TWI775864B - position detection system - Google Patents

Abstract

The present invention provides a technique for detecting the position of a train with high precision and accuracy using GNSS. The on-board device (20) performs GNSS verification when the train position calculation based on the GNSS information of the first GNSS unit (15) and the second GNSS unit (16) is performed, and when the verification is passed, the on-board device (20) Absolute position detection processing using GNSS velocity information is performed. In addition, when the vehicle (10) is located within a predetermined distance from the ground device (60), the on-vehicle device (20) obtains GNSS error information from the ground device (60), and reflects it on the first GNSS unit (15) and the second In the position information detected by the GNSS unit (16).

Description

position detection system

The present invention relates to a position detection device and a position detection system for detecting the running position of a train (vehicle) according to GNSS signals.

As a technique for grasping the running position of the train, for example, there is a technique of detecting the running position of the train by summing up the distance traveled by the train using a signal obtained from a tachometer generator (hereinafter, referred to as "TG", Tachoenerator). Furthermore, there is also a technology using GNSS (Global Navigation Satellite System). Among technologies using GNSS, for example, a GNSS receiver installed in a train obtains radio waves from GNSS satellites, detects the current position of the train, and controls the speed of the train (see Patent Document 1).

[Prior Art Literature] [Patent Documents]

[Patent Document 1] Japanese Patent Laid-Open No. 2016-194497

However, the technique disclosed in Patent Document 1 has a problem in that, when a characteristic position such as a curve or a tunnel is detected using the driving data, the driving position is corrected, but if the driving position is separated from such a characteristic position, the driving position is not changed. Detection accuracy decreases due to accumulation of errors.

The present invention has been made in view of the above situation, and provides a technique for solving the above-mentioned problems.

[means to solve the problem]

The present invention relates to a position detection device, which includes: a first GNSS antenna and a second GNSS antenna, which are arranged at a predetermined distance in the front and rear directions of a vehicle, and receive GNSS signals from GNSS satellites; a first GNSS receiving unit, which connected to the first GNSS antenna; a second GNSS receiving unit connected to the second GNSS antenna; and a position calculating unit that calculates the above based on the GNSS signals received by the first GNSS receiving unit and the second GNSS receiving unit the position of the vehicle; and an error information obtaining unit that obtains GNSS error information from the equipment on the ground side; the position calculating unit calculates the vehicle by reflecting the GNSS error information when it is within a certain area from the equipment on the ground side the location.

In addition, it may be provided with: a database of the route of the vehicle; and a verification unit for verifying whether or not the calculation process of the position of the vehicle can be performed based on the database and the GNSS signal; the verification unit determines whether In a state where the determination process of the position of the vehicle can be executed, the position calculation unit executes the calculation process of the position of the vehicle based on the GNSS signal, and when it is determined that the calculation process of the position of the vehicle can not be executed. In the case of the state, the position calculation unit executes the determination process of the position of the vehicle based on the tachogenerator.

In addition, when the position calculation unit executes the calculation process of the position of the vehicle based on the GNSS signal, the change of the velocity vector calculated by the first GNSS reception unit and the velocity vector calculated by the second GNSS reception unit may be calculated. The feature points of , are compared with the aforementioned database, and the position of the aforementioned vehicle is calculated.

The present invention is a position detection system for calculating the position of the vehicle by means of an on-board device mounted on the vehicle and a ground device installed on the ground side, wherein the on-board device includes a first GNSS antenna and a second GNSS antenna, which are connected to one vehicle. The front and rear directions are separated by a predetermined distance and receive GNSS signals from GNSS satellites; a first GNSS receiver is connected to the first GNSS antenna; a second GNSS receiver is connected to the second GNSS antenna; position calculation a part that calculates the position of the vehicle based on the GNSS signals received by the first GNSS receiving part and the second GNSS receiving part; an error information obtaining part that obtains GNSS error information from equipment on the ground side; and a communication part on the vehicle side , which communicates with the above-mentioned ground device; the above-mentioned ground device is provided with: a third GNSS antenna, which receives GNSS signals from the above-mentioned GNSS satellites; a third GNSS receiving part, which is connected with the above-mentioned third GNSS antenna; The position information of the third GNSS antenna, according to the position information of the third GNSS antenna and the position information calculated based on the GNSS signal received by the third GNSS antenna, calculate the aforementioned GNSS error information; and the ground side communication part, which will The GNSS error information is sent to the on-board device; the position calculation unit of the on-board device reflects the GNSS error information when calculating the position of the vehicle.

The present invention is a position detection system for calculating the position of the vehicle by means of an on-board device mounted on a vehicle, a ground device installed on the ground side, and a command center, wherein the on-board device includes a first GNSS antenna and a second GNSS antenna, It is installed at a predetermined distance in the front and rear directions of a vehicle, and receives GNSS signals from GNSS satellites; a first GNSS receiving part is connected to the aforementioned first GNSS antenna; a second GNSS receiving part is connected to the aforementioned second GNSS antenna connection; a position calculating unit that notifies the command center of the position information based on the GNSS signals of the first GNSS receiving unit and the second GNSS receiving unit, and calculates the position of the vehicle based on the position information; an error information obtaining unit , which obtains the correction information of the aforementioned position of the aforementioned vehicle from the aforementioned command center; and a communication unit on the vehicle side, which communicates with the aforementioned ground device and the aforementioned command center; the aforementioned ground device is provided with: a third GNSS antenna, which is received from the aforementioned GNSS satellites GNSS signal; a third GNSS receiving part, which is connected to the third GNSS antenna; a ground-side control part, which holds the position information of the third GNSS antenna, based on the position information of the third GNSS antenna and based on the third GNSS antenna The position information calculated by the GNSS signal received by the antenna, calculate the aforementioned GNSS error information, and notify the aforementioned GNSS error information to the aforementioned command center; , which communicates with the on-board device and the ground device, based on the position information obtained from the on-board device based on the GNSS signals of the first GNSS receiver and the second GNSS receiver, and from the on-board device The obtained GNSS error information is used to correct the position information of the vehicle, and the operation management of the vehicle is performed according to the corrected position information.

[Effect of invention]

According to the present invention, a technique for detecting the position of a train (vehicle) with higher accuracy using GNSS can be realized.

Next, an aspect for implementing the present invention (hereinafter, simply referred to as an “embodiment”) will be specifically described with reference to the drawings.

FIG. 1 is a diagram showing an outline of a train operation system 1 according to the present embodiment. Figure 2 is a block diagram of the vehicle operating system 1 of the series. In FIG. 1 , the front of the vehicle 10 traveling in the right direction in the drawing has entered the platform 88 .

As shown in FIG. 1, the train operation system 1 includes a first GNSS unit 15, a second GNSS unit 16, and an on-board device 20 in a preceding vehicle 10 as vehicle-side devices, and as ground-side devices in a The platform 88 of the station is provided with the ground device 60 and the third GNSS unit 61 . Furthermore, the train operation system 1 includes, as a device on the ground side, a command center 70 that controls the vehicle 10 and the on-board device 20 and performs overall operation management.

In this embodiment, the first GNSS unit 15 , the second GNSS unit 16 on the vehicle side, and the third GNSS unit 61 on the ground side are used to improve the calculation accuracy of the vehicle position in the area near the station (platform 88 ).

When the train enters a predetermined communication area, the ground device 60 transmits the GNSS information obtained by the third GNSS unit 61 to the on-board device 20 . Knowing the absolute position of the third GNSS receiving unit 61 a of the third GNSS unit 61 , for example, the on-vehicle device 20 is notified of the difference between the obtained GNSS information and the absolute value (hereinafter, referred to as “GNSS error”). In the vehicle 10 (the first GNSS unit 15 , the second GNSS unit 16 ) existing near the platform 88 , position information is calculated based on GNSS information from the same GNSS satellites 98 as the third GNSS unit 61 .

In addition, the on-board device 20 of the vehicle 10 may transmit the position information based on the first GNSS unit 15 and the second GNSS unit 16 to the command center 70 on the ground side, and the ground device 60 may transmit the GNSS error information of the third GNSS unit 61 to the command center 70 on the ground side. It is sent from the command center 70 on the ground side. In this case, the command center 70 can accurately correct the position of the vehicle 10 , and can perform interlocking control and signal control based on the train position (the corrected position of the vehicle 10 ).

There is a high possibility that the calculated position information includes the GNSS error calculated by the third GNSS unit 61 . Then, in the on-vehicle device 20, when the position information is calculated from the GNSS information of the first GNSS unit 15 and the second GNSS unit 16, the GNSS error calculated by the third GNSS unit 61 is obtained as GNSS error information and reflected , to eliminate GNSS errors. Furthermore, as described above, when the command center 70 obtains the position information from the vehicle 10 and the ground device 60 , the command center 70 may perform a process of eliminating GNSS errors. Hereinafter, an example in which the GNSS error elimination process is mainly performed by the vehicle 10 and the ground device 60 will be described.

In the configuration on the vehicle 10 side, the first GNSS unit 15 includes a first GNSS antenna 15a and a first GNSS receiving unit 15b. The second GNSS unit 16 includes a second GNSS antenna 16a and a second GNSS receiving unit 16b.

The first GNSS antenna 15 a is provided near the upper front end of the vehicle 10 . The second GNSS antenna 16 a is provided near the upper rear end of the vehicle 10 . The first GNSS antenna 15a and the second GNSS antenna 16a are installed at a predetermined distance (hereinafter, referred to as "installation distance a"). For example, when the length of the vehicle 10 is 20 m, the installation distance a is about 17 m.

The first GNSS receiving unit 15b calculates the position information of the first GNSS antenna 15a according to the GNSS signal received by the first GNSS antenna 15a, and calculates the velocity vector at the position of the first GNSS antenna 15a, and outputs each calculation result to the on-board device 20.

The second GNSS receiving unit 16b calculates the position information of the second GNSS antenna 16a according to the GNSS signal received by the second GNSS antenna 16a, calculates the velocity vector at the position of the second GNSS antenna 16a, and outputs each calculation result to the on-board device 20.

When the on-vehicle device 20 detects the characteristic point of the velocity vector, it compares it with the information inherent in the prepared system, and determines the position of the vehicle 10 . In addition, when the on-vehicle device 20 obtains the position information of the third GNSS unit 61 from the ground device 60, the position information is reflected in the calculation results of the first GNSS unit 15 and the second GNSS unit 16, and the position information is corrected.

Here, with reference to FIGS. 3 to 5, the principle of the detection of the traveling position based on the GNSS signal and the correction processing of the position information will be described. In the present embodiment, when the on-vehicle device 20 as described above detects a predetermined feature point in which the speed vector changes, it compares it with the information unique to the system (the information of the operation data unit 31 ) which is prepared, and judges that it is the same as the target. When it is considered that the feature points match, it is determined as "located at the position recorded in the database". Here, the feature point is, for example, the starting point or the ending point when the track 99 turns. In addition, before the detection process of the feature point, a GNSS check is performed to determine whether or not the calculation process of the position information based on the GNSS signal can be performed. In addition, in areas such as stations (platforms 88 ) where high-precision position information is required, GNSS errors are corrected based on the position information on the ground side and the GNSS information of the location.

＜Basic Technology＞

1. GNSS verification GNSS verification is carried out to improve the reliability of GNSS information. Only when the GNSS verification is qualified, the position information based on the GNSS information is used for the position determination of the vehicle 10 . For the GNSS verification, two GNSS receivers (the first GNSS receiver 15b and the second GNSS receiver 16b) of the vehicle 10 are used.

As described above, the first GNSS antenna 15a and the second GNSS antenna 16a are installed at an unrelated installation distance a. Specifically, the first GNSS antenna 15a and the second GNSS antenna 16a are provided at the front and rear ends of the vehicle 10 (for example, two places on the front side and the connection side of the preceding vehicle 10). In this case, not only the distance a but also the non-related environment of the radio wave environment formed by the ceiling of the vehicle 10 is constructed. That is, different attenuation environments are constructed for the first and second GNSS antennas 15a and 16a. Thereby, the two GNSS receivers (the first and second GNSS receivers 15b and 16b) are configured not to output erroneous information due to the influence of the same fading.

In the logic of the GNSS verification, the information from the GNSS satellites 98 is compared with the information inherent in the system, and the GNSS information is used only when the verification is qualified.

2. The position detection based on the summation of the travel distance using the speed information of the GNSS information The position detection based on the summation of the speed information of the GNSS information is calculated by integrating the speed information after the absolute position is determined. distance.

In the GNSS verification logic, the "Track" verification in Figure 3 (a), the "Position" verification in Figure 3 (b), and the "Direction (Dp)" verification in Figure 3 (c) are used. Speed information based on GNSS information is only used when the verification is passed. If the verification fails, the speed information from other speed detection means such as TG32 (see Figure 5) is used. In addition, at the time of verification, the operation data part 31 is referred to and compared with the recorded data.

The so-called "trajectory" test is to determine whether the vehicle is traveling on a predetermined path. The so-called "position" verification is to determine whether the interval between the first and second GNSS antennas 15a and 16a obtained from the GNSS signal (the "measured distance D" in Fig. 4 described later) matches the actual installation distance a. The so-called "azimuth" test is to judge whether it is consistent with the predetermined azimuth (orbital azimuth).

3. Absolute position detection using GNSS velocity information In absolute position detection using GNSS velocity information, the velocity calculated by the two GNSS receivers (the first GNSS receiver 15b, the second GNSS receiver 16b) is used The phenomenon that the vector changes over time at the curve of the track 99. If the change in the velocity vector at the curve of the track satisfies the following conditions (a) to (c), the probability of not recognizing the change due to GNSS failure, receiver failure, or attenuation is extremely low. (a) Before the starting point of the curve, the starting point of the curve is determined in advance using TG or the like. (b) From the start of the curve to the end of the curve, the GNSS verification is qualified. (c) Absolute position detection information is registered in the route database (operation data unit 31 ).

(1) Position detection based on the curvature of the track The position detection processing based on the curvature of the track 99 will be described with reference to FIG. 4 . Here, the radius of curvature R is used instead of the curvature. Regarding the velocity vectors V ( V1 , V2 ) obtained from the two GNSS receivers (the first GNSS receiver 15 b and the second GNSS receiver 16 b ), when the vehicle 10 enters the curve 99 b from the straight line 99 a , the angle θ corresponds to The curvature radius R of the rail 99 (curve 99b) changes. Here, let the angle formed by the velocity vector V1 of the first GNSS antenna 15a and the velocity vector V2 of the second GNSS antenna 16a be the angle θ.

From this angle θ, the curvature radius R of the track 99 (curve 99 b ) is calculated by the following formula, and is determined by comparing it with the curvature (curvature radius) of the track 99 registered in the route database (the data part 31 for running) The curve position (start point C1 and end point C2) is detected as an absolute position at the end point C2, that is, at the point where θ=0 degrees. Sin(θ/2)=(D/2)/R R=(D/2)/Sin(θ/2) D: The measured distance between the first GNSS antenna 15a and the second GNSS antenna 16a calculated according to the GNSS signal .

(2) Position detection based on the curve travel distance of the track In the above-mentioned position detection based on the curvature of the track 99 (curvature radius R), the absolute value of the angle θ becomes smaller when the curvature is large. error and cannot determine the corner position. Therefore, when the curvature is larger than the predetermined value, the position detection based on the curve travel distance LR of the rail 99 is performed. That is, the curve travel distance LR from the start point C1 to the end point C2 of the track 99 to the curve 99b is calculated, and the distance LR of the curve 99b registered in the route database (the data unit 31 for driving) is compared to determine the distance. As for the curve position, the absolute position is detected at the end point of the curve, that is, at the point where θ=0 degrees.

(3) Position detection based on the curve change point of the track As shown in FIG. 5, for the velocity vector difference obtained from the first GNSS antenna 15a and the second GNSS antenna 16a, on the track 99 from the right curve 99d to the left When the curve 99e changes from a left curve to a right curve, when the difference between the speed vectors V1 and V2 is taken, the sign (positive and negative) is reversed. Before and after the curve change point C3 of the track, the GNSS verification is qualified, and the above conditions (a) and (b) are satisfied, so that the curve change point C3 is determined, and the absolute position is detected at the curve change point C3.

(4) Application to the system In addition, the position detection methods of the above (1) to (3) are selected and combined according to the applicable route area.

4. The position correction using the GNSS information on the ground side

In an area such as a station (platform 88 ) that requires high-precision position information, GNSS errors are corrected based on the position information on the ground side and the GNSS information of the location. FIG. 6 is a diagram illustrating the concept of GNSS error correction.

In the third GNSS receiving unit 61a, the measured fixed position information P3 (X3_0, Y3_0) of the third GNSS antenna 61b is recorded. The position information P3 is a fixed value, and is represented by, for example, longitude and latitude. The third GNSS receiving unit 61a calculates the difference between the position information P3_G (X3_g, Y3_g) obtained from the GNSS satellites 98 and the fixed position information P3 (X3_0, Y3_0), that is, the GNSS error information ΔP3 (Δx, Δy).

ΔP3(Δx, Δy)=(X3_g, Y3_g)-(X3_0, Y3_0)=(X3_g-X3_0, Y3_g-Y3_0)

The third GNSS receiving unit 61a transmits the GNSS error ΔP3 (Δx, Δy) to the on-vehicle device 20 as GNSS error information.

In the on-vehicle device 20, the GNSS error ΔP3 (Δx, Δy) is reflected in the GNSS information P1_G (X1_g, Y1_g) and P2_G (X2_g, Y2_g) of the first GNSS unit 15 and the second GNSS unit 16, and the corrected GNSS information P1_0 (X1_0, Y1_0), P2_0 (X2_0, Y2_0).

P1_0(X1_0, Y1_0)=(X1_g-Δx, Y1_g-Δy)

P2_0(X2_0, Y2_0)=(X2_g-Δx, Y2_g-Δy)

Here, the first GNSS can be substantially eliminated by setting the distance between the vehicle 10 (on-vehicle device 20 ) and the ground device 60 when the GNSS error information is applied within a sufficiently close range using the same GNSS satellites 98 . The measurement errors of the unit 15 and the second GNSS unit 16 can improve the accuracy of the train position of the vehicle 10 calculated using the first GNSS unit 15 and the second GNSS unit 16 .

<Specific technology>

A configuration for executing the above-described absolute position detection process and GNSS error correction process will be described with reference to FIG. 2 .

The ground device 60 includes a ground-side operation control unit 62 and a ground communication unit 63 . The ground-side operation control part 62 holds the position information of the installation position of the third GNSS antenna 61b, and obtains the GNSS signal received by the third GNSS part 61, and calculates the difference between the position information of the installation position and the position information calculated from the GNSS signal ( GNSS error information) is transmitted to the on-vehicle device 20 via the ground communication unit 63 . The ground communication unit 63 communicates with the in-vehicle device 20 (the in-vehicle communication unit 33 ).

The on-board device 20 is installed in the vehicle 10 provided with the first GNSS unit 15 and the second GNSS unit 16 , and controls the operation of the train (vehicle 10 ). Specifically, the on-board device 20 controls the speed of the train, estimates the position of the train, or estimates the direction of the train, thereby grasping the running state of the train (vehicle 10 ), and executing an appropriate train operation. In addition, the on-vehicle device 20 communicates with the ground device 60 to directly or indirectly perform processing such as line closing.

The on-board device 20 includes an on-board operation control unit 30 , a train state determination unit 40 , an operation data unit 31 , a TG 32 , an on-board communication unit 33 , and a travel history unit 34 .

The operation data unit 31 records information (operation information) of the route on which the train (vehicle 10 ) runs. As the operation information, it includes the route information of the train (vehicle 10 ), the location information, the azimuth Dp of the traveling direction of the train at each location, the curve information (starting point, end point, curvature radius), and speed limit information for each speed limit section Wait.

The travel history unit 34 records the travel history of the vehicle 10 . The TG32 is a speed measuring device that has been used in the past to measure the speed based on the rotation of the wheel. The on-vehicle communication unit 33 transmits and receives information with the ground communication unit 63 of the ground device 60 and other external devices (for example, the operation command department, etc.) by wireless.

The on-board operation control unit 30 performs train operation control using the train state determination unit 40 , the TG 32 and the operation data unit 31 . In the so-called train operation control, for example, the position of the train (vehicle 10 ) is determined, or the speed is calculated, and the calculation result and the like are displayed on a predetermined display device. As for the display of the speed, either the speed may be displayed, or the speed of both may be displayed.

The train state identification unit 40 includes a train position calculation unit 42 , a train orientation calculation unit 44 , a GNSS verification unit 46 , and a specified position detection unit 48 .

The train position calculation unit 42 obtains the position information detected by the first GNSS unit 15 and the second GNSS unit 16 respectively. Then, the train position calculation unit 42 calculates the measured distance D between the first GNSS antenna 15a and the second GNSS antenna 16a based on the position information output from the first and second GNSS units 15 and 16 .

The train direction calculation unit 44 calculates the traveling direction (direction) of the vehicle 10 based on the position information obtained by the train position calculation unit 42 . The calculated traveling direction (azimuth) is output to the specified position detection unit 48 .

The GNSS verification unit 46 performs the above-described GNSS verification process. That is, the GNSS verification unit 46 performs the processing shown by the “track” verification in (a) in FIG. 3, the “position” verification in (b) in the third diagram, and the “azimuth” verification in (c) in the third diagram . At this time, the GNSS verification unit 46 refers to the operation data unit 31 .

The fixed position detection unit 48 performs the above-described absolute position detection process using the speed information of the GNSS when the GNSS test is judged to be acceptable. When the absolute position detection process is performed, the position information used for various controls of the train (vehicle 10 ) by the on-board operation control unit 30 and the like is updated to the detected position information. That is, for example, by using the TG32 for grasping the running state before the execution of the absolute position detection process, even if an error occurs due to idling or coasting of the wheels, the error is appropriately eliminated. In addition, when the generated error is greater than a predetermined value, the on-board operation control unit 30 determines that there is a possibility that the wheels of the train (vehicle 10 ) are abnormal, or that there is an error in the data of the operation data unit 31 , and reports The driver issues a warning, or may notify the operation command or the like via the on-board communication unit 33 .

Regarding the absolute position detection process, the specified position detection unit 48 selectively uses (1) position detection based on the curvature of the track, (2) position detection based on the curve travel distance of the track, and (3) curve based on the track. Position detection by changing point, these three position detection methods. These position detection methods can also be combined as required.

In addition, when the vehicle 10 is located within a predetermined distance from the ground device 60, the specified position detection unit 48 obtains GNSS error information from the ground device 60, and reflects it on the position information detected by the first GNSS unit 15 and the second GNSS unit 16 middle.

Referring to the flowchart of FIG. 7, the processing based on the above configuration will be collectively described. In the on-board device 20 , the train position calculation unit 42 of the train state determination unit 40 calculates position information based on the GNSS signals received by the first GNSS unit 15 and the second GNSS unit 16 ( S10 ). Next, the GNSS verification unit 46 performs GNSS verification and determines whether or not the GNSS information can be used ( S12 ).

When the GNSS verification is unacceptable (NO in S14 ), the on-board operation control unit 30 performs the train position calculation process using the TG32, and performs operation control based on this ( S16 ). If the GNSS verification is passed (Yes in S14 ), the on-vehicle operation control unit 30 determines whether or not it is located in an area where communication with the ground device 60 and use of the GNSS information of the ground device 60 (third GNSS unit 61 ) is performed ( S18 ) . In the case of an area that does not use the GNSS information of the ground device 60 (third GNSS unit 61 ) (“No” in S18 ), that is, in the case of an area where the GNSS error information is not used, the on-vehicle device 20 performs the operation using the on-vehicle device 20 . The train position is calculated based on the GNSS data (GNSS information of the first GNSS unit 15 and the second GNSS unit 16 ), and operation control based on this is performed ( S20 ).

If it is within the area where the GNSS information of the ground device 60 (third GNSS unit 61 ) is used (Yes in S18 ), the on-vehicle device 20 obtains the GNSS error information from the ground device 60 ( S22 ), and uses the GNSS error information Reflected on the on-board GNSS data (GNSS information of the first GNSS unit 15 and the second GNSS unit 16 ) ( S24 ), the corrected train position is calculated, and operation control using the train position is performed ( S26 ).

As described above, according to the present embodiment, in the vehicle 10, the absolute position of the train (vehicle 10) can be determined with high accuracy and stability based on the information output from the first and second GNSS receiving units 15b and 16b. The two GNSS receiving units 15b and 16b are connected to the first and second GNSS antennas 15a and 16a which are provided at a predetermined distance a in the front and rear. In particular, when a train is about to enter a station, for example, during signal switching or crossing operations, highly accurate train position detection is required in order to perform these operations quickly and safely. More specifically, it is necessary to set/release the lock section of the track at an appropriate timing. In such a case, the position information can be excluded by reflecting the GNSS error information of the third GNSS unit 61 of the ground device 60 on the platform 88 in the position information obtained by the first GNSS unit 15 and the second GNSS unit 16 of the vehicle 10 . error, the operation control using the position information can be performed quickly and safely.

The present invention has been described above based on the embodiments. This embodiment is an example, and it should be understood by those skilled in the art that various modifications can be made to the combination of these constituent elements, and such modifications still belong to the scope of the present invention.

1‧‧‧Train running system (position detection system) 10‧‧‧Vehicle 15‧‧‧First GNSS part 15a‧‧‧First GNSS antenna 15b‧‧‧First GNSS receiving part 16‧‧‧Second GNSS part 16a‧‧‧Second GNSS antenna 16b‧‧‧Second GNSS receiving unit 20‧‧‧On-vehicle device (position detection device) 30‧‧‧On-vehicle operation control unit 31‧‧‧Operating data unit 32‧‧‧ TG33‧‧‧On-board communication part 34‧‧‧Travel history part40‧‧‧Train status determination part42‧‧‧Train position calculation part44‧‧‧Train orientation calculation part 46‧‧‧GNSS verification part48‧‧‧ Fixed position detection unit 60‧‧‧Ground device 61‧‧‧Third GNSS part 61a‧‧‧third GNSS receiving part 61b‧‧‧third GNSS antenna 62‧‧‧ground-side operation control part 63‧‧‧terrestrial communication Section 70‧‧‧Command Center 88‧‧‧Platform 99‧‧‧track

FIG. 1 is a functional block diagram showing the configuration of a train having a function of detecting a running position based on a GNSS signal according to the present embodiment. FIG. 2 is a diagram illustrating the principle of verification processing when the running position detection function based on the GNSS signal is executed according to the present embodiment. FIG. 3 is a diagram for explaining the running position detection function based on the GNSS signal according to the present embodiment. FIG. 4 is a diagram for explaining the running position detection function based on the GNSS signal according to the present embodiment. FIG. 5 is a functional block diagram showing the configuration of the on-board device mounted on the preceding vehicle according to the present embodiment. FIG. 6 is a diagram illustrating the concept of GNSS error correction according to the present embodiment. FIG. 7 is a flowchart of the position calculation process based on the GNSS signal according to the present embodiment.

1: Train operation system (position detection system)

10: Vehicles

15: First GNSS Division

15a: First GNSS Antenna

15b: The first GNSS receiving section

16: Second GNSS Division

16a: Second GNSS Antenna

16b: Second GNSS receiving section

20: On-board device (position detection device)

60: Ground installation

61‧‧‧Part 3 GNSS

61a‧‧‧The Third GNSS Receiving Section

61b‧‧‧Third GNSS Antenna

70‧‧‧Command Center

88‧‧‧Platform

98‧‧‧GNSS satellites

99‧‧‧track

Claims (2)

A position detection system is a position detection system that calculates the position of the vehicle by means of an on-board device mounted on a vehicle and a ground device installed on the ground side, wherein the on-board device comprises: a first GNSS antenna and a second The GNSS antenna is installed at a predetermined distance in the front and rear directions of a vehicle, and receives GNSS signals from GNSS satellites; the first GNSS receiver is connected to the first GNSS antenna; the second GNSS receiver is connected to the second GNSS antenna connection; a position calculation unit, which calculates the position of the vehicle based on the GNSS signals received by the first GNSS receiving unit and the second GNSS receiving unit; an error information obtaining unit, which obtains GNSS error information from the equipment on the ground side; communication on the vehicle side a part for communicating with the above-mentioned ground equipment; and an operation control part on the vehicle side for controlling the operation of the above-mentioned vehicle; the above-mentioned ground equipment is installed at the station and includes: a third GNSS antenna for receiving GNSS signals from the above-mentioned GNSS satellites; a third GNSS The receiving unit is connected to the third GNSS antenna; the ground-side control unit holds the measured fixed position information of the third GNSS antenna, based on the measured fixed position information of the third GNSS antenna and based on the third GNSS antenna The position information calculated by the GNSS signal received by the antenna, calculates the aforementioned GNSS error information; and the ground side communication unit sends the aforementioned GNSS error information to the aforementioned on-board device; the aforementioned ground device system receives the aforementioned GNSS signal and calculates the position information, according to The aforementioned position information and the aforementioned fixed position information calculate the aforementioned GNSS error information, and the aforementioned vehicle enters the specified communication area In the case of the above-mentioned GNSS error information, the above-mentioned GNSS error information is sent; in the above-mentioned on-board device system, the above-mentioned on-board operation control unit judges whether the above-mentioned vehicle is located in the above-mentioned predetermined communication area. The GNSS error information is acquired, and the GNSS position information is reflected in the result of the position of the vehicle calculated by the position calculating unit based on the GNSS signals received by the first GNSS receiving unit and the second GNSS receiving unit, as the above For the position of the vehicle, when it is determined that the vehicle is not located within the predetermined communication area, the position calculation unit is based on the information received by the first GNSS receiving unit and the second GNSS receiving unit without using the GNSS error information. The result of the position of the aforementioned vehicle calculated by the GNSS signal is used as the position of the aforementioned vehicle. A position detection system is a position detection system that calculates the position of the vehicle by means of an on-board device mounted on a vehicle, a ground device installed on the ground side, and a command center, wherein the on-board device includes: a first GNSS antenna and a second The GNSS antenna is installed at a predetermined distance in the front and rear directions of a vehicle, and receives GNSS signals from GNSS satellites; the first GNSS receiver is connected to the first GNSS antenna; the second GNSS receiver is connected to the second GNSS antenna connection; a position calculation unit that notifies the command center of the vehicle position information based on the GNSS signals of the first GNSS receiving unit and the second GNSS receiving unit, and calculates the position of the vehicle based on the vehicle position information; and the on-board side The communication part communicates with the above-mentioned ground equipment and the above-mentioned command center; the above-mentioned ground equipment is installed at the station, and is provided with: a third GNSS antenna, which receives GNSS signals from the above-mentioned GNSS satellites; The third GNSS receiving unit is connected to the third GNSS antenna; the ground-side control unit holds the measured fixed position information of the third GNSS antenna, based on the measured fixed position information of the third GNSS antenna and based on the The third GNSS antenna receives the position information calculated by the aforementioned GNSS signal, calculates the aforementioned GNSS error information, and notifies the aforementioned GNSS error information to the aforementioned command center; and the ground-side communication unit communicates with the aforementioned on-board device and the aforementioned command center; The above-mentioned ground device system receives the above-mentioned GNSS signal and calculates the position information, calculates the above-mentioned GNSS error information according to the above-mentioned position information and the above-mentioned fixed position information, and transmits the above-mentioned GNSS error information when the above-mentioned vehicle enters a predetermined communication area; The above-mentioned command The center communicates with the above-mentioned on-board device to obtain the above-mentioned vehicle position information, manages the operation of the above-mentioned vehicle, receives the above-mentioned GNSS error information from the above-mentioned ground device and corrects the above-mentioned vehicle position information, and conducts the above-mentioned vehicle according to the corrected position information. operation management.

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