JP5185575B2 - Train position detection device, body tilt control system, steering system, active vibration suppression system and semi-active vibration suppression system - Google Patents

Description

  The present invention relates to a vehicle position detection device that detects the position of a train based on a speed sensor and a satellite positioning receiver, and a vehicle body tilt control system, a steering system, an active vibration suppression system, and a semi-active vibration suppression system including the same. It is.

  Conventionally, as a method for detecting the traveling position of a train, an ATS (Automatic Train Stop: automatic installed in the vicinity of a track) is obtained by integrating a value obtained by multiplying a wheel rotation speed obtained by a speed generator by a wheel diameter as a traveling distance. There is known a method of calculating the current own vehicle position on the track from the accumulated travel distance from the position of the ground element of a train stop device) or ATC (Automatic Train Control). However, there is a problem that an error occurs in the accumulated travel distance due to a change in wheel diameter due to travel wear, a slip of the wheel, or the like. In view of this, a vehicle position detection system has been proposed that improves the detection accuracy of the vehicle position by using a GPS (Global Positioning System), a yaw rate sensor, and a speed generator (see, for example, Patent Document 1).

This own vehicle position detection system calculates the own vehicle position only from the GPS information when the reception reliability of the GPS information is high. When the GPS information reception reliability is medium, the vehicle position is specified by comparing the yaw rate detected by the yaw rate sensor during traveling with a known yaw rate map while using the vehicle position acquired from the GPS information as a reference. . When the GPS information reception reliability is low, the vehicle position is calculated only from the accumulated travel distance based on the axle rotation speed. Note that the yaw rate map is data stored in advance by associating the yaw rate with the position on the track by recording the output of the yaw rate sensor in advance test running.
JP 2004-271255 A

  However, in the vehicle position detection system, when a train having different specifications from the train at the time of creating the yaw rate map is run, the response characteristics of the yaw rate are different from the vehicle at the time of creating the map. It may not be detected. Therefore, when traveling on a train with different specifications, it takes time and effort to re-create the yaw rate map by performing the test travel again.

  Therefore, an object of the present invention is to make it possible to detect the position of a train on a train with high accuracy without taking time and effort.

The present invention has been made in view of the circumstances as described above. A train position detection device for a train according to the present invention includes a speed sensor that detects the speed of a train in accordance with the axle rotation speed of a wheel, and a positioning satellite. A satellite positioning receiver that periodically calculates its position based on information received from the vehicle, a travel distance from a reference position based on outputs of the speed sensor and the satellite positioning receiver, and an output of the speed sensor A state estimator that estimates an error parameter for correcting the vehicle, and a vehicle position determination that determines a position of the train by calculating a travel distance from a reference position based on outputs of the speed sensor and the state estimator and means, the state estimator, the error parameter update when updating the output of the satellite positioning receiver, in addition to when updating the output of the satellite positioning receiver is not updated to the error parameter, before The own vehicle position determining means determines the position of the train based on the travel distance estimated by the state estimator when updating the output of the satellite positioning receiver, while not updating the output of the satellite positioning receiver. Is corrected using the latest one of the mileage estimated by the state estimator and the latest error parameter estimated by the state estimator when the output of the speed sensor is updated. The travel distance is integrated based on the output of the speed sensor, and the position of the train is determined.

  According to the above configuration, when the travel distance from the reference position is accumulated based on the output of the speed sensor when the satellite positioning signal is not used, the latest one of the estimated travel distances obtained by the state estimator as the accumulated reference position Thus, the accumulated travel distance error caused by wheel diameter change, wheel slip, etc. is hardly accumulated. And since the output of the speed sensor is corrected using the latest error parameter estimated by the state estimator, even if the satellite positioning signal non-use period is relatively long, the wheel diameter changes There is almost no error in the accumulated travel distance caused by wheel slip or the like. Therefore, even if the vehicle position is obtained by integrating the travel distance based on the output of the speed sensor, the accuracy is very good. Also, since the output of the yaw rate sensor is not compared with the yaw rate map, it is not necessary to create a yaw rate map by performing a test run for each train with different specifications, and it can be easily applied to trains with different specifications. Can do. Therefore, it becomes possible to detect the own vehicle position of trains of all specifications with high accuracy.

  It further comprises reliability calculation means for calculating a reception reliability indicating a degree of reliability of the output of the satellite positioning receiver, and the state estimator calculates an estimated speed and noise resistance when calculating the estimated travel distance. The noise parameter has an adjustable noise parameter. When the value of the noise parameter increases, the estimation speed decreases, but noise resistance increases. On the other hand, when the value of the noise parameter decreases, the estimation speed increases instead of noise reduction. The noise parameter is set so as to decrease as the reception reliability obtained by the reliability calculation means increases, while the reception reliability obtained by the reliability calculation means decreases. It may be set so as to increase with time.

  According to the above configuration, the value of the noise parameter is set as needed according to the reception reliability of the satellite positioning receiver, and it is determined at any time whether the estimated speed is prioritized or the noise resistance is prioritized in the state estimator. That is, when the reception reliability increases, priority is given to improving the estimated speed over noise resistance, and when reception reliability decreases, priority is given to improving noise resistance over the estimated speed. Therefore, the state estimator can perform an optimum estimation process according to the reception reliability of the satellite positioning receiver.

  When the position information of the train is acquired by the vehicle upper element, which is installed in the vicinity of the track and wirelessly communicated with the ground element whose position is known, and the position of the train is acquired by the vehicle upper element, It may further comprise initialization means for initializing the position of the train determined by the own vehicle position determination means.

  According to the above-described configuration, since the position information of the train acquired by the vehicle upper piece that communicates with the ground piece when the train passes the ground piece is accurate, the train position determining means determined by the own vehicle position determination means based on the position information. By initializing the position, it is possible to detect the position of the train's own vehicle with higher accuracy.

  The train vehicle body tilt control system of the present invention is detected by the own vehicle position detection device, a track curve database that stores track curve information associated with the position on the track, and the own vehicle position detection device. Further, curvature calculation means for calculating the curvature of the track at the position of the own vehicle with reference to the track curve database from the position of the train, an actuator for driving the vehicle body to tilt left and right with respect to the traveling direction, and the curvature calculation Vehicle body tilt control means for controlling the actuator in accordance with the output of the means.

  According to the said structure, the curvature of the track in the present location of a train is calculated | required with high precision by making contrast with the own vehicle position of a train detected with the above-mentioned own vehicle position detection apparatus with high precision, and a track curve database. Therefore, by controlling the actuator according to the curvature of the track and controlling the inclination direction and the amount of inclination of the vehicle body, it is possible to carry out optimal vehicle body inclination control that achieves both riding comfort and safety.

  The train steering system according to the present invention includes the own vehicle position detection device, a track curve database that stores track curve information associated with the position on the track, and the vehicle position detection device that detects the vehicle. Curvature calculation means for calculating the curvature of the track at the position of the vehicle with reference to the track curve database from the position of the train, an actuator for steering the wheel supported so as to be able to turn left and right with respect to the traveling direction, and the curvature calculation Steering control means for controlling the actuator in accordance with the output of the means.

  According to the said structure, the curvature of the track in the present location of a train is calculated | required with high precision by making contrast with the own vehicle position of a train detected with the above-mentioned own vehicle position detection apparatus with high precision, and a track curve database. Therefore, by controlling the actuator according to the curvature of the track and controlling the steering direction and the steering amount of the wheel, it is possible to optimally reduce the lateral pressure that the wheel receives from the rail when passing the curve.

  Further, the active vibration suppression system for a train of the present invention is detected by the own vehicle position detection device, a track section database that stores track section information associated with a position on the track, and the own vehicle position detection device. The section calculation means for calculating the section of the track at the position of the vehicle with reference to the track section database from the position of the train, and interposed between the train body and the carriage, the body to the carriage An actuator that can be driven to relatively displace, an acceleration sensor that can detect the acceleration of the vehicle body, and an active control unit that controls the actuator based on an output of the acceleration sensor. The actuator control method is changed according to the output of the section calculation means.

  According to the above configuration, the current position of the train is in any section such as a tunnel, a curve, a straight line, and the like by comparing the train's own position detected with the above-described own position detection device with the train section database. Is required with high accuracy. Therefore, when controlling the actuator according to the acceleration generated in the vehicle body to improve the riding comfort, the actuator control method is changed according to the current section, thereby realizing appropriate vibration suppression according to the running state. It becomes possible.

  Alternatively, the semi-active vibration suppression system for a train of the present invention is detected by the own vehicle position detection device, a track section database that stores track section information associated with a position on the track, and the own vehicle position detection device. The section calculation means for calculating the section of the track at the position of the own vehicle with reference to the track section database from the position of the train, and the variable between the vehicle body and the carriage of the train, the variable of which can change the attenuation coefficient A damper, a relative speed acquisition means capable of acquiring a relative speed of the vehicle body with respect to the carriage, and a semi-active control means for controlling a damping coefficient of the variable damper based on the relative speed acquired by the relative speed acquisition means. The semi-active control means is configured to change the control method of the variable damper according to the output of the section calculation means.

  According to the above configuration, the current position of the train is in any section such as a tunnel, a curve, a straight line, and the like by comparing the train's own position detected with the above-described own position detection device with the train section database. Is required with high accuracy. Therefore, in order to improve the riding comfort by controlling the damping coefficient of the variable damper according to the relative speed of the vehicle body and the bogie, the control method of the variable damper is changed according to the section of the track, so that it corresponds to the running state Appropriate vibration control can be realized.

  As is clear from the above description, according to the present invention, it is possible to detect the own vehicle position of a train of any specification with high accuracy.

  Embodiments according to the present invention will be described below with reference to the drawings.

(First embodiment)
FIG. 1 is a block diagram of a host vehicle position detection apparatus 1 according to the first embodiment of the present invention. As shown in FIG. 1, the host vehicle position detection device 1 is mounted on a train 10 that travels on a track 11. The own vehicle position detection device 1 includes a GPS receiver 2 (satellite positioning receiver), a speed generator 3 (speed sensor), a vehicle upper element 4, an arithmetic control unit 5 and an output unit 6.

  The GPS receiver 2 periodically calculates its position based on information received from a plurality of GPS satellites G1 to Gn. That is, the plurality of GPS satellites G1 to Gn are artificial satellites orbiting the earth, and include GPS such as its own positioning code and orbit information (including information on the three-dimensional position coordinates and time of the source GPS satellite). Information is transmitted by radio waves, and the GPS receiver 2 periodically receives the GPS information and calculates its position as needed.

  The speed generator 3 generates a pulse in accordance with the number of axle revolutions of the wheel 12 of the train 10, and the speed of the train 10 can be detected by calculating the number of pulses per unit time. ing.

  The vehicle upper element 4 can wirelessly communicate with the ground element 13 and acquire information on the position of the train 10 and the like. The ground element 13 is an ATS (Automatic Train Stop) or ATC (Automatic Train Control) ground element installed in the vicinity of the track 11, and its position is known in advance. Yes.

  The arithmetic control unit 5 is an arithmetic control device such as a CPU that performs various arithmetic processes based on information from the GPS receiver 2, the speed generator 3, and the vehicle upper part 4. Specifically, the arithmetic control unit 5 is a CPU, a ROM storing a program executed by the CPU and data used for the program, a RAM for temporarily storing data when the program is executed, a rewritable EEPROM, and the like. It is configured. The output unit 6 is an interface for outputting a calculation result from the calculation control unit 5 to the outside.

  FIG. 2 is a block diagram functionally explaining mainly the arithmetic control unit 5 of the vehicle position detecting device 1 shown in FIG. As shown in FIG. 2, the arithmetic control unit 5 includes a reliability calculation unit 20, an extended Kalman filter 21 (state estimator), and a vehicle position determination unit 22 (vehicle position determination means). The reliability calculation unit 20 calculates a GPS reception reliability coefficient R representing the degree of GPS reception reliability based on information from the GPS receiver 2. The GPS reception reliability coefficient R is calculated by the following formula 1.

但し、ｔはディファレンシャル補正信号更新時間[sec]、Ｎは捕捉したＧＰＳ衛星数、ＨＤＯＰは測位精度（衛星の配置）である。ディファレンシャル補正信号更新時間ｔは、ＤＧＰＳにおいて、基準局（図示せず）からの補正信号更新時間を意味している。ＨＤＯＰは、地球上の観測点における水平方向での位置精度の低下率（Horizontal Dilution of Precision：水平方向位置精度低下率）を意味している。なお、数式１において、ＧＰＳ受信信頼度係数Ｒの値が大きいほど受信の信頼性が高いことを示している。

Where t is the differential correction signal update time [sec], N is the number of captured GPS satellites, and HDOP is the positioning accuracy (satellite arrangement). The differential correction signal update time t means a correction signal update time from a reference station (not shown) in DGPS. HDOP means a horizontal dilution of precision (horizontal dilution of precision) at an observation point on the earth. In addition, in Formula 1, it has shown that the reliability of reception is so high that the value of the GPS reception reliability coefficient R is large.

  The extended Kalman filter 21 also estimates the travel distance from the reference position based on the outputs of the GPS receiver 2, the speed generator 3, and the reliability calculation unit 20. The own vehicle position determination unit 22 determines the position of the train 10 based on the outputs of the extended Kalman filter 21, the speed generator 3, and the vehicle upper 4. Note that the position of the vehicle that is stopped at a station or the like is used as the reference position.

FIG. 3 is a view for explaining the vehicle position detection principle of the vehicle position detection apparatus shown in FIG. As shown in FIG. 3, the GPS position coordinates output from the GPS receiver 2, the GPS reception reliability coefficient R output from the reliability calculation unit 20, and the axle rotation speed ω _j output from the speed generator 3 Is input, and the vehicle position of the train 10 is output via the extended Kalman filter 21 and the vehicle position determination unit 22. The own vehicle position determination unit 22 includes an integrator 24 that performs a predetermined integration process, and a converter 25 that obtains the own vehicle position from the reference position and the travel distance.

Hereinafter, the own vehicle position detection procedure will be described more specifically. The sampling time of the GPS receiver 2 is H [sec], the sampling time of the speed generator 3 is h [sec], and the kth estimated traveling distance for each sampling time H from the reference position is s _k (k = 0, 1,..., R _j (j = 0, 1,...), And the axle rotation speed output from the speed generator 3 is ω _j [rps]. In this case, the average value ω {−} _k−1 of ω _{j in} the section [k−1, k] is expressed by the following formula 2. The symbol {-} means that-is written on the symbol (in this case, ω) immediately before it.

ここで、摩耗による車輪径変化や車輪滑り等による誤差を表す誤差パラメータをδ_kとし、車輪直径をｄ[m]としたとき、ｋ番目の推定走行距離ｓ_kは、以下の数式３で表される。

Here, when an error parameter representing an error due to wheel diameter change due to wear, wheel slip, or the like is δ _k and the wheel diameter is d [m], the k-th estimated travel distance _sk is expressed by the following Equation 3. Is done.

そして、誤差パラメータδ_kには外部からの作用が無いとすると、以下の数式４が成り立つ。

If the error parameter δ _k has no external action, the following equation 4 is established.

よって、数式３と数式４とを纏めると、以下の数式５の時変系状態方程式と、数式６の出力方程式で表すことができる。

Therefore, when Formula 3 and Formula 4 are put together, they can be expressed by the following time-varying state equation of Formula 5 and the output equation of Formula 6.

さらに、状態変数[ｓ_k，δ_k]^Tと観測量ｙ_kにそれぞれノイズパラメータｗ₁，ｗ₂，ｖ_kが加わると、数式５及び数式６は、以下の数式７及び数式８で表される。なお、ｗ₁，ｗ₂は定数である。

Further, when noise parameters w ₁ , w ₂ , and v _k are added to the state variables [s _k , δ _k ] ^T and the observation amount y _k , respectively, Equations 5 and 6 are expressed by Equations 7 and 8 below. The W ₁ and w ₂ are constants.

ノイズパラメータｖ_kの値が大きくなると、図４（ａ）に示すように、拡張カルマンフィルタ２１の推定速度が遅くなる代わりに耐ノイズ性が高まる。一方、ノイズパラメータｖ_kの値が小さくなると、図４（ｂ）に示すように、耐ノイズ性が低下する代わりに推定速度が速くなる。本実施形態では、信頼度算出部２０で求めたＧＰＳ受信信頼度係数Ｒが高くなるにつれてノイズパラメータｖ_kが小さくなる一方、信頼度算出部２０で求めたＧＰＳ受信信頼度係数Ｒが低くなるにつれてノイズパラメータｖ_kが大きくなるように設定されている。なお、ｗ₁はｖ_kと同じ効果があり、ｖ_kの代わりにｗ₁を変更してもよい。

As the value of the noise parameter v _k increases, the noise resistance increases as the estimated speed of the extended Kalman filter 21 decreases as shown in FIG. On the other hand, when the value of the noise parameter v _k becomes small, as shown in FIG. 4 (b), the estimated speed becomes faster instead of lowering the noise resistance. In the present embodiment, the noise parameter v _k decreases as the GPS reception reliability coefficient R obtained by the reliability calculation unit 20 increases, while the GPS reception reliability coefficient R obtained by the reliability calculation unit 20 decreases. The noise parameter v _k is set to be large. In addition, w ₁ has the same effect as v _k, it may be changed w ₁ in place of the v _k.

  Next, the travel distance is calculated by (1) the GPS receiver 2 receiving GPS information and capable of positioning, and (2) the GPS receiver 2 does not receive GPS information as when passing through a tunnel. In the case of (1), it is further divided into (1-1) the blank period between sampling of the GPS receiver 2 and (1-2) sampling of the GPS receiver 2 At the time of sampling of the speed generator 3. The sampling time H of the GPS receiver 2 is longer than the sampling time h of the speed generator 3.

(1) When GPS receiver 2 receives GPS information and can perform positioning. (1-1) When GPS receiver 2 samples, GPS position coordinates output by GPS receiver 2 are The state quantity y {^} _k (= s {^} _k ) is calculated by the extended Kalman filter 21 based on the travel distance s _k-1 and the average axle rotational speed ω {−} _k−1 obtained by projecting to The latest travel distance r _j is calculated by Equation 9 below. The symbol {^} means that ^ is written on the immediately preceding symbol (in this case, y, s).

(1-2) ＧＰＳ受信機２のサンプリングの間のブランク期間における速度発電機３のサンプリング時には、走行距離ｒ_jは、最新の誤差パラメータ推定値δ{＾}_kを用いて、以下の数式１０で算出される。

(1-2) At the time of sampling of the speed generator 3 in the blank period between sampling of the GPS receiver 2, the travel distance r _j is calculated using the latest error parameter estimated value δ {^} _k as Is calculated by

ここで、前記(1-1)の処理により、ＧＰＳ受信機２のサンプリング毎に、走行距離ｒ_jが拡張カルマンフィルタ２１により推定された推定走行距離ｓ_kでリセットされるので、数式１０の第１項のｈｄπ（１＋δ{＾}_k）ω_jによる誤差の累積が防止されている。

Here, the travel distance r _j is reset with the estimated travel distance s _k estimated by the extended Kalman filter 21 for each sampling of the GPS receiver 2 by the processing of (1-1), so Accumulation of errors due to the term hdπ (1 + δ {^} _k ) ω _j is prevented.

(2) When the GPS receiver 2 does not receive GPS information and positioning is not possible as when passing through a tunnel, the GPS information is not updated, so the travel distance r _j is not reset, and the calculation according to Equation 10 is performed. Repeated.

When the position information of the train 10 is acquired by the vehicle upper 4, the absolute position coordinates output from the vehicle upper 4 are projected on the track and the absolute travel distance u is obtained. The travel distance r _j is initialized. The vehicle upper element 4 and the own vehicle position determination unit 22 constitute an initialization means.

次に、自車位置検出装置１の処理手順について図５の流れに沿って説明する。図５は図１に示す自車位置検出装置１の自車位置検出手順を説明するフローチャートである。図５に示すように、まず、δ{＾}_k、ｓ{＾}_k、ｒ_jに所定の初期値が設定される（ステップＳ１）。次いで、ｎ及びω{−}_k-1にゼロが代入される（ステップＳ２）。次いで、ω_jに車軸回転数が入力される（ステップＳ３）。次いで、車上子４に地上子１３からの位置補正情報の入力があったか否かが判定される（ステップＳ４）。ステップＳ４でＮｏの場合には、ＧＰＳ受信機２がＧＰＳ情報を正常に受信して測位可能か否かが判定される（ステップＳ５）。ステップＳ５でＹｅｓの場合には、ＧＰＳ位置座標が更新された否か、即ち、ＧＰＳ受信機２のサンプリング時点であるか否かが判定される（ステップＳ６）。

Next, the processing procedure of the vehicle position detection device 1 will be described along the flow of FIG. FIG. 5 is a flowchart illustrating a procedure for detecting the vehicle position of the vehicle position detection device 1 shown in FIG. As shown in FIG. 5, first, predetermined initial values are set in δ {^} _k , s {^} _k , and r _j (step S1). Next, zero is substituted into n and ω {−} _k−1 (step S2). Next, the axle rotation speed is input to ω _j (step S3). Next, it is determined whether or not the position correction information from the ground element 13 has been input to the vehicle upper element 4 (step S4). In the case of No in step S4, it is determined whether the GPS receiver 2 normally receives GPS information and can perform positioning (step S5). In the case of Yes in step S5, it is determined whether or not the GPS position coordinates are updated, that is, whether or not it is the sampling time of the GPS receiver 2 (step S6).

If Yes in step S6, y _k is calculated from the GPS position coordinates (step S7). Next, the average value ω {−} _k−1 of the axle rotation speed is obtained by the above-described formula 2 (step S8). Next, a GPS reception reliability coefficient R is calculated (step S9). Next, a noise parameter v _k is calculated from the GPS reception reliability coefficient R (step S10). Next, based on the noise parameter v _k , estimation processing by the extended Kalman filter 21 is performed by the above-described equations 7 and 8, and s {^} _k (= y {^} _k ) and δ {^} _k are updated. (Step S11). Then, y {^} _k is substituted into the travel distance r _j (step S12). Then, the travel distance r _j is output (step S13).

Further, in the case of No in step S6, since it is a sampling blank period of the GPS receiver 2, first, ω {−} _k−1 + ω _j is added to the average value ω {−} _k−1 of the axle rotation speed. Substituted (step S14). Next, 1 is incremented to n (step S15). Next, the value obtained by multiplying the wheel rotational speed obtained by the speed generator 3 by the wheel diameter, the error parameter estimated value δ {^} _k, etc., is integrated as the travel distance by the above-described Expression 10 (step S16).

In the case of No in step S5, since the GPS receiver 2 as the time of the tunnel passage is not be possible positioning without normally receive the GPS information, r _j is assigned to s _k (step S17 ), Ω {−} _k−1 is substituted with zero (step S18), n is substituted with n (step S19), and the error covariance matrix of the extended Kalman filter 21 is initialized (step S20). Next, the process proceeds to step S16, and the travel distance r _j obtained there is output in step S13.

Further, in the case of Yes in step S4, since the position information of the train 10 is acquired by the vehicle upper element 4, the absolute position coordinates output by the vehicle upper element 4 are projected on the track and the absolute travel distance u is obtained, and the latest travel distance r _j is initialized by the above-described equation 11 (step S21). Next, r _j is substituted for s _k (step S22), zero is substituted for ω {−} _k−1 (step S23), zero is substituted for n (step S24), and the error covariance of the extended Kalman filter 21 is set. The matrix is initialized (step S25), and the travel distance r _j is output in step S13.

According to the configuration described above, when the travel distance r _j from the reference position is accumulated based on the output of the speed generator 3, the latest estimated travel distance s {obtained by the extended Kalman filter 21 as the accumulation reference position. ^} Since _k is used, an error in the accumulated travel distance caused by a change in the outer diameter of the wheel 12, a slip of the wheel 12, or the like is hardly accumulated. Also, since the output of the yaw rate sensor is not compared with the yaw rate map, it is not necessary to create a yaw rate map by performing a test run for each train with different specifications, and it can be easily applied to trains with different specifications. Can do. Therefore, it becomes possible to detect the own vehicle position of trains of all specifications with high accuracy.

Further, since the travel distance r _j is accumulated using the latest one of the error parameters δ {^} _k estimated by the extended Kalman filter 21, the accumulation accuracy is further improved.

Further, the value of the noise parameter v _k is set at any time according to the GPS reception reliability coefficient R, and it is determined at any time in the extended Kalman filter 21 whether priority is given to the estimated speed or noise resistance. That is, when the GPS reception reliability coefficient R is reduced, improvement in noise resistance is prioritized over the estimated speed as shown in FIG. 4A, and when the GPS reception reliability coefficient R is increased, as shown in FIG. 4B. The improvement of the estimated speed is given priority over the noise resistance. Therefore, the extended Kalman filter 21 can perform an optimal estimation process according to the reception reliability of the GPS receiver 2.

  Further, when the train 10 passes through the ground element 13 and the vehicle upper element 4 can wirelessly communicate with the ground element 13, the vehicle position determining unit is based on the accurate position information acquired by the vehicle upper element 4 from the ground element 13. Since the own vehicle position of the train 10 determined at 22 is initialized, the own vehicle position of the train 10 can be detected with higher accuracy. In this embodiment, GPS is used as the satellite positioning system, but other satellite positioning systems may be used. In this embodiment, a speed generator is used as the speed sensor. However, the present invention is not limited to this. For example, a Doppler speedometer may be used.

(Second Embodiment)
FIG. 6 is a block diagram functionally illustrating the arithmetic control unit 35 of the vehicle position detection device according to the second embodiment of the present invention. As shown in FIG. 6, the reliability calculation unit 31 of the calculation control unit 35 receives the output of the vehicle position determination unit 22 and is connected to the reliability database 30.

The reception reliability of GPS information may be reduced due to the influence of a building or the like adjacent to the track, and the GPS signal reception reliability can be known to some extent by examining the environment around the track in advance. Therefore, in the reliability database 30, the investigated reception reliability m (r _j ) is stored in association with the position on the track. That is, in the reliability database 30, the checked reception reliability m (r _j ) is stored as a function of the travel distance r _j . The larger the value of the checked reception reliability m (r _j ), the higher the reception reliability.

Specifically, the reliability calculation unit 31 calculates a GPS reception reliability coefficient R based on information from the GPS receiver 2 and the reliability database 30. When the surveyed reception reliability stored in the reliability database 30 is m (r _j ), the GPS reception reliability coefficient R is calculated by the following Equation 12.

以上に説明した構成によれば、信頼度算出部３１は、ＧＰＳ受信機２からの情報以外に信頼度データベース３０からの情報も利用してＧＰＳ受信信頼度係数Ｒを算出しているので、ＧＰＳの受信信頼度をより高精度に求めることが可能となる。なお、他の構成は第１実施形態と同様であるため同一符号を付して説明を省略する。

According to the configuration described above, the reliability calculation unit 31 calculates the GPS reception reliability coefficient R by using the information from the reliability database 30 in addition to the information from the GPS receiver 2. Can be obtained with higher accuracy. Since other configurations are the same as those of the first embodiment, the same reference numerals are given and description thereof is omitted.

  Next, FIGS. 7 to 10 are drawings for explaining specific examples of use of the vehicle position detecting device 1 of the present invention.

(First use example)
FIG. 7 is a view for explaining a vehicle body tilt control system 50 including the own vehicle position detection device 1 shown in FIG. FIG. 8 is a block diagram of the vehicle body tilt control system 50 shown in FIG. As shown in FIG. 7, the vehicle body 60 of the train is provided on a carriage 61 having wheels 62 via a pair of left and right air springs 67 and 68. The vehicle body 60 includes a compressor 61, and the compressor 61 is connected to left and right air springs 67 and 68 via an air reservoir 62. Intake valves 63 and 64 are interposed between the air springs 67 and 68 and the air reservoir 62, respectively. Exhaust valves 65 and 66 for communicating / blocking outside air are provided in the air springs 67 and 68, respectively. Then, the left and right intake valves 63 and 64 and the exhaust valves 65 and 66 are controlled, and the compressed air from the compressor 61 is selectively supplied to the left and right air springs 67 and 68, so The inclination angle with respect to can be changed. That is, the compressor 61, the air reservoir 62, the intake valves 63 and 64, the exhaust valves 65 and 66, and the air springs 67 and 68 constitute an actuator 54 that tilts the vehicle body 60 left and right with respect to the traveling direction. A pair of left and right vehicle height detection sensors 69 and 70 are interposed between the vehicle body 60 and the carriage 61 so that the inclination angle of the vehicle body 60 can be detected. Therefore, the vehicle body inclination control unit 53 described later drives the intake valves 63 and 64 and the exhaust valves 65 and 66 based on information from the vehicle height detection sensors 69 and 70, so that the vehicle body 60 has a target inclination angle. Can be controlled.

  As shown in FIG. 8, the vehicle body tilt control system 50 includes the vehicle position detection device 1, the track curve database 51, the curvature calculation unit 52, the vehicle body tilt control unit 53, and the actuator 54 described above. In addition, since the structure of the own vehicle position detection apparatus 1 is the same as that of what was demonstrated in 1st Embodiment, it attaches | subjects the same code | symbol and abbreviate | omits description.

  The track consists of a straight line, a relaxation curve, and a circular curve. Therefore, the track curve database 51 stores a table having items of curve entrance position, relaxation curve length, circular curve length, and curve direction. The curvature calculation unit 52 compares the own vehicle position detected by the own vehicle position detection device 1 with the track curve database 51 to determine in which part of the relaxation curve or the circular curve the train is present. Calculate the curvature (or radius of curvature) of the track at the position. For example, when the relaxation curve is formed of a clothoid, the curvature can be calculated using a known clothoid equation. Alternatively, the curve may be approximated using a plurality of line segments, and curvature information may be assigned to each point to use the curvature of the point closest to the current position. Then, the vehicle body tilt control unit 53 drives the actuator 54 based on the curvature calculated by the curvature calculation unit 52 to control the vehicle body 60 to have a target inclination angle.

  Further, the curvature calculation unit 52 predicts the curve approach in advance by comparing the vehicle position detected by the vehicle position detection device 1 with a predetermined distance to the track curve database 51, and the vehicle body inclination is detected. It is good also as a structure which prevents an operation delay. As a result, the vehicle body tilt can be started before the vehicle enters the curve.

  According to the configuration described above, the curvature of the track at the current position of the train is high by comparing the train's own vehicle position detected with high accuracy by the vehicle position detection device 1 described above with the track curve database 51. It is required for accuracy. Therefore, by controlling the actuator 54 in accordance with the curvature of the track and controlling the tilt direction and the tilt amount of the vehicle body 60, optimal vehicle body tilt control that achieves both riding comfort and safety can be performed.

(Second usage example)
FIG. 9 is a view for explaining a steering system 80 provided with the vehicle position detecting device 1 shown in FIG. FIG. 10 is a block diagram of the steering system 80 shown in FIG. As shown in FIG. 9, an axle 93 provided with a front wheel 91 and an axle 94 provided with a rear wheel 92 are attached to a train carriage 90. The axles 93 and 94 are supported by the carriage 90 via the rotation shafts 95 and 96 so that the front wheel 91 and the rear wheel 92 can be turned left and right with respect to the traveling direction. Further, an actuator 84 including hydraulic cylinders 97 and 98 is interposed between the axles 93 and 94 and the carriage 90. Then, a bogie steering control unit 83 described later drives the hydraulic cylinders 97 and 98 to extend and retract, so that the front wheels 91 and the rear wheels 92 can be steered left and right.

  As shown in FIG. 10, the steering system 80 includes the vehicle position detection device 1, the track curve database 51, the curvature calculation unit 52, the cart steering control unit 83, and the actuator 84 described above. The cart steering control unit 83 drives the actuator 84 based on the curvature calculated by the curvature calculation unit 52 and controls the front wheel 91 and the rear wheel 92 to have a target steering angle. Note that the configuration of the vehicle position detection device 1 is the same as that described in the first embodiment, and the track curve database 51 and the curvature calculation unit 52 are the same as those in the first usage example, so the same reference numerals are used for description. Is omitted.

  According to the configuration described above, the curvature of the track at the current position of the train is highly accurate by comparing the train's own vehicle position detected by the own vehicle position detection device 1 with the track curve database 51. Desired. Therefore, by controlling the actuator 84 according to the curvature of the track and controlling the steering direction and the steering amount of the front wheel 91 and the rear wheel 92, the lateral pressure received by the front wheel 91 and the rear wheel 92 from the rail of the track when passing the curve. Can be optimally reduced.

(Third use example)
FIG. 11 is a view for explaining an active vibration damping system 100 including the vehicle position detection device 1 shown in FIG. FIG. 12 is a block diagram of the active vibration suppression system 100 shown in FIG. As shown in FIG. 11, a vehicle body 101 of a train is provided on a carriage 102 having wheels 103 via a pair of left and right air springs 104 and 105. A vehicle body side bracket 101 a is fixed to the lower surface of the vehicle body 101, and a vehicle side bracket 102 a is fixed to the upper surface of the vehicle 102.

  Between each bracket 101a, 102a, an electric, hydraulic, or pneumatic actuator 106 that generates a straight movement to the left and right with respect to the traveling direction is interposed. A damper 107 is provided between the brackets 101a and 102a to provide a damping action for the relative motion between the vehicle body side bracket 101a and the carriage side bracket 102a. Further, the vehicle body 101 is provided with an acceleration sensor 109 that detects lateral acceleration with respect to the traveling direction.

  As shown in FIG. 12, the active vibration suppression system 100 includes the vehicle position detection device 1, the track section database 111, the section calculation section 112, the active control section 110, the acceleration sensor 109, and the actuator 106 described above. In the track section database 111, track section information (straight section, curved section, tunnel section, etc.) is stored in association with the position of the track. The curvature calculation unit 112 compares the own vehicle position detected by the own vehicle position detection device 1 with the track section database 111 and calculates in which section the train exists. The active control unit 110 controls the actuator 106 so as to cancel the acceleration detected by the acceleration sensor 109. When the section calculation unit 112 calculates that the vehicle is passing through the tunnel section, the active control unit 110 increases the control gain in consideration of the influence of aerodynamics or sets the control frequency band according to the aerodynamic frequency. change.

  According to the configuration described above, the current position of the train can be selected from a tunnel, a curve, a straight line, and the like by comparing the own vehicle position of the train detected by the own vehicle position detection device 1 with the track section database 111. Whether it is in the section is required with high accuracy. Therefore, in order to improve the riding comfort by controlling the actuator 106 according to the acceleration generated in the vehicle body 101, the control method of the actuator 106 is changed according to the section of the track, so that the appropriate vibration suppression according to the traveling state is performed. Can be realized. In addition, since the other structure is the same as that of the 1st usage example or the 2nd usage example, the same code | symbol is attached | subjected and description is abbreviate | omitted. In the above example, the left and right direction of the vehicle body is shown as an example. However, vibration control in the vertical direction of the vehicle body can be performed by installing an acceleration sensor, a relative displacement sensor, and an actuator in the vertical direction.

(Fourth use example)
FIG. 13 is a view for explaining a semi-active vibration damping system 120 including the own vehicle position detection device 1 shown in FIG. FIG. 14 is a block diagram of the semi-active vibration damping system 120 shown in FIG. As shown in FIG. 13, a variable damper 127 is provided between the vehicle body side bracket 101a and the trolley side bracket 102a to impart a damping action to the relative motion between the vehicle body side bracket 101a and the trolley side bracket 102a. ing. The variable damper 127 uses an electromagnetic viscous fluid or the like and can change the attenuation coefficient.

  As shown in FIG. 14, the semi-active vibration damping system 120 includes the vehicle position detection device 1, the track section database 111, the section calculation section 112, the semi-active control section 130 and the actuator, the relative displacement sensor 108, and the acceleration sensor 109. And a variable damper 127. The semi-active control unit 130 calculates the relative speed of the vehicle body 101 with respect to the carriage 102 by differentiating the relative displacement amount detected by the relative displacement sensor 108 (relative speed acquisition means), and calculates the vehicle body speed from the output of the acceleration sensor 109. The damping coefficient of the variable damper 127 is controlled based on the relative speed and the vehicle body speed (for example, see FIG. 2 of Japanese Patent No. 3637027). The semi-active control unit 130 is a relative acceleration that is a difference between a vehicle body acceleration detected by the acceleration sensor 109 attached to the vehicle body 101 and a vehicle acceleration detected by an acceleration sensor (not shown) attached to the vehicle 102. May be integrated to calculate a relative speed, and the damping coefficient of the variable damper 127 may be controlled based on the relative speed. Alternatively, the semi-active control unit 130 calculates the relative speed of the vehicle body 101 with respect to the carriage 102 by differentiating the relative displacement amount detected by the relative displacement sensor 108, and sets the attenuation coefficient of the variable damper 127 based on the relative speed. You may control.

  Then, the semi-active control unit 130 adjusts the damping coefficient of the variable damper 127 according to the section calculated by the section calculation unit 112, and performs control so that the lateral acceleration of the vehicle body 101 decreases. Specifically, when it is calculated that the section calculation unit 112 is passing through the tunnel section, the semi-active control unit 130 increases the control gain in consideration of the influence of aerodynamics, or the control frequency band. Is changed according to the aerodynamic frequency.

  According to the configuration described above, the current position of the train is a tunnel, a curve, a straight line, and the like by contrasting the own vehicle position of the train detected with the above-described own vehicle position detection device 1 with the track section database 111. Which section of is located with high accuracy. Therefore, in order to improve the riding comfort by controlling the attenuation coefficient of the variable damper 127 according to the outputs of the relative displacement sensor 108 and the acceleration sensor 109, the control method of the variable damper 127 is changed according to the section of the track. Thus, it is possible to realize appropriate vibration suppression according to the running state. In addition, since the other structure is the same as that of the 1st usage example or the 2nd usage example, the same code | symbol is attached | subjected and description is abbreviate | omitted. In the above example, the left and right direction of the vehicle body is shown as an example. However, vibration control in the vertical direction of the vehicle body can be performed by installing an acceleration sensor, a relative displacement sensor, and an actuator in the vertical direction.

  As described above, the train position detection device, the vehicle body tilt control system, the steering system, the active vibration suppression system, and the semi-active vibration suppression system according to the present invention detect the vehicle position of a train of any specification with high accuracy. It is beneficial to apply widely to trains that have excellent effects that can be done and can demonstrate the significance of this effect.

It is a block diagram of the own vehicle position detection apparatus which concerns on 1st Embodiment of this invention. FIG. 2 is a block diagram functionally explaining an arithmetic control unit of the vehicle position detection device shown in FIG. 1. It is drawing explaining the own vehicle position detection principle of the own vehicle position detection apparatus shown in FIG. (A) and (b) are graphs for explaining the influence of the noise parameter on the estimated speed and noise resistance of the extended Kalman filter. It is a flowchart explaining the own vehicle position detection procedure of the own vehicle position detection apparatus shown in FIG. It is a block diagram which explains functionally the calculation control part of the own vehicle position detection apparatus which concerns on 2nd Embodiment of this invention. It is drawing explaining the vehicle body tilt control system provided with the own vehicle position detection apparatus shown in FIG. It is a block diagram of the vehicle body tilt control system shown in FIG. It is drawing explaining the steering system provided with the own vehicle position detection apparatus shown in FIG. FIG. 10 is a block diagram of the steering system shown in FIG. 9. It is drawing explaining the active vibration suppression system provided with the own vehicle position detection apparatus shown in FIG. It is a block diagram of the active vibration suppression system shown in FIG. It is drawing explaining the semi-active vibration suppression system provided with the own vehicle position detection apparatus shown in FIG. It is a block diagram of the semi-active vibration suppression system shown in FIG.

Explanation of symbols

1 Vehicle position detection device 2 GPS receiver (satellite positioning receiver)
3 speed generator 4 car top 10 train 11 track 12 wheel 13 ground unit 20, 31 reliability calculation unit (reliability calculation means)
21 Extended Kalman filter (state estimator)
22 Own vehicle position determining unit (own vehicle position determining means)
50 Car body tilt control system 51 Track database 52 Curvature calculator (curvature calculator)
53 Car body tilt control unit (car body tilt control means)
54, 84 Actuator 60 Car body 61, 90 Cart 62 Wheel 80 Steering system 83 Steering control unit (steering control means)
DESCRIPTION OF SYMBOLS 100 Active vibration suppression system 106 Actuator 109 Acceleration sensor 110 Active control part (active control means)
111 Track section database 112 Section calculation section (section calculation means)
120 Semi-active vibration control system 127 Variable damper 130 Semi-active control unit (semi-active control means)

Claims (7)

A speed sensor that detects the speed of the train according to the axle speed of the wheel ;
A satellite positioning receiver that periodically calculates its position based on information received from positioning satellites;
A state estimator for estimating a travel distance from a reference position and an error parameter for correcting the output of the speed sensor based on the outputs of the speed sensor and the satellite positioning receiver;
Vehicle position determining means for determining a position of the train by calculating a travel distance from a reference position based on the output of the speed sensor and the state estimator;
The state estimator updates the error parameter when updating the output of the satellite positioning receiver, and does not update the error parameter except when updating the output of the satellite positioning receiver.
The own vehicle position determining means determines the position of the train based on the travel distance estimated by the state estimator when updating the output of the satellite positioning receiver, while not updating the output of the satellite positioning receiver. When the output of the speed sensor was updated, the latest travel distance estimated by the state estimator and the latest error parameter estimated by the state estimator were corrected. An own vehicle position detection device for a train, wherein the travel distance is integrated based on the output of the speed sensor to determine the position of the train. A reliability calculation means for calculating a reception reliability representing a degree of reliability of the output of the satellite positioning receiver;
The state estimator has a noise parameter capable of adjusting an estimated speed and noise resistance when calculating a travel distance,
The noise parameter is a parameter that increases the noise speed instead of decreasing the estimated speed as the value increases, while increasing the estimated speed instead of decreasing the noise resistance when the value decreases.
The noise parameter is set so as to decrease as the reception reliability obtained by the reliability calculation means increases, and increases as the reception reliability obtained by the reliability calculation means decreases. The train position detection device for a train according to claim 1 set. A vehicle upper element that is installed in the vicinity of the railway track and can wirelessly communicate with a ground element whose position is known,
The vehicle further comprises initialization means for initializing the position of the train determined by the vehicle position determination means based on the position information when the position information of the train is acquired by the vehicle upper element. 2. The own vehicle position detection device for a train according to 2. The own vehicle position detection device according to any one of claims 1 to 3,
A track curve database for storing track curve information associated with positions on the track;
Curvature calculation means for calculating the curvature of the track at the vehicle position with reference to the track curve database from the position of the train detected by the vehicle position detection device;
An actuator that drives the vehicle body to tilt left and right with respect to the traveling direction;
A vehicle body tilt control system comprising: a vehicle body tilt control unit that controls the actuator according to an output of the curvature calculation unit. The own vehicle position detection device according to any one of claims 1 to 3,
A track curve database for storing track curve information associated with positions on the track;
Curvature calculation means for calculating the curvature of the track at the vehicle position with reference to the track curve database from the position of the train detected by the vehicle position detection device;
An actuator for steering a wheel supported so as to be able to turn left and right with respect to the traveling direction;
A train steering system comprising steering control means for controlling the actuator in accordance with an output of the curvature calculation means. The own vehicle position detection device according to any one of claims 1 to 3,
A track section database for storing track section information associated with positions on the track;
Section calculation means for calculating the section of the track at the host vehicle position with reference to the track section database from the position of the train detected by the host vehicle position detection device,
An actuator that is interposed between a train body and a carriage, and that can be driven to displace the body relative to the carriage;
An acceleration sensor capable of detecting the acceleration of the vehicle body;
Active control means for controlling the actuator based on the output of the acceleration sensor,
The active vibration control system for a train, wherein the active control means is configured to change a control method of the actuator according to an output of the section calculation means. The own vehicle position detection device according to any one of claims 1 to 3,
A track section database for storing track section information associated with positions on the track;
Section calculation means for calculating the section of the track at the host vehicle position with reference to the track section database from the position of the train detected by the host vehicle position detection device,
A variable damper that is interposed between the train's car body and the bogie and can change the damping coefficient;
A relative speed acquisition means capable of acquiring a relative speed of the vehicle body with respect to the carriage;
Semi-active control means for controlling the damping coefficient of the variable damper based on the relative speed acquired by the relative speed acquisition means,
The semi-active control system of a train, wherein the semi-active control means is configured to change a control method of the variable damper according to an output of the section calculation means.

Images