TWI568616B - Railway vehicle distance detection system - Google Patents

Description

Railway vehicle walking distance detection system

The present invention mainly relates to a railway vehicle walking distance detecting system, and more particularly to a railway vehicle walking distance detecting system for detecting a correct walking distance of an occurrence place.

In order to allow the railway vehicle to pass the curve section at a high speed and ride comfortably, the tilt control for tilting the vehicle body to the left or right according to the curvature radius, the inclination, and the like of the curve section has been put to practical use. In order to tilt the vehicle body while entering the curve interval, the tilt control must be started when the curve section is about to enter. Therefore, the railway vehicle uses the speed generator mounted on the wheel to measure the distance traveled as the measured distance (cumulative) so that the place where the tilt control is to be performed can be correctly detected during walking.

However, because the wheel sometimes slips or idling the rails during normal walking, or the measured distance deviates from the correct walking distance due to measurement noise or the like. For this reason, the travel distance detecting system that corrects the actual measurement distance by using the position information of a plurality of above-grounds arranged along the track has been used (for example, as described in Patent Document 1 to be described later).

That is, the railway vehicle detects the ground when passing through the ground, and obtains the correct position information of the detected ground by the communication between the ground and the car (the absolute position of the ground, the ground) Absolute distance between, etc.). Then, the obtained position information is compared with the measured distance, and the amount of error is calculated so that the measured distance can be corrected each time the ground is detected. In other words, in the past, the walking distance of the current location is the distance from the starting position of the walking to the absolute position of the most recently detected ground, plus the measured distance measured by the absolute position of the ground.

Patent literature

Patent Document 1: Japanese Patent Publication No. 5-26714

However, in the past walking distance detecting system, the farther away from the detected ground, after passing through the ground, the larger the amount of error in the measured distance due to slippage and idling, measurement error, and the like. Therefore, in the case where the distance between the ground and the ground is set to be long, the amount of error before going through the next ground is relatively large. In particular, when the ground is not detected due to a radio wave obstacle or the like, since the measured distance from the detected previous ground is increased, the amount of error becomes large, and the position cannot be detected at the current location. The problem of correct walking distance.

Accordingly, the present invention has been made to solve the above problems, and an object of the invention is to provide a railway vehicle travel distance detecting system capable of detecting a correct walking distance of a place when a measured distance from a previously detected ground is long. .

A railway vehicle walking distance detecting system according to the present invention includes: a measured distance calculating unit that calculates a distance that a railway vehicle has traveled as a real distance measurement The information acquisition unit acquires the correct position information of the detected ground position when the plurality of ground positions are arranged at any position along the track; the error ratio calculation unit calculates the measured distance according to the above And the position information obtained as described above, the error ratio is calculated, and the walking distance determining unit determines the walking distance using the measured distance and the error ratio. In the error ratio calculation unit, the error ratio of the absolute distance of one section and the error amount of one section is obtained and accumulated from the position information of the detected ground using two pieces of the above ground. The prediction error ratio is calculated using an error ratio of an arbitrary number generated in the past travel, and the travel distance determination unit sequentially determines the travel distance of the current location based on the actually measured distance from the most recently passed ground and the predicted error ratio.

In this case, the railway vehicle is using the arbitrary number of error ratios generated in the past when walking, and the predicted error ratio of the place of occurrence or the predetermined place is calculated. Then, based on the measured distance and the prediction error ratio, the walking distance of the current location is determined successively. In this way, instead of relying on the position information of a single ground, the prediction error ratio calculated from the error ratio accumulated in the past is used, thereby correcting the measured distance and determining the walking distance. Therefore, even in the case where the measured distance from the detected ground is large, it is possible to detect the correct walking distance of the place.

Further, in the railway vehicle travel distance detecting system of the present invention, the error ratio calculating unit calculates the predicted error ratio by a method described later: when the vehicle travels in the same section of the section in which the vehicle is currently traveling. The error ratio of any number is added to the total calculation, and the summed value is divided by the arbitrary number.

In this case, the same time that we used to walk in the past When walking in an interval, the error ratios of any number generated are summed up, and the summed value is divided by the arbitrary number to calculate the prediction error ratio. Therefore, the influence of the linear shape or the inclination of the different orbits of each section is reflected in the prediction error ratio for correcting the walking distance of the current location or the predetermined location, so that it is possible to successively determine using a more accurate prediction error ratio. Walking distance.

Furthermore, it is preferable that the railway vehicle travel distance detecting system of the present invention calculates the predicted error ratio based on the weather state; the travel distance determining unit uses the same weather state as the weather state of the current location. The calculated prediction error ratio is used to determine the walking distance at the current location.

In this case, for example, the sunny state, the rain state, and the snowing state can be distinguished, and the prediction error ratio is calculated separately. Then, the walking distance is determined using the prediction error ratio calculated in the weather state in which the weather conditions of the current location are the same. In this way, since the walking distance is determined in consideration of the weather state of the current location, it is possible to detect a more accurate walking distance at the current location.

Furthermore, the railway vehicle travel distance detecting system of the present invention may be: the travel distance determining unit, the measured distance based on the most recently passed ground, the predicted error amount for the measured distance, and the recently passed ground. The result of the total calculation of the absolute distances up to now determines the walking distance at the current location.

Further, in the railway vehicle travel distance detecting system of the present invention, the error ratio calculating unit may calculate the predicted error ratio by the method described later: an individual area that has recently traveled in a section different from the current walking direction. When walking in between, the error ratio of any number generated is added up, and the summed value is divided by the arbitrary number to calculate the prediction error ratio. Further, in this case, the error ratio calculation unit calculates the predicted prediction error ratio based on the weather state, and the travel distance determination unit sequentially determines the prediction error ratio calculated in the same weather state as the current state of the current location. The walking distance of the current location.

According to the railway vehicle walking distance detecting system of the present invention, in the case where the distance between the ground and the ground is set to be long, or in the case where the ground is not detected, even before the detected ground is calculated When the measured distance becomes large, the correct walking distance of the place can still be detected.

1‧‧‧ Railway vehicles

10‧‧‧Cars

20‧‧‧Database Processing Department

30‧‧‧Speed generator

40‧‧‧ Distance Calculation Department

50‧‧‧Error Ratio Calculation Department

51‧‧‧Interval Error Calculation Department

52‧‧‧Error Ratio Calculation Department

53‧‧‧Predictive Error Ratio Calculation Section

54‧‧‧ weather status judgment department

60‧‧‧Travel Distance Determination Department

KS, KS1‧‧‧ walking distance detection system

T‧‧‧上上子

△a, △b, △d‧‧‧ error amount

D‧‧‧Absolute distance

S‧‧‧Measured distance

(△a/D1)‧‧‧ error ratio

(△b/D2) ‧ ‧ error ratio

(△d/D) ‧ ‧ error ratio

α,β‧‧‧ prediction error ratio

Fig. 1 is a view showing the overall configuration of a walking distance detecting system according to the first embodiment.

Fig. 2 is a view showing the configuration of the walking distance detecting system of the first embodiment in detail.

Fig. 3 is a view showing the relationship between the travel distance of the railway vehicle and the travel time in the first embodiment.

Fig. 4 is a view showing the relationship between the walking distance of the railway vehicle and the walking time one day before.

Fig. 5 is a view showing the relationship between the walking distance of the railway vehicle and the walking time 2 days ago.

Figure 6 shows the walking distance and walking time of the railway vehicle 3 days ago. The diagram of the department.

Fig. 7 is a view showing the relationship between the walking distance of the railway vehicle and the walking time 4 days ago.

Fig. 8 is a view showing the walking distance detected when the ground is not detected in the first embodiment.

Fig. 9 is a view showing the configuration of the walking distance detecting system of the second embodiment in detail.

Fig. 10 is a view showing the relationship between the travel distance of the railway vehicle and the travel time in the second embodiment.

Figure 11 shows the weather conditions of railway vehicles passing through the locals.

Fig. 12 is a view showing a comparison of the walking distance detected when the ground is not detected in the past, and the traveling distance detected when the ground is not detected in the second embodiment.

Hereinafter, an embodiment of the railway vehicle travel distance detecting system of the present invention will be described with reference to the drawings. Fig. 1 is a view showing the overall configuration of a running distance detecting system KS according to the first embodiment. As shown in Fig. 1, the travel distance detecting system KS is integrated in the railway vehicle 1, and is constituted by the following: the car upper 10, the data processing unit 20, the speed generator 30, the distance calculating unit 40, and the error ratio calculation. The part 50 and the walking distance determining unit 60.

Here, a plurality of ground sub-Ts are arranged on the rail 2 on which the railway vehicle 1 travels. The local sub-T system is constituted by, for example, a transponder or the like, and is provided at an arbitrary position along the track 2 with an interval therebetween, and has unique identification information (ID value). Therefore, in the present embodiment, the local top T The numbers are distinguished by the numbers in the brackets of T.

The car top 10 obtains the inherent identification information of the ground sub-T. The vehicle upper 10 is constituted by, for example, a transponder or the like, and is attached to the bottom of the vehicle body of the railway vehicle 1. Then, the locomotive 10 detects and acquires the identification information transmitted from the ground sub-T by the fact that the railway vehicle 1 passes through the ground sub-T. The identification information of the acquired above-ground child T is transmitted to the database processing unit 20.

The database processing unit 20 stores in advance the correct position information of the local sub-T (that is, the absolute position of the local sub-T (the correct position of the sub-sub-T) or the absolute distance D between the sub-sub-T (the upper sub-T The database correcting unit 20 searches for the position information of the previously stored ground sub-T based on the transmitted identification information of the ground sub-T to define the above-ground sub-T. The retrieved ground sub-sub The position information of T is transmitted to the error ratio calculating unit 50. Further, the position information of the local top T is the correct numerical value measured by the walking test in advance. The database processing unit 20 and the car 10 is the "information acquisition unit" of the present invention.

The speed generator 30 determines the distance that the railway vehicle 1 has traveled. The speed generator 30 is attached to the axle of the wheel 3 (non-driving wheel) of the railway vehicle 1, and outputs a pulse-like output signal generated as the axle rotates to the distance calculating unit 40. Further, the speed generator 30 may output a sine wave output in addition to the pulse output, which may be appropriately changed.

The distance calculating unit 40 is constituted by a counter or the like, and counts the distance that the railway vehicle 1 has traveled as the actual measured distance S by counting the input pulse-shaped output signals. The calculated measured distance S is transmitted to the error ratio calculating unit 50. The The distance calculating unit 40, the speed generator 30, and the like are the "measured distance calculating unit" of the present invention.

However, in the past, the walking distance of the current location is equal to the distance from the walking start position to the absolute position of the detected ground sub-T, plus the measured distance measured from the absolute position of the ground sub-T. However, in this case, the longer the measured distance from the ground sub-T after passing through the ground sub-T, the more the idle and slip of the wheel 3 occurs, and the more the number of measurement errors, the difference between the measured distance and the correct walking distance ( The larger the amount of error).

Therefore, in the present embodiment, the error ratio calculating unit 50 and the traveling distance determining unit 60 are configured such that the detected distance can be checked even when the measured distance from the detected ground top T becomes large. The correct walking distance of the place where it appears. Here, Fig. 2 is a view showing the configuration of the walking distance detecting system KS of Fig. 1 in detail.

The error ratio calculating unit 50 calculates the error amounts Δa and Δb based on the measured distance S and the position information of the ground sub-T, and calculates the predicted error ratio α. Furthermore, as will be described later, the error amount Δa is the absolute distance D1 between the ground sub-T(1) and the ground sub-T(2), and between the ground sub-T(1) and the ground sub-T(2). The difference between the measured distance S1 (see Figures 4-8); and the error amount Δb is the absolute distance D2 between the ground sub-T(2) and the ground sub-T(3), and the walking on the ground T (2) The difference between the measured distance S2 and the above-ground sub-T(3) (see Figures 4 to 8). As shown in FIG. 2, the error ratio calculation unit 50 includes an interval error calculation unit 51, an error ratio calculation unit 52, a prediction error ratio calculation unit 53, and a weather state determination unit 54.

The interval error calculation unit 51 passes and detects two grounds. In the case of T, the absolute distance D between the above-ground sub-Ts is read based on the position information of the two above-ground sub-T, and the measured distance S when walking between the two ground sub-Ts is subtracted from the absolute distance D, and the calculated distance S is calculated. Error amounts Δa, Δb. The calculated error amounts Δa and Δb are input to the error ratio calculating unit 52.

Here, FIG. 3 is a view showing the relationship between the travel distance Z of the railway vehicle 1 and the travel time t, and the solid line in FIG. 3 indicates the actual measured distance S. Here, in the first embodiment, the following description will be given: The railway vehicle 1 starts to travel from the travel start position (not shown), and passes through the ground top T (1) and the ground top T (2) at the current location. A situation in which a certain part of the interval between the above-ground sub-T(2) and the above-ground sub-T(3) travels. Further, as shown in Fig. 3, as in the past, when the local sub-T (the above-ground sub-T(2)) is detected, the measured distance S is corrected from the walking start position to the detected ground sub-T. Absolute distance (correct walking distance).

When the railway vehicle 1 has traveled on the same track 2 in the past, the section error calculating unit 51 also calculates the error amounts Δa and Δb. For example, as shown in Fig. 4, the railway vehicle 1 travels on the track 2 one day before, and passes through the ground and detects the above-ground sub-T(1), the ground-up sub-T(2), and the above-ground sub-T(3). The absolute distance D1 between T(1) and the ground sub-T(2) is subtracted from the measured distance S1(1) therebetween, and the error amount Δa1 is calculated. Further, the measured distance S2(1) is subtracted from the absolute distance D2 between the ground sub-T(2) and the ground sub-T(3), and the error amount Δb1 is calculated. The calculated error amounts Δa1 and Δb1 are input to the error ratio calculating unit 52.

Further, as shown in Fig. 5, when the railway vehicle 1 travels on the track 2 two days ago and passes through and detects the above-ground sub-T(1), the ground-up sub-T(2), and the above-ground sub-T(3), Absolute between the upper ground T(1) and the upper ground T(2) The distance D1 is subtracted from the measured distance S1 (2), and the error amount Δa2 is calculated. Further, the measured distance S2(2) is subtracted from the absolute distance D2 between the ground sub-T(2) and the ground sub-T(3), and the error amount Δb2 is calculated. The calculated error amounts Δa2 and Δb2 are input to the error ratio calculating unit 52.

Further, as shown in Fig. 6, when the railway vehicle 1 travels on the track 2 three days ago and passes through and detects the above-ground sub-T(1), the ground-up sub-T(2), and the above-ground sub-T(3), The absolute distance D1 between the ground sub-T(1) and the ground sub-T(2) is subtracted from the measured distance S1(3) therebetween, and the error amount Δa3 is calculated. Further, the actual distance S2 (3) is subtracted from the absolute distance D2 between the ground sub-T(2) and the ground sub-T(3), and the error amount Δb3 is calculated. The calculated error amounts Δa3 and Δb3 are input to the error ratio calculating unit 52.

Further, as shown in Fig. 7, when the railway vehicle 1 travels on the track 2 four days ago and passes through and detects the above-ground sub-T (1), the ground-up sub-T (2), and the above-ground sub-T (3), The absolute distance D1 between the ground sub-T(1) and the ground sub-T(2) is subtracted from the measured distance S1(4) therebetween, and the error amount Δa4 is calculated. Further, the actual distance S2 (4) is subtracted from the absolute distance D2 between the ground sub-T(2) and the ground sub-T(3), and the error amount Δb4 is calculated. The calculated error amounts Δa4 and Δb4 are input to the error ratio calculating unit 52.

In addition, in the first embodiment, in order to facilitate understanding, each of the error amounts Δa1 to a4 and Δ calculated when the railway vehicle 1 travels on the rail 2 one day ago, two days ago, three days ago, or four days ago. Although b1 to b4 are explained, the amount of error calculated five days ago may be used, or the amount of error calculated when the railway vehicle 1 travels on the track 2 several hours ago may be used. That is, as long as the amount of error calculated by the railway vehicle 1 when it travels on the same track 2 in the past, it can be appropriately change.

The error ratio calculation unit 52 calculates the error ratios (Δa/D1) and (Δ) of the absolute distances D1 and D2 between the two above-ground sub-Ts and the error amounts Δa and Δb generated between the two above-ground sub-Ts. b/D2). In other words, the error ratio calculating unit 52 calculates the amount of error generated per unit distance in one section between the two ground sub-Ts. Specifically, in the first embodiment, the error ratios (Δa1/D1), (Δb1/D2), (Δa2/D1), (Δb2/D2), (Δa3/D1), ( Δb3/D2), (Δa4/D1), and (Δb4/D2) are input to the prediction error ratio calculating unit 53.

The prediction error ratio calculation unit 53 accumulates the error ratio calculated at the time of past travel, and calculates the prediction error ratio α in the same section of the section currently traveling. The prediction error ratio calculation unit 53 calculates the prediction error ratio α which is the average value of the error ratio by dividing the value obtained by adding the arbitrary error ratios by the arbitrary number. Here, as shown in Fig. 3, the railway vehicle 1 is traveling in the section between the ground sub-subordinate T(2) and the ground-sub-sub-T(3) at the current location, and therefore, the prediction error ratio calculating section 53 is used in the past on the ground. The error ratio (Δb1/D2), (Δb2/D2), (Δb3/D2), (Δb4/D2) generated in the interval between the sub-T(2) and the above-ground sub-T(3), The predicted error ratio α which is the average value of these error ratios (Δb/D2) is calculated, and the calculated predicted error ratio α is input to the travel distance determining unit 60.

Here, an arbitrary number L for summing the calculation error ratio (Δb/D2) when calculating the average value of the error ratio (Δb/D2) will be described. First, the error amount Δb is a value that easily changes with an weather state such as a sunny state, a rain state, and a snowy state. That is, in the sunny state, because of the idling Since the amount of error Δb is relatively small, the error amount Δb is a relatively small value. In contrast, in the snowing state, since the idling and slipping are relatively large, the error amount Δb is a relatively large value. Further, since the above-described prediction error ratio α is obtained by accumulating the error amount Δb, the numerical value calculated in the same weather state as the current state of the current location is used as the prediction error ratio α of the walking distance Z at the current location. Is the more correct value. As described above, in the present embodiment, as will be described later, an arbitrary number L is set in accordance with the weather state.

The weather state determination unit 54 determines the weather state, and outputs a signal w indicating the weather state to the prediction error ratio calculation unit 53 and the travel distance determination unit 60 as shown in FIG. 2 . In the first embodiment, the weather state determination unit 54 distinguishes between the temperature detector and the rain detector that detects the outside air temperature (not shown) and the rain detector that detects the amount of precipitation (not shown). Status and snowing status. In addition, the determined weather state is not limited to a sunny state, a rain state, or a snowy state, and may include a state in which the outside air temperature is 0 degrees or more, and a state in which the outside air temperature is less than 0 degrees. In addition, in the second drawing, the signal w indicating the weather state is input to the prediction error ratio calculating unit 53 and the traveling distance determining unit 60. However, the signal w indicating the weather state is input to the prediction error ratio calculating unit 53 and Any of the walking distance determining units 60 may be used.

Here, as shown in FIGS. 4 and 5, the weather state when the railway vehicle 1 is traveling one day before and two days ago is a clear state. Therefore, at this time, the prediction error ratio calculation unit 53 inputs the signal w1 indicating the sunny state, and accumulates the error ratio (Δb1/D2) and the error ratio (Δb2/D2) in the sunny state. Thereby, the prediction error ratio calculation unit 53 sets the arbitrary number L to 2 as The number of error ratios in the sunny state is used to calculate the prediction error ratio α1 in the sunny state. That is, the prediction error ratio α1 of the sunny state is equal to ((Δb1/D2)+(Δb2/D2))/2.

In addition, in the first embodiment, an ideal state in which the weather state does not change during the period of travel between the ground sub-T (2) and the ground sub-T (3) is described. However, for example, in FIG. 4 In the case where the period of travel between the ground sub-T(2) and the above-ground sub-T(3) is changed from a sunny state to a rain state, the calculated error ratio is not considered at this time ( △b1/D2).

Further, as shown in Fig. 6, the weather state when the railway vehicle 1 is traveling three days ago is a rain state. Therefore, at this time, the prediction error ratio calculation unit 53 inputs the signal w2 indicating the rain state, and accumulates the error ratio (Δb3/D2) in the rain state. Thereby, the prediction error ratio calculation unit 53 sets the arbitrary number L to 1, and calculates the prediction error ratio α2 of the rain state as the number of error ratios in the rain state. That is, the prediction error ratio α2 of the rain state is equal to (Δb3/D2)/1.

Further, as shown in Fig. 7, the weather state when the railway vehicle 1 is traveling four days ago is a snowy state. Therefore, at this time, the prediction error ratio calculation unit 53 inputs the signal w3 indicating the snowing state, and accumulates the error ratio (Δb4/D2) in the snowing state. In this way, the prediction error ratio calculation unit 53 sets the arbitrary number L to 1 as the number of error ratios in the snowing state to calculate the prediction error ratio α3 in the snowing state. That is, the prediction error ratio α3 of the snowing state is equal to (Δb4/D2)/1.

The travel distance determining unit 60 determines the travel distance Z at the current location. The travel distance determining unit 60 inputs the predicted error ratio α1 of the sunny state at the current location, the predicted error ratio α2 of the rain state, and the predicted error ratio α3 of the snowy state. Further, the travel distance determining unit 60 inputs the actually measured distance Sx (see FIG. 3) calculated from the nearest ground T (2) calculated by the distance calculating unit 40, and inputs the representative position judged by the weather state determining unit 54. The signal w1 of the weather state (clear state) of the point.

As described above, the travel distance determining unit 60 calculates the travel distance Z of the appearance point in accordance with the following mathematical expression 1 using the prediction error ratio α1 in the sunny state. In the present embodiment, the prediction error ratio α1 in the sunny state is substituted into α in the following mathematical expression 1.

[Math 1] Z = (1 + α ) × Sx + Dy

The first term on the right side of the above mathematical expression 1 is to correct the measured distance Sx from the nearest ground sub-T(2) by the prediction error ratio α1, and to indicate the predicted walking distance Dx from the ground sub-T(2) to the current location (refer to Figure 3). Here, the portion of α × Sx represents the amount of prediction error (Dx-Sx (refer to FIG. 3)) for the actually measured distance Sx. Further, the second term on the right side of the above mathematical expression 1 indicates the absolute distance Dy between the travel start position and the nearest ground T(2) (see FIG. 3). Therefore, the total calculation result of the measured distance Sx calculated from the most recently detected ground sub-T(2), the predicted error amount α×Sx for the measured distance Sx, and the absolute distance Dy until the above-ground sub-T(2) Calculate the walking distance Z. In other words, the prediction error ratio α1 calculated in the interval in the past same weather state, the measured distance Sx from the most recently detected ground sub-T(2), and the absolute distance Dy from the above-ground sub-T(2), Can decide the distance to travel at the current location From Z.

In the present embodiment, the travel distance determining unit 60 and the error ratio calculating unit 50 sequentially input and calculate numerical values every 5 msec, and sequentially determine the travel distance Z. In addition, when the signal w2 of the rain state is input to the current location, the travel distance determination unit 60 substitutes the prediction error ratio α2 of the rain state into the above-described mathematical expression 1, and inputs the signal w3 of the snowy state at the current location. Next, the prediction error ratio α3 of the snowing state is substituted into the above-described mathematical expression 1, and the walking distance Z is sequentially determined and corrected.

Here, a case where the car top 10 cannot detect the ground top T(2) due to a radio wave obstacle or the like will be described using FIG. The railway vehicle 1 stores the position information of the local sub-substor T in the database processing unit 20 in advance, and as shown in Fig. 8, the sub-subject T is not detected within the range of the predetermined distance after passing through the sub-subject T(1). In the case of the above, it is recognized that the car top 10 cannot detect the ground sub-subject T(2).

However, the railway vehicle 1 only recognizes that it is walking at a certain point in the section between the ground sub-T(2) and the ground sub-T(3), and does not know the absolute position of the ground sub-T(2), so it passes through the ground. In the case of sub-T(2), the measured distance S cannot be corrected by the absolute position of the sub-subject T(2). Therefore, in the past walking distance detecting system, the distance from the detected previous ground T(1) to the current location becomes large, so that the measured distance S contains a large error, and the correct walking cannot be detected. Distance Z.

Here, in the first embodiment, although the absolute position of the ground sub-T(2) is not known, as in the above, when traveling in the section between the ground sub-sub-T(2) and the ground-sub-sub-T(3) is used as described above. Calculated error amount △b, successively determined Set the walking distance Z. In other words, the travel distance determination unit 60 substitutes the prediction error ratio α1 in the sunny state into α in the above-described mathematical expression 1, and subtracts the actual measured distance Sy (see FIG. 8) from the detected above-described ground T(1). The value of the absolute distance D1 between the ground sub-T(1) and the ground sub-T(2) is substituted into Sx in the above mathematical formula 1, and the absolute distance from the travel start position to the ground sub-T(2) is substituted into the above mathematical Dy in Formula 1 to thereby determine the walking distance Z of the current location. As a result, even if the above-mentioned sub-subject T(2) is not detected, and the detected previous sub-subject T(1) is far from the current location, the past sub-sub-T(2) and the above-ground sub-T(3) are used. The error amount Δb (error ratio (Δb/D2)) calculated during the interval travel can still detect the correct travel distance Z.

The effects of the first embodiment will be described.

According to the first embodiment, the railway vehicle 1 calculates the prediction error ratio α by using an error ratio (Δa/D1) or (Δb/D2) of an arbitrary number L generated during the past travel while traveling. Moreover, the walking distance Z of the current location is successively determined based on the measured distance S and the predicted error ratio α. In this way, instead of relying on the position information of a single above-ground sub-T, the prediction error ratio α calculated from the error ratios (Δa/D1) and (Δb/D2) accumulated in the past is used, thereby sequentially correcting The distance Z is measured and the walking distance Z is determined. Therefore, even in the case where the actually measured distance S calculated from the detected ground T is large, the correct walking distance Z of the spot can be detected.

In particular, according to the first embodiment, when the same section (i.e., the section between the upper sub-sub-T(2) and the ground-sub-sub-T(3)) that has been walking in the past is used, The error ratio (Δb/D2) of any number L is added to the total calculation, and the summed value is divided by the arbitrary number The number L is used to calculate the prediction error ratio α. Therefore, the influence of the line shape or the inclination of each track of each section is reflected in the prediction error ratio α of the current location, so that the walking distance Z can be determined sequentially using the more accurate prediction error ratio α.

Further, according to the first embodiment, it is possible to distinguish between the sunny state, the rain state, and the snowing state, and calculate the prediction error ratios α1, α2, and α3, respectively. Then, the walking distance Z is determined using the prediction error ratio α1 calculated in the same weather state as the weather state (clear state) of the current location. In this way, since the walking distance Z is determined in consideration of the weather state of the current location, it is possible to detect a more accurate walking distance Z at the current location.

Next, the second embodiment will be described using Figs. In the first embodiment, the error ratio (Δb/D2) generated when the vehicle is walking in the same section of the section that is currently walking is calculated to calculate the prediction error ratio α, but in the first In the second embodiment, when the walking is performed in an individual section that has recently traveled in a section that is different from the current walking, the error ratios generated are added up to calculate the prediction error ratio β. Therefore, when the change in the linear shape or the inclination of the track is small in each section, the traveling distance Z can be generally detected as in the second embodiment. Hereinafter, the second embodiment will be described in detail with respect to the first embodiment.

FIG. 9 is a view showing the configuration of the travel distance detecting system KS1 of the second embodiment in detail, and FIG. 10 is a view showing the relationship between the travel distance Z of the railway vehicle 1 and the travel time t, wherein the solid line of FIG. 10 indicates The measured distance S. Here, as shown in Fig. 10, it is assumed that the railway vehicle 1 starts to travel from the walking start position and passes through the ground sub-T(1) and the ground. T(2), ..., the above-ground sub-T(15), the above-ground sub-T(16), walking at a certain place in the interval between the ground above T (16) and the above-ground sub-T (17) Happening.

As shown in FIG. 10, the section error calculating unit 51, for example, when passing and detecting the above-ground sub-T(1) and the above-ground sub-T(2), from the above-ground sub-T(1) and the above-ground sub-T(2) The absolute distance D2 is subtracted from the measured distance S2 therebetween, and the error amount Δd2 is calculated. Then, repeat this calculation until the current location. In addition, when the railway vehicle 1 starts to travel and the ground above T(1) is first detected, the measured distance S1 is subtracted from the absolute distance D1 between the travel start position and the ground upper sub-T(1), and the error amount Δd1 is calculated. .

The error ratio calculation unit 52 calculates an error ratio (Δd/D) of the absolute distance D between the above-described two above-ground sub-Ts and the error amount Δd generated between the two above-described grounds T. In other words, the error ratio calculating unit 52 calculates the amount of error generated per unit distance in one section between the two ground sub-Ts. The calculated error ratio (Δd/D) is input to the prediction error ratio calculating unit 53. For example, the error ratio calculation unit 52 calculates the error ratio by dividing the error amount Δd2 input by the section error calculation unit 51 by the absolute distance D2 when the ground sub-T(1) and the ground sub-T(2) are detected and detected. (△d2/D2). Then, repeat this calculation until the current location.

The prediction error ratio calculation unit 53 divides the error ratio (Δd/D) generated in the past in an arbitrary number (NM) interval by one interval between the two detected grounds, and divides by Any number (NM) is used to calculate the prediction error ratio β. In other words, the prediction error ratio calculation unit 53 calculates the prediction error ratio β using Mathematical Formula 2 as follows. The calculated prediction error ratio β is lost The travel distance determining unit 60 is entered.

Here, an arbitrary number (N-M) of the number of sections as a total calculation error ratio (Δd/D) will be described. First, the error amount Δd is a value that easily changes with an weather state such as a sunny state, a rain state, and a snowy state. That is to say, in the sunny state, since the idling and slipping are relatively small, the error amount Δd will be a relatively small value. In contrast, in the snowing state, since the idling and slipping are relatively large, the error amount △ d will be a relatively large value. Further, since the above-described prediction error ratio β is obtained by accumulating the error amount Δd, the numerical value calculated in the same weather state as the current state of the current location is used as the prediction error ratio β of the walking distance Z at the current location. Is the more correct value. As described above, in the present embodiment, as will be described later, an arbitrary number (N-M) is set in accordance with the weather state of the current location.

The weather state determination unit 54 determines the weather state, and outputs a signal f indicating the weather state to the prediction error ratio calculation unit 53 and the travel distance determination unit 60. In the second embodiment, the weather state determination unit 54 determines the sunny state and the rain based on the detection results of the temperature detector (not shown) that detects the outside air temperature and the rain detector (not shown) that detects the precipitation amount. Status and snowing status. In addition, the determined weather state is not limited to a sunny state, a rain state, or a snowy state, and may include a state in which the outside air temperature is 0 degrees or more, and a state in which the outside air temperature is less than 0 degrees.

Here, Fig. 11 shows the weather state when the railway vehicle 1 passes through the local sub-T. In the second embodiment, as shown in FIG. 11, it will be described later. Description of the situation: The railway vehicle 1 is in a clear state from the travel start position to the ground above T(1), and the railway vehicle 1 is in a rain state from the ground above T(1) to the above ground T(2), the railway vehicle 1 It is snowing state after passing through the ground sub-T(2). Further, in the second embodiment, the weather state is described in an ideal state in which the ground state T(2) and the ground element T(2) are instantaneously changed. However, the weather state is between two grounds T. When the location is changed, at this time, it is only necessary to consider the error ratio (Δd/D) calculated between the sub-sub-Ts.

As described above, in the case shown in Fig. 11, the railway vehicle 1 receives the signal f1 indicating the clear state from the traveling start position to the passing of the ground T (1), and sets N = 1 and M = 0 is substituted into the above mathematical expression 1, and the prediction error ratio β1 in the rain state is calculated. Then, the railway vehicle 1 receives the signal f2 indicating the rain state from the ground sub-sub T(1) to the above-ground sub-T(2), and substitutes N=2 and M=1 into the above mathematical expression 1. Calculate the prediction error ratio β2 in the sunny state. In addition, the predicted error ratio calculation unit 53 inputs the signal f3 indicating the snowing state, and substitutes N=16 and M=2 into the above-described mathematical expression 2, and calculates the railway vehicle 1 from the ground to the current position T(2). The prediction error ratio β3 in the snowy state.

The travel distance determining unit 60 determines the travel distance Z at the current location. The travel distance determining unit 60 inputs the predicted error ratio β1 in the sunny state at the current location, the predicted error ratio β2 in the rain state, and the predicted error ratio β3 in the snowed state. Further, the travel distance determining unit 60 inputs the actually measured distance Sx (see FIG. 10) calculated from the nearest ground T (16) calculated by the distance calculating unit 40. Then, the signal f3 indicating the weather state (snowing state) of the current location determined by the weather state determining unit 54 is input.

As described above, the travel distance determining unit 60 calculates the travel distance Z of the place of occurrence based on the following formula 3 using the predicted error ratio β3 of the snowy state. In the second embodiment, the prediction error ratio β3 in the snowy state is substituted into β in the following mathematical expression 3, and the absolute distance D from the travel start position to the previously detected ground sub-T (16) is obtained. The number 16 is substituted into n of the mathematical formula 3 described later.

The first term on the right side of the above mathematical expression 3 is to correct the measured distance Sx from the nearest ground sub-T(16) by the prediction error ratio β3, and to indicate the predicted walking distance Dx from the ground sub-T(16) to the current location (refer to Figure 3). Here, the portion of β × Sx _' represents the amount of prediction error (Dx-Sx (refer to Fig. 10)) for the actually measured distance Sx. Further, the second term on the right side of the above mathematical expression 3 indicates the absolute distance Dy between the travel start position and the nearest ground T (16) (see Fig. 10). Therefore, the sum of the measured distance Sx calculated from the most recently detected ground sub-T(16), the predicted error amount β × Sx _' of the measured distance Sx, and the absolute distance Dy up to the ground sub-T (16) As a result, the walking distance Z is calculated. In other words, the prediction error ratio β3 calculated in the interval in the past same weather state, the actually measured distance Sx from the most recently detected ground sub-T (16), and the most recently detected ground sub-T (16). The absolute distance Dy can determine the walking distance Z at the current location.

In the second embodiment, the travel distance determination unit 60 and the error ratio calculation unit 50 input and calculate the numerical values every 5 msec, and sequentially determine the travel distance Z (see the dotted line in FIG. 10). In addition, when the signal f1 of the sunny state is input to the current location, the travel distance determination unit 60 substitutes the prediction error ratio β1 of the sunny state into the above-described mathematical expression 3, and inputs the signal f2 of the rain state at the current location. The prediction error ratio β2 of the rain state is substituted into the above-described mathematical expression 3, and the walking distance Z is sequentially determined and corrected.

Here, a case will be described in which it is assumed that the car top 10 cannot detect the ground top T (16) due to a radio wave obstacle or the like. Here, Fig. 12 shows a comparison of the walking distance Z detected when the ground T (16) cannot be detected in the past, and the walking distance detected when the ground T (16) cannot be detected in the present embodiment. Z's picture. In Fig. 12, the travel distance D detected in the past is indicated by a two-point lock line, and the travel distance D detected in the second embodiment is indicated by a broken line.

In the past, as long as the position information of the ground sub-T (16) is not obtained, the absolute position of the ground sub-T (16) is not known. Therefore, when the ground sub-T (16) is passed, the actual measurement distance S16 cannot be corrected by the error amount Δd16. Therefore, at the current location, the distance from the detected previous ground T(15) to the current location becomes larger, as shown by the 2-point lock line in Fig. 12, so that the measured distance Sx contains a large error, and The correct walking distance Z cannot be detected.

On the other hand, in the present embodiment, the absolute position of the ground sub-T (16) is not known, but the error amount Δd2 is calculated when the ground sub-T(2) to the ground sub-T(15) are detected. .., Δd15, and calculate the prediction error ratio β4 as shown in the following Math.

[Math 4] Then, the prediction error ratio β4 is substituted into the above-described mathematical expression 3, thereby determining the walking distance Z. As a result, even if the absolute position of the ground sub-T(16) is not known, the actual measurement distance Sx including a large amount of error can be corrected by the prediction error ratio β4, and therefore, as shown by the broken line in Fig. 12, compared with the past 2 With the point lock line, this method can detect the correct walking distance Z.

Furthermore, in the present embodiment, when the above-described sub-sub-T (17) is detected, the absolute distance D17 between the ground sub-sub-T (15) and the ground sub-sub-T (17), and the sub-sub-T (15) The calculated actual distance S17 is calculated, the error ratio (Δd17/D17) is calculated, and the error ratio (Δd17/D17) is substituted into the above-described mathematical expression 3, and the prediction error ratio β is newly calculated.

The effects of the second embodiment will be described.

According to the second embodiment, the railway vehicle 1 calculates the prediction error ratio β by using an arbitrary number (N-M) error ratio (Δd/D) generated during the past travel while traveling. Moreover, the walking distance Z of the current location is successively determined based on the measured distance S and the predicted error ratio β. In this way, instead of relying on the position information of a single ground sub-T, the prediction error ratio β calculated from the error ratio (Δd/D) accumulated in the past is used, thereby sequentially correcting the measured distance S and determining the walking distance. Z. Therefore, even in the case where the actually measured distance Sx calculated from the detected ground T is large, the correct walking distance Z of the spot can be detected.

According to the second embodiment, as shown in FIG. 11, the prediction error ratio β1 of the section in the sunny state (that is, the section from the travel start position to the above-ground sub-T(1)) is calculated, and the section of the rain state is calculated. (that is, from the ground The prediction error ratio β2 of the section from the upper sub-T (1) to the above-ground sub-T (2) is calculated, and the prediction error ratio β3 of the section of the snowy state (that is, the section from the above-ground sub-T(2)) is calculated. Then, the walking distance Z is determined using the predicted error ratio β3 calculated under the weather conditions (snowing state) in which the weather conditions of the current location are the same. In this way, since the walking distance Z is determined in consideration of the weather state of the current location, it is possible to detect a more accurate walking distance Z at the current location.

Although the embodiment of the railway vehicle travel distance detecting system of the present invention has been described above, the present invention is not limited thereto, and various modifications can be made without departing from the scope of the invention.

For example, in the first embodiment, the arbitrary number of error ratios (Δb/D2) for calculating the prediction error ratio α1 is two, but it may be based on the number of accumulated error ratios (Δb/D2). In the second embodiment, the arbitrary number of error ratios (Δd/D) for calculating the prediction error ratio β3 is 14, but it can be based on the accumulated error ratio (Δd/D). Change as appropriate.

Further, in each of the embodiments, the method of calculating the amount of prediction error described above can be appropriately changed depending on where the average is obtained. In other words, for example, when there are error ratios γ1, γ2, γ3, and the measured distance Sx, in addition to the method of "predictive error amount = (γ1 + γ2 + γ3) / 3 * Sx" as in the present embodiment, It is also possible to calculate "predicted error amount = (Sx 1 + Sx 2+ Sx 3) / 3" by γ1 * Sx = Sx1, γ2 * Sx = Sx2, γ3 * Sx = Sx3.

Further, in each of the embodiments, the prediction error ratio of the occurrence point is calculated to detect the travel distance Z, but the travel distance Z may be calculated by the prediction error ratio at the predetermined point.

20‧‧‧Database Processing Department

30‧‧‧Speed generator

40‧‧‧ Distance Calculation Department

50‧‧‧Error Ratio Calculation Department

51‧‧‧Interval Error Calculation Department

52‧‧‧Error Ratio Calculation Department

53‧‧‧Predictive Error Ratio Calculation Section

54‧‧‧ weather status judgment department

60‧‧‧Travel Distance Determination Department

Claims (4)

A railway vehicle running distance detecting system includes: a measured distance calculating unit that calculates a distance traveled by a railway vehicle as a measured distance; and an information obtaining unit that obtains a plurality of grounds placed at an arbitrary position along the track The correct position information of the detected ground; the error ratio calculating unit calculates an error ratio based on the calculated measured distance and the acquired position information; and the walking distance determining unit uses the measured distance and the above The error ratio determines a walking distance. The error ratio calculating unit calculates and accumulates the absolute distance of one interval from the position information of the detected ground, and generates one interval between the two grounds. The error ratio of the error amount is calculated using an error ratio of an arbitrary number generated in the past travel, and the predicted distance ratio is determined by the measured distance determined based on the most recently passed ground and the predicted error ratio. The walking distance of the current location; wherein the error ratio calculating unit calculates the prediction by the method described later Error ratio; when walking in the same interval of the interval that is currently walking, the error ratio of any number generated is added up, and the summed value is divided by the arbitrary number; The error ratio calculation unit calculates the predicted prediction error ratio based on the weather state, and the travel distance determination unit sequentially determines the travel distance at the current location using the prediction error ratio calculated in the weather state that is the same as the weather state of the current location. from. The railway vehicle walking distance detecting system according to claim 1, wherein the walking distance determining unit calculates the predicted distance based on the recently passed ground, the predicted error amount of the measured distance, and the recently passed The total calculation result of the absolute distances from the top of the ground determines the walking distance at the current location. A railway vehicle running distance detecting system includes: a measured distance calculating unit that calculates a distance traveled by a railway vehicle as a measured distance; and an information obtaining unit that obtains a plurality of grounds placed at an arbitrary position along the track The correct position information of the detected ground; the error ratio calculating unit calculates an error ratio based on the calculated measured distance and the acquired position information; and the walking distance determining unit uses the measured distance and the above The error ratio determines a walking distance. The error ratio calculating unit calculates and accumulates the absolute distance of one interval from the position information of the detected ground, and generates one interval between the two grounds. The error ratio of the error amount is calculated using an error ratio of an arbitrary number generated in the past travel, and the predicted distance ratio is determined by the measured distance determined based on the most recently passed ground and the predicted error ratio. The walking distance of the current location; wherein the error ratio calculating unit calculates the prediction by the method described later Error ratio; the ratio of the error of any number generated in the past has been calculated in the individual interval that has been walking in the interval that is different from the current walking, and Divide the calculated value by the arbitrary number. The railway vehicle travel distance detecting system according to claim 3, wherein the error ratio calculating unit calculates a predicted prediction error ratio according to the weather state; the travel distance determining unit uses the same weather condition as the current location. The prediction error ratio calculated in the weather state determines the walking distance at the current location one by one.