JP7490494B2 - Train speed and position calculation device, train operation support device, train operation control device, and train speed and position calculation method - Google Patents

Description

Embodiments of the present invention relate to a train speed and position calculation device, a train operation support device, a train operation control device, and a train speed and position calculation method.

For train operation assistance and control, it is necessary to calculate the train's speed and position with high accuracy.
Generally, a speed generator or the like is used to calculate the speed and position of a train based on pulses generated in response to the rotation of the wheels.
However, when wheel spin or skid occurs, the rotation of the wheels does not correspond to the progress of the train, and the train's speed and position cannot be calculated correctly.
More specifically, when wheel slip occurs, the train will not move even if the wheels are rotating, and when skid occurs, the train will move even if the wheels are not rotating.
In order to solve such problems, a technique has been proposed for calculating the speed and position of a train based on acceleration detected by an acceleration sensor when a wheel slip or skid occurs (for example, Patent Document 1).

In the above conventional technology, the acceleration detected by the acceleration sensor is corrected according to the gradient of the train's position to estimate the actual acceleration of the train. This is because the acceleration sensor cannot correctly detect the acceleration of the train when traveling on a gradient because the inertial force and the slope-direction component of gravity that correspond to the train's acceleration and deceleration according to the gradient cancel each other out. For this reason, the actual acceleration of the train was estimated.

Then, by integrating the estimated actual acceleration, the speed and position of the train can be calculated accurately even when traveling on a gradient. The acceleration sensor does not use the rotation of the wheels, but detects acceleration from the inertial force relative to the acceleration and deceleration in the train's direction of travel, so it is not affected by skidding or sliding. Therefore, the speed and position of the train can be calculated accurately even when skidding or sliding occurs.

On the other hand, the zero point of an acceleration sensor may shift over time due to the influence of temperature, etc. This shift in the zero point may result in a minute acceleration being detected even though there is no actual acceleration. The speed will then change due to the integration of the detected acceleration.
Even a small deviation in the zero point can cause large calculation errors in the speed and position when integrated over a long period of time.

To solve this problem, technology has been proposed to improve the accuracy of acceleration detection by calibrating the zero point of the acceleration sensor every time the train stops at a station (for example, Patent Document 2). Note that if the station has a gradient, the detected value of the acceleration sensor while the train is stopped should not be 0, but a value that corresponds to the gradient of the station.

For this reason, the technology described in Patent Document 2 stores gradient information in a database on board the train, and calibrates the acceleration sensor's detection value while the train is stopped at a station so that it corresponds to the gradient of that station. By performing such correction, the acceleration sensor's detection value becomes 0 when the train is stopped at a level station.

JP 2003-4758 A JP 2017-147825 A

However, in the technique described in Patent Document 2, if the gradient information used in the zero-point calibration of the acceleration sensor contains an error, the gradient error will cause calculation errors of the speed and position.
The present invention has been made to solve the above-mentioned problems, and aims to provide a train speed and position calculation device, a train operation support device, a train operation control device, and a train speed and position calculation method that can reduce errors in gradient information and improve the calculation accuracy of train speed and position.

a gradient information storage unit that stores gradient information of a route on which a train runs; an acceleration detection unit that detects acceleration in the traveling direction of the train; an acceleration calibration unit that, when the train is stopped, determines a gradient of an installation position of the acceleration detection unit by referring to the gradient information storage unit, and calculates a calibrated acceleration by calibrating a zero point of the acceleration detection unit based on a comparison between an acceleration corresponding to the gradient and a detection value of the acceleration detection unit; an actual acceleration estimation unit that, when the train is running, determines a gradient of an installation position of the acceleration detection unit by referring to the gradient information storage unit, and estimates an actual acceleration of the train based on the acceleration corresponding to the gradient and the calibrated acceleration calculated by the acceleration calibration unit; a position calculation unit that integrates the estimated actual acceleration over time to calculate a speed, and integrates the speed over time to calculate a traveling distance and a position of the train; and a gradient information correction unit that calculates an offset to be added to the estimated actual acceleration so that the calculated traveling distance is close to an actual traveling distance, and corrects the gradient information corresponding to the installation position of the acceleration detection unit when the train is stopped based on the offset.

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

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

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

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

The gradient information storage unit 11 stores information about the gradient of the route on which the train 100 runs, in association with the position of the train 100.

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

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

Next, the difference between the acceleration detected by the acceleration detection unit 12 and the theoretical acceleration that should be detected by the acceleration detection unit 12 according to the extracted gradient is calculated and set as the zero-point error. Then, the calibrated acceleration is calculated by subtracting the zero-point error from the acceleration detected by the acceleration detection unit 12.

The actual acceleration estimating unit 14 estimates the actual acceleration of the train 100 while the train 100 is traveling, based on the calibrated acceleration calculated by the acceleration calibrating unit 13 .
Specifically, the actual acceleration of the train 100 is estimated by correcting the theoretical acceleration that should be detected by the acceleration detection unit 12 in accordance with the gradient of the installation position of the acceleration detection unit 12, with respect to the calibrated acceleration calculated by the acceleration calibration unit 13.

The acceleration integral speed calculation unit 15 integrates the actual acceleration of the train 100 estimated by the actual acceleration estimation unit 14 over time to calculate the speed of the train 100.

The acceleration integral position calculation unit 16 calculates the distance traveled by the train by integrating the train speed calculated by the acceleration integral speed calculation unit 15 over time, and calculates the position of the train 100 by adding the distance traveled to the kilometre distance (distance from the reference point of the line) set when the train stops at the station.

The gradient error correction unit 17 calculates an offset (positive or negative value) to be added to the acceleration calculated by the actual acceleration estimation unit 14 so that the distance traveled from departure to stop calculated by the acceleration integral position calculation unit 16 becomes closer to the actual distance traveled.
Then, the gradient information of the starting position is corrected based on the calculated offset. Here, the starting position corresponds to the installation position of the acceleration detection unit 12 when the acceleration calibration unit 13 performed calibration while the vehicle was stopped before departure.

Specifically, time series data of acceleration calculated by actual acceleration estimating unit 14 during actual driving is stored, and the time series data is added to each of a plurality of offsets to calculate a travel distance that is integrated over time.
Then, the offset that has the smallest difference from the actual travel distance is selected, and the selected offset is assumed to be the acceleration error caused by the gradient error at the starting position of the time series data.

Next, the gradient error correction unit 17 converts the assumed acceleration error into a corresponding gradient error, and corrects the gradient at the starting position of the time series data by the gradient amount.
This reduces the gradient error stored in the gradient information storage unit 11, and reduces the calculation errors of the train's speed and position.

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

In addition, the pulse position calculation unit 20 calculates the travel distance and position of the train 100 based on the pulses generated by the speed generator 18.

The train speed/position determination unit 21 determines the train speed and position based on the speed calculated by the pulse speed calculation unit 19, the position calculated by the pulse position calculation unit 20, the speed calculated by the acceleration integral speed calculation unit 15, and the position calculated by the acceleration integral position calculation unit 16, depending on the occurrence of skidding or sliding.

The train speed position determination unit 21 may correct the position information calculated by the acceleration integral position calculation unit 16 or the position information calculated by the pulse position calculation unit 20 based on information indicating the absolute position of the train 100 obtained from a GNSS (Global Navigation Satellite System) antenna (not shown) or a position correction transponder (not shown) installed on the ground.

Next, the configuration of a train operation support device 30 including the train speed and position calculation device 10 will be described.
The train operation support measure 30 is a device that creates and provides information to support the driving operations of the driver TRD of the train 100 based on the train speed and position calculated by the train speed and position calculation device 10 and the appropriate operating curve of the train 100.
Here, the appropriate operating curve is, for example, an operating curve that is energy-efficient while adhering to the train schedule, and can be expressed as a graph with train position on the horizontal axis and train speed on the vertical axis. The train operating support device 30 supports the driver TRD so that he or she can operate the train in accordance with the appropriate operating curve.

The train operation support device 30 includes the train speed and position calculation device 10 , a operation support information creation unit 31 , and a operation support information presentation unit 32 .
The driving support information creation unit 31 holds appropriate driving curves for the route on which the train 100 runs in a driving curve database (not shown) and extracts appropriate driving curves corresponding to the interval between stations on which the train runs. Alternatively, the driving support information creation unit 31 creates appropriate driving curves corresponding to the interval between stations on which the train runs in real time based on a database (not shown) that holds route information and vehicle performance and train timetable information. The extracted or generated optimal driving curve is output to the driving support information presentation unit 32 together with the speed and position of the train.

In addition, based on the position of the train 100 calculated by the train speed and position calculation device 10, the operation support information creation unit 31 refers to the optimal operation curve between the stations through which the train 100 runs, and extracts a target speed according to the position of the train 100.
Next, the target speed is compared with the speed of the train 100 calculated by the train speed and position calculation device 10, and a target driving operation (powering, coasting, or braking) required to follow the appropriate driving curve is determined. The target driving operation is output to the driving support information presentation unit 32 together with the target speed.

The driving support information presentation unit 32 is a device for presenting the information created by the driving support information creation unit 31 to the driver TRD. For example, it is configured as a liquid crystal display device.
The driving support information presentation unit 32 presents the optimum driving curve obtained from the driving support information creation unit 31 together with the train's speed and position to the driver TRD. This allows the driver TRD to visually grasp the relationship between the optimum driving curve and the actual speed and position of the train, making it easier to drive according to the appropriate driving curve.
In addition, the driving support information presentation unit 32 presents to the driver TRD the target driving operation and the target speed acquired from the driving support information creation unit 31. This allows the driver TRD to visually grasp the necessary driving operation, and makes it easier to drive according to an appropriate driving curve.

In this way, the driver TRD can visually check the information displayed on the driving assistance information presentation unit 32 and perform driving operations in accordance with that information, thereby enabling the driver to perform appropriate driving according to the route and train schedule even if he or she is not an experienced driver.
The driving assistance information presentation unit 32 may present the driving assistance information by voice or the like.

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

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

The station where the train 100 is stopped is determined, for example, by an input operation by the driver TRD. Alternatively, information on the driver TRD's route table may be obtained from the train 100, and the station where the train 100 is stopped may be identified based on the route table information and the time.

If there is no external interface, for example, the train speed and position calculation device 10 may be equipped with a GNSS information receiver and may store correspondence information between station longitude and latitude and distance in kilometers as a database, and the station where the train 100 is stopped may be identified based on the GNSS information.

Next, the acceleration calibration unit 13 refers to the gradient information storage unit 11 and extracts and identifies the gradient of the line R at the installation position of the acceleration detection unit 12 (step S12). The position of the train 100 is usually based on the front end of the train 100, and when the installation position of the acceleration detection unit 12 is near the front end of the train, the gradient information storage unit 11 is referenced based on the position of the train 100 to extract the gradient. On the other hand, when the installation position of the acceleration detection unit 12 is near the tail end of the train, the gradient information storage unit 11 is referenced based on a position a train length behind the position of the train 100 to extract the gradient.

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

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

Here, when the train 100 is stopped at a station with a gradient, the acceleration detection unit 12 continues to detect an acceleration equivalent to the gradient component of gravity (≠0). Therefore, when the train 100 is stopped, the acceleration integral speed calculation unit 15 does not calculate the speed by time integral of the acceleration. Also, the acceleration integral position calculation unit 16 does not calculate the position by time integral of the speed.

When the departure time arrives, the driver TRD puts in the powering notch and the train 100 starts moving, the acceleration integral speed calculation unit 15 starts calculating the speed by integrating the acceleration over time, and the acceleration integral position calculation unit 16 starts calculating the position by integrating the speed over time.

The acceleration that is the subject of time integration by the acceleration integral speed calculation unit 15 is the actual acceleration estimated by the actual acceleration estimation unit 14 based on the calibrated acceleration calculated by the acceleration calibration unit 13 .
The velocity that is the subject of time integration by the acceleration integral position calculation unit 16 is the velocity calculated by the acceleration integral velocity calculation unit 15 .

Next, we will explain the operation of the train speed and position calculation device 10 when the train 100 is traveling between stations, as shown by symbol B in Figure 2.

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

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

Next, the acceleration integral speed calculation unit 15 calculates the speed of the train 100 by performing a time integration of the actual acceleration estimated by the actual acceleration estimation unit 4, based on the speed of the train 100 when stopped (= zero) (step S23).

If no skidding or sliding is occurring, the actual acceleration may be integrated over time based on the speed calculated by the pulse speed calculation unit 19. This allows the integration error up to that point to be cleared and the integration error to be suppressed.

Next, the acceleration integral position calculation unit 16 calculates the position of the train 100 by adding the travel distance obtained by time-integrating the speed of the train 100 calculated in step S23, based on the kilometre distance of the departure station (departure station SS in Figure 2) (step S24).

If absolute position information can be obtained from GNSS (not shown) or a transponder for position correction (not shown), the velocity may be integrated over time based on the absolute position information. This allows the integration error up to that point to be cleared, and the accumulation of integration error can be suppressed.

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

When the train 100 finishes traveling between stations and arrives at the next stop station SE, the acceleration integral speed calculation unit 15 stops calculating the speed by integrating the acceleration over time, and the acceleration integral position calculation unit 16 stops calculating the position by integrating the speed over time.
Also, the stop station SE is set as the new departure station SS, the speed is set to 0, and the position is set to the distance in kilometers from station SE.

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

Next, the operation of the gradient error correction unit 17 of the train speed and position calculation device 10 according to the first embodiment will be described.
FIG. 5 is a diagram showing the relationship between the position and speed of a train calculated by the train speed and position calculation device.
In FIG. 5, the reference character L0 indicates the relationship between the acceleration integrated position and the acceleration integrated speed when the travel distance calculated by the train speed and position calculation device 10 coincides with the actual travel distance.
In the case of symbol L0, the travel distance calculated by integrating the acceleration over time is correct, and the gradient of the installation position of the acceleration detection unit 12 while the train is stopped at the departure station, extracted from the gradient information storage unit 11, is determined to be correct, and no gradient correction is performed.

On the other hand, symbol L1 indicates the relationship between the acceleration integrated position and the acceleration integrated speed when the running distance calculated by the train speed and position calculation device 10 is 19 m longer than the actual running distance.
In the case of symbol L1, there is a possibility that the acceleration calibration while the train is stopped at the departure station is affected by gradient error, resulting in the acceleration being estimated higher than the actual value.
To estimate the gradient error, the gradient error correction unit 7 calculates the travel distance by adding an offset to the time series data of the acceleration from the departure station to the stop station calculated by the actual acceleration estimation unit 4. The travel distance is calculated for a plurality of offsets, and the offset that has the smallest difference from the actual travel distance is selected.

For example, if the offset for the acceleration data when code L1 was created is -0.017 km/h/s, the difference from the actual distance traveled will be the smallest. In other words, if the time series data of the acceleration from the departure station to the stop station is shifted by 0.017 km/h/s to the negative side and integrated, the difference from the actual distance traveled will be the smallest.

0.017 km/h/s corresponds to a gradient of 0.5‰, and the gradient stored in the gradient information storage unit 1 at the installation position of the acceleration detection unit 12 while the train is stopped at the departure station may have an error of +0.5‰.

For example, if the acceleration is calibrated assuming that the gradient at the installation position of the acceleration detection unit 12 while the train is stopped at the departure station is +0.5‰ (upward gradient), the zero point is calibrated so that the acceleration while stopped is an acceleration equivalent to +0.5‰ (positive value, acceleration side), and the acceleration detected in the horizontal state is 0. In this case, if the actual gradient at the installation position is 0‰, an acceleration (positive value, acceleration side) equivalent to +0.5‰ (upward gradient) in the horizontal state will be detected, and the zero point will be shifted by the amount of acceleration equivalent to +0.5‰. This causes the acceleration to be overestimated.

If the selected offset is negative and the acceleration is deemed to be overestimated, the gradient must be corrected to the negative side. Therefore, the gradient at the installation position of the acceleration detection unit 12 while the train is stopped at the departure station, which is stored in the gradient information storage unit 11, is corrected to be 0.5% smaller.

Moreover, the reference symbol L2 indicates the relationship between the acceleration integrated position and the acceleration integrated speed when the running distance calculated by the train speed and position calculation device 10 is 19 m shorter than the actual running distance.
In the case of L2, there is a possibility that the acceleration calibration while the train is stopped at the departure station is affected by gradient error, resulting in the acceleration being estimated to be smaller than the actual acceleration.
To estimate the gradient error, the gradient error correction unit 7 calculates the travel distance by adding an offset to the time series data of the acceleration from the departure station to the stop station calculated by the actual acceleration estimation unit 4. The travel distance is calculated for a plurality of offsets, and the offset that minimizes the difference from the actual travel distance is selected.

For example, if the offset for the acceleration data when creating code L2 is +0.017 km/h, the difference from the actual distance traveled becomes smallest. In other words, if the time series data of the acceleration from the departure station to the stop station is shifted by 0.017 km/h/s to the positive side and integrated, the difference from the actual distance traveled becomes smallest.

0.017 km/h/s corresponds to a gradient of 0.5‰, and the gradient stored in the gradient information storage unit 11 at the installation position of the acceleration detection unit 12 while the train is stopped at the departure station may have an error of 0.5‰.

For example, if the acceleration is calibrated assuming that the gradient at the installation position of the acceleration detection unit 12 while the train is stopped at the departure station is -0.5‰ (downward gradient), the zero point is calibrated so that the acceleration while stopped is an acceleration equivalent to -0.5‰ (negative value, deceleration side), and the acceleration detected in the horizontal state is 0. In this case, if the actual gradient at the installation position is 0‰, an acceleration value equivalent to -0.5‰ (downward gradient) (negative value, deceleration side) will be detected in the horizontal state, and the zero point will be shifted by the amount of acceleration equivalent to -0.5‰. This causes the acceleration to be underestimated.

If the selected offset is positive and the acceleration is underestimated, the gradient must be corrected to the positive side. Therefore, the gradient value at the installation position of the acceleration detection unit 2 while the train is stopped at the departure station, which is stored in the gradient information storage unit 11, is corrected to be 0.5‰ larger.

As shown in the example in Figure 5, even a gradient error of 0.5‰ will cause a distance error of 19 m, so correcting the gradient error is important for improving the accuracy of speed and position calculations.

Such gradient errors can occur when the gradient in the gradient information storage unit 11 is set based on the civil engineering drawings of the route, and then the actual gradient changes due to additional construction or changes over time, or when there is a difference between the original design gradient and the actual gradient.

In addition, if the installation position of the acceleration detection unit 2 when the train stops at a station is near a gradient change point, the vehicle on which the acceleration detection unit 2 is installed will be located across sections with different gradients. Therefore, the gradient at the installation position of the acceleration detection unit 2 will be an intermediate value between the gradient sections before and after it.

In addition, when the gradient difference between the two sections is large, a vertical curve is inserted. However, when the gradient information storage unit 11 is referenced at the installation position of the acceleration detection unit 2, the gradient value of one of the different sections is extracted, resulting in a large gradient error.

In the above-mentioned gradient error correction, the actual travel distance is calculated from the difference in kilometers between the starting position and the arrival position of the section, or the distance calculated by the pulse position calculation unit 20 in the case where no skid or slide occurred while traveling the section.
Furthermore, the amount of correction for the offset and gradient error may vary from one run to the next, and it is therefore desirable to perform gradient correction based on the results of calculations made over a number of runs.

When using the distance calculated by the pulse position calculation unit 20, it is desirable to compare the traveled distance with the speed calculated by the pulse speed calculation unit 20 and determine whether or not gradient error correction is possible. This is because if only the traveled distance matches and the speeds differ, it is possible that the gradient error during travel is the cause, rather than a deviation in the zero point.

In this embodiment, the gradient error correction unit 7 is configured to be installed on the train, but gradient error may be corrected by analyzing data such as the train's speed, position, and acceleration offline on the ground. For example, corrected gradient information can be created using data from a test run before the start of operation and stored in the gradient information storage unit 1.

As described above, according to the first embodiment, by correcting the gradient information in the gradient information storage unit 11, the accuracy of the actual acceleration estimated by the actual acceleration estimation unit 14 can be improved, and the speed and position of the train can be calculated with high accuracy even when a skid or slide occurs.

In addition, the train operation assistance device 30 equipped with the train speed and position calculation unit 10 can provide appropriate operation assistance according to the actual situation based on the accurate train speed and position.

[2] Second Embodiment Next, a second embodiment will be described.
The second embodiment differs from the first embodiment in that the operation of the train 100 is not performed manually by a driver 40 but is performed automatically by a train operation control device.

FIG. 6 is a schematic block diagram showing an example of the configuration of a train speed and position calculation device and a train operation control device according to the second embodiment.
The configuration and operation of the train speed and position calculation device 10 of the second embodiment are similar to those of the first embodiment, and therefore detailed description thereof will be omitted below.

The train operation control device 40 includes a train speed and position calculation device 10 , a control command information creation unit 41 , and a control command information transmission unit 42 .
The control command information creation unit 41 holds appropriate operation curves for the line on which the train 100 runs as an operation curve database (not shown) and extracts appropriate operation curves corresponding to the interval between stations on which the train runs. Alternatively, the control command information creation unit 41 creates appropriate operation curves corresponding to the interval between stations on which the train runs in real time based on a database (not shown) that holds line information and vehicle performance and train timetable information.

In addition, the control command information creation unit 41 refers to the optimal operating curve between the stations through which the train 100 runs, based on the position of the train 100 calculated by the train speed and position calculation device 10, and extracts a target speed according to the position of the train 100.

Next, the control command information creation unit 41 compares the target speed with the speed of the train 100 calculated by the train speed and position calculation device 10, creates a control command to operate the drive and braking control device 50 so as to follow the appropriate operating curve, and outputs the control command information transmission unit 42.

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

According to the second embodiment, as in the first embodiment, the accuracy of the actual acceleration estimated by the actual acceleration estimation unit 14 can be improved by correcting the gradient information in the gradient information storage unit 11, and the speed and position of the train can be calculated with high accuracy even when skidding or sliding occurs.
Furthermore, the train operation control device 40 equipped with the train speed and position calculation unit 10 can perform appropriate operation control according to the actual situation based on the accurate train speed and position.

Although the embodiment of the present invention has been described above, the above embodiment is merely an example and is not intended to limit the scope of the invention. The above embodiment can be implemented in various forms, and various omissions, substitutions, and modifications can be made without departing from the gist of the invention. The above embodiment and its modifications are included in the scope and gist of the invention, and are included in the scope of the invention and its equivalents described in the claims.

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

Claims (9)

A gradient information storage unit that stores gradient information of a line on which the train runs;
an acceleration detection unit that detects an acceleration in a traveling direction of the train;
an acceleration calibration unit which, when the train is stopped, determines a gradient of an installation position of the acceleration detection unit by referring to the gradient information storage unit, and calibrates a zero point of the acceleration detection unit based on a comparison between an acceleration corresponding to the gradient and a detection value of the acceleration detection unit to calculate a calibrated acceleration;
an actual acceleration estimation unit that, when the train is traveling, determines a gradient of an installation position of the acceleration detection unit by referring to the gradient information storage unit, and estimates an actual acceleration of the train based on an acceleration corresponding to the gradient and a calibrated acceleration calculated by the acceleration calibration unit;
a position calculation unit that calculates a speed by integrating the estimated actual acceleration with respect to time, and calculates a running distance and a position of the train by integrating the speed with respect to time ;
a gradient information correction unit that calculates an offset to be added to the estimated actual acceleration so that the calculated travel distance becomes closer to an actual travel distance, and corrects the gradient information corresponding to an installation position of the acceleration detection unit when the vehicle is stopped based on the offset;
A train speed and position calculation device equipped with the above. The stop location is a stop station of the train or a stop location on the line.
2. A train speed and position calculation device according to claim 1. The actual travel distance used in the gradient information correction unit is a distance calculated based on the pulse of a tachograph when no skid or slide occurs during travel in the section to be measured for the travel distance, or a distance calculated from the difference in kilometers between the starting position and the arrival position in the section.
3. A train speed and position calculation device according to claim 1 or 2 . The gradient information correction unit calculates the offset for a plurality of runs and corrects the gradient information in the gradient information storage unit.
3. A train speed and position calculation device according to claim 1 or 2 . the gradient information correction unit compares a velocity according to a position obtained by adding an offset to the actual acceleration and integrating it with time with an actual velocity, and determines whether to correct the gradient information of the gradient information storage unit.
3. A train speed and position calculation device according to claim 1 or 2 . The gradient information correction unit is provided on the ground side.
3. A train speed and position calculation device according to claim 1 or 2 . A train operation support device for supporting a train driver's operation, comprising: a train speed and position calculation device according to any one of claims 1 to 6 ;
A train speed and position calculation device calculates a train speed and position of the train, and the train speed and position calculation device calculates a train speed and position of the train.
Using,
A driving assistance information creation unit that creates driving assistance information for assisting the driver in driving operations;
A driving support information presentation unit that presents the driving support information created by the driving support information creation unit to the driver;
A train operation support device equipped with A train speed and position calculation device according to any one of claims 1 to 6 ,
A train running curve for a line on which the train runs is stored or created, and the train running curve and
At least one of the speed and the position of the train calculated by the train speed and position calculation device;
a control command information creation unit that calculates a control command for the traction and braking control device of the train using the above-mentioned
a control command information transmitting unit that transmits the control command calculated by the control command information creating unit to the drive/braking control device;
A train operation control device equipped with the above. A gradient information storage unit that stores gradient information of a line on which the train runs;
an acceleration detection unit that detects an acceleration in a traveling direction of the train;
A train speed and position calculation method executed by a train speed and position calculation device comprising:
a step of determining a gradient of an installation position of the acceleration detection unit by referring to the gradient information storage unit when the train is stopped, and calibrating a zero point of the acceleration detection unit based on a comparison between the acceleration corresponding to the gradient and a detection value of the acceleration detection unit to calculate a calibrated acceleration;
a step of determining a gradient of an installation position of the acceleration detection unit by referring to the gradient information storage unit while the train is running, and estimating an actual acceleration of the train based on an acceleration corresponding to the gradient and a calibrated acceleration calculated in a step of calculating the calibrated acceleration;
a step of calculating a speed by integrating the estimated actual acceleration with respect to time, and calculating a running distance and a position of the train by integrating the speed with respect to time ;
calculating an offset to be added to the estimated actual acceleration so that the calculated travel distance becomes closer to an actual travel distance, and correcting the gradient information corresponding to an installation position of the acceleration detection unit when the vehicle is stopped based on the offset;
A train speed and position calculation method comprising:

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