the following effects can be obtained.
[0079]
(1) In the GPS positioning of a train using a three-dimensional track map, the positioning accuracy is the best in a situation where two satellites with medium and low elevation angles at the front and rear (azimuth) of the train can be captured. In railways, except for the front and rear of the tunnel, the sky in the front-rear direction of the railway is normally open. Therefore, by using the present invention, it is possible to expect a dramatic improvement in positioning accuracy and reliability in urban areas and mountainous areas. In other words, the present invention can be said to be a method suitable for a Japanese railway with a large urban area and many mountainous areas.
[0080]
(2) When three or more satellites can be acquired, it can be used for checking in the same manner as in RAIM (receiver autonomous integrity monitoring) of the navigation system, which leads to improvement in completeness. Further, when a positioning solution is not obtained on the three-dimensional track map, it can be regarded as an abnormality of the GPS signal, which leads to an improvement in completeness as well.
[0081]
(3) Even when GPS satellites cannot be captured, such as in tunnels, position detection is performed by using an inertial sensor (acceleration sensor, angular velocity sensor) that is compatible with the three-dimensional track map and performing matching processing with the three-dimensional track map. Accuracy can be improved.
[0082]
(4) If the quasi-zenith satellite is operated, satellites that are always located near the zenith contribute to the improvement of VDOP (Vertical Dilution of Precision), and thus the usefulness of the three-dimensional track map including altitude increases.
[0083]
As described above, the train position detection device of the present invention further improves the already proposed train position detection device to improve the performance of GPS positioning by making the track map three-dimensional, and the inertial sensor (acceleration sensor, angular velocity). By improving the affinity with the sensor), the performance of the train position detector can be greatly improved. You see It can be included.
[0084]
In addition, if a precise three-dimensional track map improves the positioning accuracy and makes the receiver easy to use through the operation of the quasi-zenith satellite, there is a possibility that it can be used for various purposes such as absolute position management of tracks, peripheral equipment, and structures. There is. However, in order to establish an application using a three-dimensional track map, it is extremely important to establish a data update framework that is being worked on at the National Institute of Advanced Information Technology.
[Brief description of the drawings]
FIG. 1 is a schematic diagram of the structure of a three-dimensional line map according to the present invention.
FIG. 2 is an explanatory diagram of the principle of GPS positioning of a train using a three-dimensional track map according to the present invention.
FIG. 3 is a minimum configuration diagram of a train position detection apparatus according to the present invention.
FIG. 4 is a configuration diagram of a train position detection apparatus according to the present invention.
FIG. 5 is a block diagram of a train position detection device showing a first embodiment of the present invention.
FIG. 6 is an explanatory diagram of a method for increasing a GPS positioning rate without an inertial sensor according to a second embodiment of the present invention.
FIG. 7 is a diagram showing a change (a long-term change) of a clock error of an actual GPS receiver.
FIG. 8 is a diagram showing a change (short-time change) of an actual clock error of the GPS receiver.
FIG. 9 is a schematic diagram showing a train position detection method for increasing a GPS positioning rate without an inertial sensor according to a second embodiment of the present invention.
[Explanation of symbols]
1,12 tracks
2,13 Orbit Center line (dotted line)
3 slope
4 Vertical curve
5 straight lines
6 Relaxation curve
7 Circular curve
11,101 train
14 First satellite
15 Second satellite
21, 111, 131 GPS antennas distributed on the train
22, 112, 132 GPS receiver
23, 30, 113, 133 Train position detection device
24 Positioning calculator
25,202 Line specific / trace part
26 Antenna height storage device from rail surface
27,204 3D track map storage device
28, 114, 134 Angular velocity sensor
31, 115, 135 Accelerometer
32,205 Track traces
101-1, 101-2, ..., 101-n Multiple vehicles
110 First train position detection system
121 Car LAN
130 nth train position detection system
201 Positioning calculation and check section
203 Positional information storage device for organization of each sensor
301 first GPS receiver
302 second GPS receiver
303 Positioning calculator

Claims (8)

(A) a plurality of GPS antennas distributed and arranged in a train composed of a plurality of railway vehicles;
(B) a GPS receiver connected to the GPS antenna;
(C) a train position detection device connected to the GPS receiver;
(D) The trajectory center line that faithfully represents the three-dimensional alignment at the height of the rail top surface arranged in the train position detecting device and the center of the spatial coordinates (center of the earth) are extended to the position on the orbit center line. A storage device for storing a three-dimensional track map including a cant angle that is a declination with respect to a straight line, and GPS antenna installation position information including a GPS antenna height from the rail top surface ;
(E) The in-vehicle LAN connecting between the GPS receiver and a train position detection system including a train position detection device,
(F) a plurality of GPS receivers on the train receives a GPS signal from a satellite of the at least two aircraft, respectively, on the basis of the GPS antenna Installation location information, wherein the train position detector is space curve Train travel information by GPS positioning, wherein the position and orientation of the entire train are grasped by performing positioning calculation while correcting the track center line with the GPS antenna height from the rail top surface and the cant angle Detection device. In a train traveling information detecting device according to the GPS positioning according to claim 1, wherein the distance between the different GPS receivers on the train, immutable elevation angle, and by a predictable clock error, a plurality of GPS on the train A GPS in which a receiver receives GPS signals from at least one satellite and then receives GPS signals from at least two different satellites as a whole, and the train position detection device performs positioning calculation. Train travel information detection device by positioning.   The train travel information detecting device by GPS positioning according to claim 1, wherein the train position detecting system has an inertial sensor. The train travel information detecting device by GPS positioning according to claim 3 , wherein the inertial sensor is an angular velocity sensor. The train travel information detecting device by GPS positioning according to claim 3 , wherein the inertial sensor is an angular velocity sensor and an acceleration sensor.   The train travel information detecting device by GPS positioning according to claim 1, further comprising a odometer. A GPS antenna and a GPS receiver which is distributed to one organization of the train composed of a plurality of rail cars, and train position detecting device, the track center line to faithfully represent the 3-dimensional linear at the level of the rail head surface and Availability centered between coordinates and a three-dimensional line map including a cant angle is declination for the straight line extended to the position of the track center line from the (center of the earth) of said at least plurality of GPS receivers on the train respectively 2 A GPS signal from the satellite of the aircraft, and based on the GPS antenna installation position information including the GPS antenna height from the rail top surface , the train position detection device defines the track center line as a space curve to the rail top surface. by performing the positioning calculation with corrected by GPS antenna height and the cant angle from measurement GPS is characterized by grasping the train entire rail position and orientation Train traveling information detection method according to. In a train traveling information detecting method according to the GPS positioning according to claim 7, wherein the distance between the different GPS receivers on the train, immutable elevation angle, and by a predictable clock error, a plurality of GPS on the train A GPS in which a receiver receives GPS signals from at least one satellite and then receives GPS signals from at least two different satellites as a whole, and the train position detection device performs positioning calculation. Train travel information detection method by positioning.

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