WO2016117192A1 - 列車位置検知装置 - Google Patents
列車位置検知装置 Download PDFInfo
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- WO2016117192A1 WO2016117192A1 PCT/JP2015/079565 JP2015079565W WO2016117192A1 WO 2016117192 A1 WO2016117192 A1 WO 2016117192A1 JP 2015079565 W JP2015079565 W JP 2015079565W WO 2016117192 A1 WO2016117192 A1 WO 2016117192A1
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- train
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- train position
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- radio
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- 238000001514 detection method Methods 0.000 title claims abstract description 56
- 238000004364 calculation method Methods 0.000 claims abstract description 148
- 238000012937 correction Methods 0.000 claims abstract description 105
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- 238000005259 measurement Methods 0.000 claims description 12
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- 238000000034 method Methods 0.000 description 10
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- 230000007274 generation of a signal involved in cell-cell signaling Effects 0.000 description 3
- 238000012986 modification Methods 0.000 description 3
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L25/00—Recording or indicating positions or identities of vehicles or trains or setting of track apparatus
- B61L25/02—Indicating or recording positions or identities of vehicles or trains
- B61L25/025—Absolute localisation, e.g. providing geodetic coordinates
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L15/00—Indicators provided on the vehicle or train for signalling purposes
- B61L15/0018—Communication with or on the vehicle or train
- B61L15/0027—Radio-based, e.g. using GSM-R
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L25/00—Recording or indicating positions or identities of vehicles or trains or setting of track apparatus
- B61L25/02—Indicating or recording positions or identities of vehicles or trains
- B61L25/021—Measuring and recording of train speed
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L3/00—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal
- B61L3/02—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control
- B61L3/08—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control controlling electrically
- B61L3/12—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control controlling electrically using magnetic or electrostatic induction; using radio waves
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L3/00—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal
- B61L3/02—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control
- B61L3/08—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control controlling electrically
- B61L3/12—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control controlling electrically using magnetic or electrostatic induction; using radio waves
- B61L3/125—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control controlling electrically using magnetic or electrostatic induction; using radio waves using short-range radio transmission
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L3/00—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal
- B61L3/02—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control
- B61L3/08—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control controlling electrically
- B61L3/12—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control controlling electrically using magnetic or electrostatic induction; using radio waves
- B61L3/126—Constructional details
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01S—RADIO DIRECTION-FINDING; RADIO NAVIGATION; DETERMINING DISTANCE OR VELOCITY BY USE OF RADIO WAVES; LOCATING OR PRESENCE-DETECTING BY USE OF THE REFLECTION OR RERADIATION OF RADIO WAVES; ANALOGOUS ARRANGEMENTS USING OTHER WAVES
- G01S1/00—Beacons or beacon systems transmitting signals having a characteristic or characteristics capable of being detected by non-directional receivers and defining directions, positions, or position lines fixed relatively to the beacon transmitters; Receivers co-operating therewith
- G01S1/02—Beacons or beacon systems transmitting signals having a characteristic or characteristics capable of being detected by non-directional receivers and defining directions, positions, or position lines fixed relatively to the beacon transmitters; Receivers co-operating therewith using radio waves
- G01S1/68—Marker, boundary, call-sign, or like beacons transmitting signals not carrying directional information
-
- G—PHYSICS
- G01—MEASURING; TESTING
- G01S—RADIO DIRECTION-FINDING; RADIO NAVIGATION; DETERMINING DISTANCE OR VELOCITY BY USE OF RADIO WAVES; LOCATING OR PRESENCE-DETECTING BY USE OF THE REFLECTION OR RERADIATION OF RADIO WAVES; ANALOGOUS ARRANGEMENTS USING OTHER WAVES
- G01S11/00—Systems for determining distance or velocity not using reflection or reradiation
- G01S11/02—Systems for determining distance or velocity not using reflection or reradiation using radio waves
- G01S11/04—Systems for determining distance or velocity not using reflection or reradiation using radio waves using angle measurements
-
- G—PHYSICS
- G01—MEASURING; TESTING
- G01S—RADIO DIRECTION-FINDING; RADIO NAVIGATION; DETERMINING DISTANCE OR VELOCITY BY USE OF RADIO WAVES; LOCATING OR PRESENCE-DETECTING BY USE OF THE REFLECTION OR RERADIATION OF RADIO WAVES; ANALOGOUS ARRANGEMENTS USING OTHER WAVES
- G01S3/00—Direction-finders for determining the direction from which infrasonic, sonic, ultrasonic, or electromagnetic waves, or particle emission, not having a directional significance, are being received
- G01S3/02—Direction-finders for determining the direction from which infrasonic, sonic, ultrasonic, or electromagnetic waves, or particle emission, not having a directional significance, are being received using radio waves
- G01S3/14—Systems for determining direction or deviation from predetermined direction
-
- G—PHYSICS
- G01—MEASURING; TESTING
- G01S—RADIO DIRECTION-FINDING; RADIO NAVIGATION; DETERMINING DISTANCE OR VELOCITY BY USE OF RADIO WAVES; LOCATING OR PRESENCE-DETECTING BY USE OF THE REFLECTION OR RERADIATION OF RADIO WAVES; ANALOGOUS ARRANGEMENTS USING OTHER WAVES
- G01S5/00—Position-fixing by co-ordinating two or more direction or position line determinations; Position-fixing by co-ordinating two or more distance determinations
- G01S5/02—Position-fixing by co-ordinating two or more direction or position line determinations; Position-fixing by co-ordinating two or more distance determinations using radio waves
- G01S5/12—Position-fixing by co-ordinating two or more direction or position line determinations; Position-fixing by co-ordinating two or more distance determinations using radio waves by co-ordinating position lines of different shape, e.g. hyperbolic, circular, elliptical or radial
-
- G—PHYSICS
- G01—MEASURING; TESTING
- G01C—MEASURING DISTANCES, LEVELS OR BEARINGS; SURVEYING; NAVIGATION; GYROSCOPIC INSTRUMENTS; PHOTOGRAMMETRY OR VIDEOGRAMMETRY
- G01C22/00—Measuring distance traversed on the ground by vehicles, persons, animals or other moving solid bodies, e.g. using odometers, using pedometers
- G01C22/02—Measuring distance traversed on the ground by vehicles, persons, animals or other moving solid bodies, e.g. using odometers, using pedometers by conversion into electric waveforms and subsequent integration, e.g. using tachometer generator
-
- G—PHYSICS
- G01—MEASURING; TESTING
- G01S—RADIO DIRECTION-FINDING; RADIO NAVIGATION; DETERMINING DISTANCE OR VELOCITY BY USE OF RADIO WAVES; LOCATING OR PRESENCE-DETECTING BY USE OF THE REFLECTION OR RERADIATION OF RADIO WAVES; ANALOGOUS ARRANGEMENTS USING OTHER WAVES
- G01S3/00—Direction-finders for determining the direction from which infrasonic, sonic, ultrasonic, or electromagnetic waves, or particle emission, not having a directional significance, are being received
- G01S3/02—Direction-finders for determining the direction from which infrasonic, sonic, ultrasonic, or electromagnetic waves, or particle emission, not having a directional significance, are being received using radio waves
- G01S3/04—Details
- G01S3/043—Receivers
-
- H—ELECTRICITY
- H04—ELECTRIC COMMUNICATION TECHNIQUE
- H04W—WIRELESS COMMUNICATION NETWORKS
- H04W84/00—Network topologies
- H04W84/005—Moving wireless networks
Definitions
- This invention relates to a train position detection device for detecting the position of a train necessary for performing train operation control.
- the train position detection device described in Patent Document 1 is composed of a speed generator connected to a train axle, a vehicle upper provided in the train, and a ground child provided on the track of the train. Yes.
- This train position detector measures the train position from the pulse output by the speed generator according to the rotation of the wheel when the train travels and the wheel diameter.
- a measurement error occurs during the idling of the wheel. It was.
- the information on the ground element (ID tag) in which the position information is stored in advance is read by the vehicle upper element (ID reader), and the measured train position is corrected by the position information read from the ground element. .
- the train position detection device described in Patent Document 2 is composed of an on-board wireless device provided on a train and a ground wireless device provided on the side of the train track.
- the on-board wireless device measures the angle of arrival of radio waves radiated from the ground wireless device.
- the on-board radio determines the installation position of the ground radio based on the principle of triangulation based on the measured radio wave arrival angle and the distance from the ground radio to the orbit (hereinafter referred to as inter-orbit distance). Calculate the reference train position.
- the train position detection device described in the above-mentioned Patent Document 1 needs to install a large number of ground elements when detecting the train position with high accuracy. For this reason, there is a problem that the installation and maintenance of the ground unit is expensive.
- the train position detection device described in Patent Document 2 needs to store in advance the distance between tracks from the ground radio to the track on which the train is traveling. Therefore, when there are multiple tracks, there is a problem that an error occurs when calculating the train position if the distance between tracks is set incorrectly, for example, by mistaking the track on which the train equipped with the onboard radio is running. .
- the present invention has been made to solve the above-described problems, and an object of the present invention is to detect a train position with high accuracy without using information on the position of the ground unit and the distance between tracks.
- a ground radio installed on the ground radiates a transmission signal including information on the installation position as a radio wave, and an on-board radio installed in the train receives and takes out the radio wave.
- a train position detection device that detects the position of a train using a received signal, a radio wave arrival angle calculating unit that calculates a radio wave arrival angle based on the received signal, and information on the installation position of the ground radio from the received signal.
- the ground radio position acquisition unit to acquire, the train position calculation unit to calculate the train position based on the travel distance of the train, the radio wave arrival angle calculated by the radio wave arrival angle calculation unit, the ground acquired by the ground radio position acquisition unit
- the train position correction amount calculation unit for calculating the train position correction amount for correcting the train position, and the train position calculated by the train position calculation unit , In which and a train position correcting unit for correcting the train position correction amount train position correction amount calculating unit has calculated.
- the train position correction amount from the angle of the radio wave that has arrived from the ground radio to the on-board radio, the installation position of the ground radio obtained from the received signal, and the train position calculated from the travel distance of the train Since the train position is corrected by calculating the train position, the train position can be detected with high accuracy without using information on the position of the ground element and the distance between the tracks. Therefore, the cost for installation and maintenance of the ground unit can be reduced. Moreover, since the setting of the distance between tracks is unnecessary, it is possible to prevent an error from occurring when calculating the train position due to an incorrect setting of the distance between tracks.
- FIG. 1 is a hardware configuration diagram of a train position detection device according to Embodiment 1.
- FIG. 3 is a flowchart illustrating an operation example of the train position detection apparatus according to the first embodiment.
- FIG. 1 is a diagram illustrating a configuration example of a train position detection system using a train position detection apparatus 1 according to Embodiment 1 of the present invention.
- the train position detection system includes an on-board wireless device 10 mounted on a train 40 and a ground wireless device 30 installed beside a track 41 on which the train 40 travels.
- the on-board wireless device 10 includes a train position detection device 1.
- FIG. 2 is a block diagram showing a configuration example of a train position detection system.
- the on-board wireless device 10 includes an array antenna 11, a receiving unit 12, a terrestrial wireless device position acquisition unit 13, a radio wave arrival angle calculation unit 14, a train position calculation unit 15, and a correction amount calculation unit 16. Yes.
- the train position detection apparatus 1 includes a terrestrial radio position acquisition unit 13, a radio wave arrival angle calculation unit 14, a train position calculation unit 15, a correction amount calculation unit 16, and a train position correction unit 17.
- the speed generator 20 is connected to the axle of the train 40.
- the terrestrial radio device 30 includes an antenna 31, an amplification unit 32, and a signal generation unit 33.
- the terrestrial radio device 30 is installed on the electric pole 42 beside the track 41 shown in FIG. 1 or the roof of the station platform.
- the signal generation unit 33 converts the position information indicating the position where the terrestrial radio device 30 is installed into a transmission signal having a predetermined frequency, amplitude, or phase and outputs the transmission signal to the amplification unit 32.
- the amplification unit 32 amplifies the power of the transmission signal output from the signal generation unit 33 and outputs the amplified signal to the antenna 31.
- the antenna 31 radiates the transmission signal output from the amplification unit 32 as a radio wave.
- the position information of the terrestrial radio 30 is, for example, the distance from the reference position on the track 41 to the installation position of the terrestrial radio 30, the kilometer information used on the railway, or the longitude and latitude indicating the installation position of the terrestrial radio 30 Or an ID unique to the ground radio 30 may be used.
- an ID unique to the ground radio 30 may be used.
- information on the installation position associated with this ID may be stored on the on-board radio 10 side.
- the radio wave radiated from the ground radio 30 is received by the array antenna 11 of the on-board radio 10 mounted on the train 40 and output to the receiving unit 12.
- the antenna of the on-board wireless device 10 is, for example, an array antenna 11 in which a plurality of antenna elements are linearly arranged in parallel with the traveling direction of the train 40 in order to calculate a radio wave arrival angle described later.
- the receiving unit 12 extracts and amplifies the radio wave component radiated from the terrestrial radio device 30 and outputs it as a received signal to the terrestrial radio device position acquisition unit 13 and the radio wave arrival angle calculation unit 14.
- the terrestrial radio device position acquisition unit 13 acquires position information indicating the installation position of the terrestrial radio device 30 from the reception signal output from the reception unit 12 and outputs the position information to the correction amount calculation unit 16 as the terrestrial radio device position. As described above, when the position information of the terrestrial radio device 30 is an ID, the terrestrial radio device position acquisition unit 13 selects a terrestrial radio signal from a list showing the correspondence between the IDs stored in advance and the installation positions. The installation position associated with the ID of the machine 30 is extracted.
- the radio wave arrival angle calculation unit 14 calculates the arrival angle of the radio wave from the ground radio device 30 based on the reception signal output from the reception unit 12 and outputs the radio wave arrival angle to the correction amount calculation unit 16.
- the radio wave arrival angle is calculated from the frequency, amplitude, phase, etc. of the received signal.
- a technique used in a radar or the like is applied, and for example, a monopulse angle measurement, a MUSIC (Multiple Signal Classification) method, a maximum likelihood estimation method, or the like is used.
- the train position calculation unit 15 calculates the train position based on the travel distance of the train 40 and outputs the train position to the correction amount calculation unit 16 and the train position correction unit 17. Specifically, the train position calculation unit 15 counts pulses output from the speed generator 20 connected to the axle of the train 40, calculates the travel distance from the count value and the wheel diameter, and accumulates the travel distance. Train position is measured by calculation. In Embodiment 1, although the train position calculating part 15 shows the example which calculates a train position using the speed generator 20, you may utilize other than the speed generator 20. FIG. For example, the train position calculation unit 15 may acquire the acceleration at the time of train travel that is measured by an acceleration sensor installed in the train 40, and may calculate the train position by integrating the acceleration.
- the train position calculation unit 15 acquires a frequency during train travel that is measured by a sonic sensor or a radio wave sensor installed in the train 40, and performs a Doppler effect in which the frequency and the moving speed of the train 40 are in a proportional relationship.
- the train speed may be calculated using the train speed, and the train position may be calculated by integrating the train speed.
- the train position calculation unit 15 employs a method of measuring the train position by integrating the movement distance per unit time, and therefore, the measurement error of the movement distance is likely to be accumulated.
- the measurement error is corrected by a correction amount calculation unit 16 and a train position correction unit 17 which will be described later to obtain a highly accurate train position.
- the correction amount calculation unit 16 includes an inter-track distance calculation unit 16a and a train position correction amount calculation unit 16b.
- the train position correction amount calculation unit 16b uses the ground radio position output from the ground radio position acquisition unit 13, the radio wave arrival angle output from the radio wave arrival angle calculation unit 14, and the train position output from the train position calculation unit 15. Then, a train position correction amount for correcting the train position output by the train position calculation unit 15 is calculated and output to the train position correction unit 17.
- the track-to-track distance calculation unit 16a uses the ground radio device position output from the ground radio device position acquisition unit 13, the radio wave arrival angle output from the radio wave arrival angle calculation unit 14, and the train position output from the train position calculation unit 15.
- the distance between the ground radio 30 and the track 41 on which the train 40 is traveling (hereinafter referred to as the distance between tracks) is calculated.
- the distance between the orbits is the distance between the ground radio 30 and the on-board radio 10 when the radio wave arrival angle is 0 degree. Is the distance between.
- the calculation of the inter-track distance and the train position correction amount in the inter-track distance calculation unit 16a and the train position correction amount calculation unit 16b is performed when the train 40 is on the track 41 near the ground radio 30.
- the inter-track distance calculation unit 16a and the train position correction amount calculation unit 16b are measured values within a predetermined angle (for example, ⁇ 45 degrees) in the radio wave arrival angle calculated by the radio wave arrival angle calculation unit 14. Is used to calculate the inter-track distance and the train position correction amount. It is desirable that the predetermined angle corresponds to a predetermined track section in FIG.
- FIG. 3A is a diagram illustrating the relationship among the ground radio position Y0, the train position Y, the train position correction amount b, the radio wave arrival angle ⁇ , and the inter-track distance a.
- the relationship of the following expression (1) is established.
- (Yb-Y0) / a tan ⁇ (1)
- the equation (1) has the linear relationship of the equation (2).
- y a ⁇ x + b (2)
- the position of the foot of the perpendicular line dropped from the ground radio 30 to the track 41 is the ground radio position Y0.
- the position of the on-board radio device 10 mounted on the train 40 is defined as the true position of the train 40, that is, the train position Y-train position correction amount b.
- the radio wave arrival angle ⁇ is 0 degree when the radio wave arrives from a direction orthogonal to the trajectory 41, the traveling direction side is expressed as a positive angle and the opposite side to the traveling direction is expressed as a negative angle with respect to 0 degree.
- the inter-orbit distance a will be described with reference to FIGS. 3B and 3C.
- trains 40a and 40b travel from the left side to the right side of the page.
- the inter-orbit distance a is the length of a perpendicular foot (intersection with the orbit 41) lowered from the ground radio 30 to the orbit 41. Strictly speaking, it is the length of the foot of the perpendicular line that is lowered on the tangent line in the traveling direction of the train 40 on the track 41 at the point where the train 40 exists.
- FIG. 3A the inter-orbit distance a is the length of a perpendicular foot (intersection with the orbit 41) lowered from the ground radio 30 to the orbit 41. Strictly speaking, it is the length of the foot of the perpendicular line that is lowered on the tangent line in the traveling direction of the train 40 on the track 41 at the point where the train 40 exists.
- the distance between the tangent 43a of the track 41a formed by the traveling direction of the train 41a at the track position where the train 40a exists and the ground radio 30 Becomes constant.
- the tangent 43b of the track 41b formed by the traveling direction of the train 41b at the track position where the train 40b exists and the ground radio 30 The distance is not constant.
- the predetermined track section where the ground radio 30 is present is a section of about ⁇ 5 m at most or a length of one vehicle (for example, 20 m)
- the tracks 41 a and 41 b are approximately linearly approximated in this section. no problem.
- the distance a between the tracks is usually substantially constant within a predetermined track section, and the above equation (1) uses this condition.
- FIG. 4 is a diagram for explaining the relationship between the train position correction amount b and the inter-track distance a. From the above equations (1) and (2), the tan ⁇ calculated from the radio wave arrival angle ⁇ when the train 40 is present near the ground radio 30 is the x axis, and the distance from the ground radio position Y0 to the train position Y is Set to y-axis. Then, as shown in FIG. 4, the relationship between tan ⁇ calculated from the radio wave arrival angle ⁇ and the distance from the ground radio position Y0 to the train position Y is as follows. This is a linear relationship represented by a.
- the ground radio position acquisition unit 13 acquires the ground radio position Y 0.
- the radio wave arrival angle calculation unit 14 and the train position calculation unit 15 acquire the radio wave arrival angle ⁇ and the train position Y at at least two n points.
- the correction amount calculation unit 16 uses the terrestrial radio device position Y0 acquired by the terrestrial radio device position acquisition unit 13, the radio wave arrival angle ⁇ and the train position Y for n points, and the measured value (x 1 , y 1 ), (x 2 , y 2 ),..., (x n , y n ) are calculated. Subsequently, the inter-track distance calculation unit 16a and the train position correction amount calculation unit 16b apply the linear approximation based on the least square method to the measured values of the n points, thereby calculating the inter-track distance a and the train position correction amount b. calculate.
- the y-intercept of the approximate straight line by the least square method is the train position correction amount b, and the slope is the inter-track distance a.
- a and b are calculated from the following equations (3) and (4).
- the train position correction unit 17 calculates a corrected train position in which the measurement error is corrected, using the train position output from the train position calculation unit 15 and the train position correction amount output from the train position correction amount calculation unit 16b.
- the train position correction unit 17 outputs the corrected train position as the final train position. However, when a speed generator is used, it is desirable to perform the calculation while no idling of the wheel where the train is not accelerating occurs.
- the corrected train position Y ′ is calculated from the following equation (5) using the train position Y and the train position correction amount b.
- Y ′ Y ⁇ b (5)
- FIG. 5 is a hardware configuration diagram of the on-board wireless device 10.
- the receiving unit 12 of the on-board wireless device 10 is the receiving device 2.
- the ground radio position acquisition unit 13, the radio wave arrival angle calculation unit 14, the train position calculation unit 15, the correction amount calculation unit 16, and the train position correction unit 17 are realized by the processor 4 that executes a program stored in the memory 3.
- the processor 4 is a processing circuit such as a CPU or a system LSI. A plurality of processors and a plurality of memories may execute the above functions in cooperation.
- FIG. 6 is a flowchart illustrating an operation example of the train position detection device 1.
- the receiving unit 12 extracts and amplifies the radio wave component radiated from the ground radio 30 and outputs the received signal to the ground radio location acquisition unit 13 and the radio wave arrival angle calculation unit 14 as a received signal.
- step ST ⁇ b> 2 the terrestrial radio device position acquisition unit 13 acquires position information indicating the installation position of the terrestrial radio device 30 from the reception signal output by the reception unit 12, and outputs the position information to the correction amount calculation unit 16 as the terrestrial radio device position. Output.
- step ST ⁇ b> 3 the radio wave arrival angle calculation unit 14 calculates the arrival angle of the radio wave from the ground radio device 30 based on the reception signal output from the reception unit 12, and outputs the radio wave arrival angle to the correction amount calculation unit 16. .
- step ST3 the radio wave arrival angle calculation unit 14 obtains radio wave arrival angles at n points of at least two points.
- step ST4 the train position calculation unit 15 calculates the train position based on the travel distance of the train 40, and outputs the train position to the correction amount calculation unit 16 and the train position correction unit 17.
- step ST4 the train position calculation unit 15 acquires the train position at n points of at least two points.
- step ST5 the correction amount calculation unit 16 outputs the terrestrial radio position output from the terrestrial radio position acquisition unit 13, the radio wave arrival angle output from the radio wave arrival angle calculation unit 14, and the train position output from the train position calculation unit 15. , The train position correction amount for correcting the train position output by the train position calculation unit 15 is calculated and output to the train position correction unit 17.
- step ST ⁇ b> 6 the train position correction unit 17 calculates the corrected train position with the measurement error corrected using the train position output from the train position calculation unit 15 and the train position correction amount output from the correction amount calculation unit 16. .
- the on-board wireless device 10 operates as described above. Note that the operation order of steps ST2, ST3, and ST4 is not necessarily the same as this, and the operation order may be switched or the operations may be performed simultaneously.
- the train position detection device 1 includes the radio wave arrival angle calculation unit 14 that calculates the radio wave arrival angle based on the received signal received from the ground radio 30, and the ground radio.
- the ground radio position acquisition unit 13 that acquires information on the installation positions of 30 from the received signal
- the train position calculation unit 15 that calculates the train position based on the travel distance of the train 40
- the radio wave arrival angle calculation unit 14 calculate A train position correction amount calculation unit 16b that calculates a train position correction amount using the radio wave arrival angle, the installation position of the ground wireless device 30 acquired by the ground wireless device position acquisition unit 13, and the train position calculated by the train position calculation unit 15.
- the train position correction unit 17 that corrects the train position calculated by the train position calculation unit 15 using the train position correction amount calculated by the train position correction amount calculation unit 16b. Without using the information of the position and trajectory distance of a the ground element, it is possible to detect the train position with high accuracy. Therefore, there is an effect that the cost for installing and maintaining the ground unit can be reduced. In addition, since setting of the distance between tracks is unnecessary, there is an effect that it is possible to prevent an error from occurring when calculating the train position due to an erroneous setting of the distance between tracks.
- Embodiment 2 the method for detecting the position of the train with high accuracy has been described.
- the railway track is composed of double tracks, not only the position of the train but also the running number detection for detecting the track (numbered line) on which the train is running will be described.
- FIG. 7 is a block diagram illustrating a configuration example of a train position detection system using the train position detection apparatus 1 according to the second embodiment.
- the train position detection device 1 includes a number line detection unit 18.
- the inter-track distance calculation unit 16a of the correction amount calculation unit 16 calculates the inter-track distance between the track 41 on which the train 40 is traveling and the ground radio 30.
- the inter-orbit distance calculated by the inter-orbit distance calculation unit 16 a is output to the number line detection unit 18.
- the number detecting unit 18 calculates the distance between the ground wireless device 30 and each number line using map information indicating the installation position of the ground wireless device 30 and the position of each number line of the track 41 composed of double lines. . And the number detection part 18 detects the number line where the train 40 is traveling by collating the distance between the tracks output by the distance calculation unit 16a with the distance calculated using the map information, Output.
- This number line detection unit 18 is realized by the processor 4 shown in FIG. 5 executing a program stored in the memory 3. Map information is stored in the memory 3.
- the number detection unit 18 sets a number determination threshold ath for determining the first number 44a and the second number 44b based on the inter-orbit distances a1 and a2 included in the map information.
- the track-to-track distance calculation unit 16a calculates the track-to-track distance a as described in the first embodiment, and the track number detection unit 18 determines the threshold value of the track-to-track distance a based on the track number determination threshold value ath. It is detected which of the first line 44a and the second line 44b is running. In the example of FIG. 8, since a ⁇ a1 ⁇ ath, the first line 44a becomes the traveling number line.
- the train position detection device 1 includes the radio wave arrival angle calculated by the radio wave arrival angle calculation unit 14 and the installation position of the ground radio 30 acquired by the ground radio position acquisition unit 13.
- An inter-orbital distance calculating unit 16a that calculates an inter-orbital distance between the ground radio 30 and the trajectory 41 on which the train 40 travels using the train position calculated by the train position calculating unit 15, and an inter-orbit distance Using the inter-track distance calculated by the calculation unit 16a, a configuration is provided that includes a number line detection unit 18 that detects a number line of the track 41 on which the train 40 is traveling. Conventionally, it has been necessary to set the distance between tracks and the travel number cannot be detected. However, since the travel number can be detected in the second embodiment, it is possible to cope with a double track.
- Embodiment 3 a configuration for calculating the radio wave arrival angle with high accuracy when the monopulse angle measurement method is employed as a method for calculating the radio wave arrival angle by the radio wave arrival angle calculation unit 14 described in the first embodiment will be described. To do.
- FIG. 9 is a block diagram showing a configuration example of a main part in a train position detection system using the train position detection apparatus 1 according to Embodiment 3 of the present invention.
- the configuration of the onboard radio 10 other than the antennas 11a, 11b, 11c, the receiving unit 12, the radio wave arrival angle calculating unit 14-1, and the correction amount calculating unit 16 is the same as that in FIG. Omitted.
- the onboard radio device 10 includes three antennas 11a (first antenna), an antenna 11b (second antenna), and an antenna 11c (third antenna) as the array antenna 11. Yes.
- the three antennas 11a, 11b, and 11c constitute a linear array antenna arranged in a line on a straight line parallel to the traveling direction of the train 40.
- the radio wave arrival angle calculation unit 14-1 uses the equation (7) derived from the following equation (6), and based on the received signal received by the antenna 11a and the antenna 11b and the interval d1 between the antenna 11a and the antenna 11b, the radio wave arrival angle ⁇ 1 Is calculated.
- ⁇ 1 k ⁇ d1 ⁇ sin ⁇ 1 (6)
- ⁇ 1 sin ⁇ 1 ( ⁇ 1 / (k ⁇ d1)) (7)
- ⁇ 1 is the phase angle difference between the received signals received by the antenna 11a and the antenna 11b
- k is the wave number
- ⁇ 1 is the first radio wave arrival angle.
- the radio wave arrival angle calculation unit 14-1 uses the equation (9) derived from the following equation (8), and receives the radio wave based on the received signal received by the antenna 11a and the antenna 11c and the interval d2 between the antenna 11a and the antenna 11c.
- the angle ⁇ 2 is calculated.
- ⁇ 2 k ⁇ d2 ⁇ sin ⁇ 2
- ⁇ 2 sin ⁇ 1 ( ⁇ 2 / (k ⁇ d2) (9)
- ⁇ 2 is the phase angle difference between the received signals received by the antenna 11a and the antenna 11c
- k is the wave number
- ⁇ 2 is the second radio wave arrival angle.
- the phase angle difference ⁇ 2 measured by equation (8) is d2 / d1 times larger than the phase angle difference ⁇ 1 measured by equation (6).
- the phase angle difference can be measured only within a range of ⁇ 180 degrees, and the phase angle difference beyond that includes an uncertainty of ⁇ 180 degrees.
- the range of the radio wave arrival angle to be measured that is, the dynamic range
- the interval d1 is wider than the interval d2.
- the resolution of the radio wave arrival angle to be measured is higher at the interval d2 than at the interval d1.
- the dynamic range and resolution are in a trade-off relationship.
- the radio wave arrival angle calculation unit 14-1 uses a predetermined angle (for example, the train position correction amount is calculated by the correction amount calculation unit 16 so that the radio wave arrival angle ⁇ 1 calculated using the antenna 11a and the antenna 11b is calculated). If it is out of the range of ⁇ 45 degrees, the radio wave arrival angle ⁇ 1 is output to the correction amount calculation unit 16.
- a predetermined angle for example, the train position correction amount is calculated by the correction amount calculation unit 16 so that the radio wave arrival angle ⁇ 1 calculated using the antenna 11a and the antenna 11b is calculated. If it is out of the range of ⁇ 45 degrees, the radio wave arrival angle ⁇ 1 is output to the correction amount calculation unit 16.
- the radio wave arrival angle calculation unit 14-1 uses the radio wave arrival angle ⁇ 2 calculated using the antenna 11a and the antenna 11c as a predetermined angle at which the correction amount calculation unit 16 calculates the train position correction amount ( For example, when it is within a range of ⁇ 45 degrees, the radio wave arrival angle ⁇ 2 is output to the correction amount calculation unit 16.
- the interval d1 between the antenna 11a and the antenna 11b is set to an interval at which the dynamic range of the radio wave arrival angle is ⁇ 90 degrees or more.
- the interval d2 between the antenna 11a and the antenna 11c is set such that the dynamic range of the radio wave arrival angle is ⁇ 90 degrees or less and the predetermined angle (for example, ⁇ 45 degrees) or more. To do.
- the accuracy of the radio wave arrival angle used for the calculation by the correction amount calculation unit 16 is improved, and the accuracy of the train position correction amount and the inter-track distance calculated by the train position correction amount calculation unit 16b and the inter-track distance calculation unit 16a is also improved. improves.
- the predetermined angle (for example, ⁇ 45 degrees) described above corresponds to the case where the train 40 exists on the track 41 near the ground radio 30 as described in the first embodiment, and the distance between tracks. This corresponds to the case where the calculation unit 16a and the train position correction amount calculation unit 16b calculate the inter-track distance and the train position correction amount.
- the radio wave arrival angle calculation unit 14-1 shown in FIG. 9 simultaneously receives signals received by the antennas 11a, 11b, and 11c and calculates the radio wave arrival angles ⁇ 1 and ⁇ 2, but switches the antenna 11b and the antenna 11c with a switch.
- the phase angle difference between the antennas 11a and 11b and the phase angle difference between the antennas 11a and 11c may be calculated at different timings.
- FIG. 10 is a block diagram showing a modification of the main part of the train position detection system using the train position detection apparatus 1 according to the third embodiment. 10, the configuration of the on-board wireless device 10 other than the switch 19, the antennas 11a, 11b, and 11c, the receiving unit 12, the radio wave arrival angle calculating unit 14-2, and the correction amount calculating unit 16 is the same as that in FIG. The illustration is omitted.
- the radio wave arrival angle calculation unit 14-2 outputs a switch control signal to the switch 19.
- the on-board wireless device 10 in FIG. 10 there are two control states, namely, control for connecting the antenna 11b and the receiving unit 12, and control for connecting the receiving unit 12 and the antenna 11c. Switching is performed by a switch control signal.
- the switch 19 switches the connection state between the antennas 11b and 11c and the receiving unit 12 in accordance with the switch control signal output from the radio wave arrival angle calculating unit 14-2.
- the radio wave arrival angle calculation unit 14-2 uses the equation (7) derived from the above equation (6) when the antenna 11b and the reception unit 12 are connected, and receives the received signal and the antenna received by the antenna 11a and the antenna 11b.
- the radio wave arrival angle ⁇ 1 is calculated based on the distance d1 between 11a and the antenna 11b.
- the radio wave arrival angle calculation unit 14-2 uses the equation (9) derived from the above equation (8) when the antenna 11c and the reception unit 12 are connected, and receives signals received by the antenna 11a and the antenna 11c.
- the radio wave arrival angle ⁇ 2 is calculated based on the distance d2 between the antenna 11a and the antenna 11c.
- the radio wave arrival angle calculator 14-2 first outputs a switch control signal to the switch 19 so that the antenna 11b and the receiver 12 are connected. Then, the radio wave arrival angle calculation unit 14-2 calculates the radio wave arrival angle ⁇ 1 using the antenna 11a and the antenna 11b.
- the radio wave arrival angle calculation unit 14-2 is such that the calculated radio wave arrival angle ⁇ 1 is outside the range of a predetermined angle (for example, ⁇ 45 degrees) at which the correction amount calculation unit 16 calculates the train position correction amount. If there is, the radio wave arrival angle ⁇ 1 is output to the correction amount calculation unit 16.
- the radio wave arrival angle calculation unit 14-2 has a range in which the calculated radio wave arrival angle ⁇ 1 is within a predetermined angle (for example, ⁇ 45 degrees) in which the correction amount calculation unit 16 calculates the train position correction amount. If it is within the range, the radio wave arrival angle ⁇ 1 is not output to the correction amount calculation unit 16, and a switch control signal is output to the switch 19 so that the antenna 11c and the reception unit 12 are connected.
- a predetermined angle for example, ⁇ 45 degrees
- the radio wave arrival angle calculation unit 14-2 outputs a switch control signal to the switch 19 so that the antenna 11c and the reception unit 12 are connected, and then calculates the radio wave arrival angle ⁇ 2 using the antenna 11a and the antenna 11c.
- the radio wave arrival angle calculation unit 14-2 determines that the calculated radio wave arrival angle ⁇ 2 is within a predetermined angle (for example, ⁇ 45 degrees) in which the correction amount calculation unit 16 calculates the train position correction amount. If there is, the radio wave arrival angle ⁇ 2 is output to the correction amount calculation unit 16.
- the radio wave arrival angle calculation unit 14-2 has a range in which the calculated radio wave arrival angle ⁇ 2 is within a predetermined angle (for example, ⁇ 45 degrees) at which the correction amount calculation unit 16 calculates the train position correction amount. If it is outside, the radio wave arrival angle ⁇ 2 is not output to the correction amount calculation unit 16, and a switch control signal is output to the switch 19 so that the antenna 11b and the reception unit 12 are connected.
- the on-board wireless device 10 includes the antennas 11a, 11b, and 11c on a straight line along the traveling direction of the train 40.
- the distance d1 between the antenna 11a and the antenna 11b is ⁇ the dynamic range of the radio wave arrival angle when performing monopulse measurement.
- the distance d2 between the antenna 11a and the antenna 11c is set such that the dynamic range is a predetermined angle at which the correction amount calculation unit 16 calculates the train position correction amount. Has been.
- the radio wave arrival angle calculation units 14-1 and 14-2 calculate the radio wave arrival angle ⁇ 1 using the antenna 11a and the antenna 11b and calculate the radio wave arrival angle ⁇ 2 using the antenna 11a and the antenna 11c by monopulse angle measurement.
- the radio wave arrival angle ⁇ 2 is output when the radio wave arrival angle ⁇ 1 is within the predetermined angle, and the radio wave arrival angle ⁇ 1 is output otherwise. Thereby, the radio wave arrival angle calculation units 14-1 and 14-2 can calculate the radio wave arrival angle with high accuracy.
- the train position detection device detects the position of the train without using the information on the position of the ground element and the distance between the tracks, the train position detecting apparatus of the train traveling on the track on which the ground element is not particularly installed. It is suitable for use in train position detection devices that detect the position.
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Abstract
Description
実施の形態1.
図1は、この発明の実施の形態1に係る列車位置検知装置1を用いた列車位置検知システムの構成例を示す図である。列車位置検知システムは、列車40に搭載された車上無線機10と、列車40が走行する軌道41の脇に設置された地上無線機30とを備えている。車上無線機10は、列車位置検知装置1を備えている。
地上無線機30は、アンテナ31と、増幅部32と、信号生成部33とを備えている。この地上無線機30は、図1に示す軌道41脇の電柱42または駅ホームの屋根などに設置されている。
地上無線機30において、信号生成部33は、この地上無線機30が設置された位置を示す位置情報を所定の周波数、振幅あるいは位相をもつ送信信号にして、増幅部32へ出力する。増幅部32は、信号生成部33が出力した送信信号を電力増幅して、アンテナ31へ出力する。アンテナ31は、増幅部32が出力した送信信号を、電波として放射する。
受信部12は、地上無線機30から放射された電波成分を取り出して増幅し、受信信号として地上無線機位置取得部13および電波到来角度演算部14へ出力する。
具体的には、列車位置演算部15は、列車40の車軸に接続されている速度発電機20から出力されるパルスをカウントし、カウント値と車輪径から移動距離を演算し、移動距離を積算演算することによって列車位置を計測する。実施の形態1では、列車位置演算部15が速度発電機20を利用して列車位置を演算する例を示すが、速度発電機20以外を利用してもよい。例えば、列車位置演算部15は、列車40に設置された加速度センサが計測する列車走行時の加速度を取得し、加速度を積分演算して列車位置を計測してもよい。また、列車位置演算部15は、列車40に設置された音波式センサまたは電波式センサが計測する列車走行時の周波数を取得し、周波数と列車40の移動速度とが比例関係になるドップラ効果を利用して列車速度を演算し、その列車速度を積分演算して列車位置を計測してもよい。
そこで、後述する補正量演算部16および列車位置補正部17により、この測定誤差を補正し、高精度な列車位置を求める。
(Y-b-Y0)/a=tanθ (1)
ここで、y=Y-Y0、x=tanθとおくと、式(1)は式(2)の直線関係となる。
y=a×x+b (2)
図3(a)に示したように、軌道間距離aは、地上無線機30から軌道41へ下ろした垂線の足(軌道41との交点)の長さになる。厳密に言うと、列車40が存在する地点における軌道41上の列車40の進行方向の接線上に下ろした垂線の足の長さになる。
図3(b)に示すように、軌道41aを直線と近似できる場合、列車40aが存在する軌道位置における列車41aの進行方向がなす軌道41aの接線43aと、地上無線機30との間の距離が一定になる。一方、図3(c)に示すように、軌道41bを直線と近似できない場合、列車40bが存在する軌道位置における列車41bの進行方向がなす軌道41bの接線43bと、地上無線機30との間の距離が一定にならない。
地上無線機30が存在する所定の軌道区間を、高々、±5m程度の区間もしくは車両一両分の長さ(例えば20m)の区間とした場合、この区間では軌道41a,41bをほぼ直線近似として問題ない。このように、軌道間距離aは、所定の軌道区間内で略一定となるのが通常であり、上式(1)ではこの条件を利用している。
列車40が地上無線機30付近の軌道41を走行している間に、地上無線機位置取得部13が地上無線機位置Y0を取得する。また、電波到来角度演算部14および列車位置演算部15が、少なくとも2点以上のn点の地点における電波到来角度θおよび列車位置Yを取得する。
続いて、軌道間距離演算部16aと列車位置補正量演算部16bは、n点の測定値に対して最小二乗法による直線近似を適用することで、軌道間距離aと列車位置補正量bを算出する。最小二乗法による近似直線のy切片が列車位置補正量b、傾きが軌道間距離aである。aとbは、下式(3)、(4)から算出される。
補正列車位置Y’は、列車位置Yと列車位置補正量bを用いて、下式(5)から算出される。
Y’=Y-b (5)
まず、ステップST1において、受信部12は、地上無線機30から放射された電波成分を取り出して増幅し、受信信号として地上無線機位置取得部13および電波到来角度演算部14へ出力する。
なお、ステップST2,ST3,ST4の動作順序は、必ずしもこの通りである必要はなく、動作順序が入れ替わってもよく、また、同時に動作してもよい。
上記実施の形態1では列車の位置を高精度に検知する方法について述べた。実施の形態2では、鉄道の軌道が複線で構成される際に、列車の位置だけでなく、列車が走行している軌道(番線)を検知する走行番線検知について説明する。
軌道間距離演算部16aは、上記実施の形態1で述べたように軌道間距離aを算出し、番線検知部18は、番線判定閾値athにより軌道間距離aを閾値判定し、列車40が第1番線44aと第2番線44bのどちらを走行しているか検知する。図8の例では、a≒a1<athとなるため、第1番線44aが走行番線になる。
実施の形態3では、実施の形態1で述べた電波到来角度演算部14で電波到来角度を演算する方式としてモノパルス測角方式を採用した場合に、電波到来角度を高精度に演算する構成を説明する。
φ1=k×d1×sinθ1 (6)
θ1=sin-1(φ1/(k×d1)) (7)
ここで、φ1は、アンテナ11aとアンテナ11bで受信した受信信号の位相角差、kは波数、θ1は第1の電波到来角度である。
φ2=k×d2×sinθ2 (8)
θ2=sin-1(φ2/(k×d2) (9)
ここで、φ2は、アンテナ11aとアンテナ11cで受信した受信信号の位相角差、kは波数、θ2は第2の電波到来角度である。
計測する電波到来角度の範囲、つまりダイナミックレンジは、間隔d1の方が間隔d2よりも広い。逆に、計測する電波到来角度の分解能は、間隔d2の方が間隔d1よりも高い。このように、ダイナミックレンジと分解能はトレードオフの関係となる。
電波到来角度演算部14-1は、アンテナ11aとアンテナ11bを用いて演算した電波到来角度θ1が、補正量演算部16により列車位置補正量の演算が実施される予め定められた角度(例えば、±45度)の範囲外である場合、電波到来角度θ1を補正量演算部16へ出力する。
また、電波到来角度演算部14-1は、アンテナ11aとアンテナ11cを用いて演算した電波到来角度θ2が、補正量演算部16により列車位置補正量の演算が実施される予め定められた角度(例えば、±45度)の範囲内である場合、電波到来角度θ2を補正量演算部16へ出力する。
また、電波到来角度演算部14-2は、アンテナ11cと受信部12が接続されているとき、上式(8)から導かれる式(9)を用い、アンテナ11aとアンテナ11cで受信した受信信号およびアンテナ11aとアンテナ11cの間隔d2に基づき電波到来角度θ2を演算する。
電波到来角度演算部14-2は、まず、アンテナ11bと受信部12が接続するように、スイッチ19にスイッチ制御信号を出力する。そして、電波到来角度演算部14-2は、アンテナ11aとアンテナ11bを用いて、電波到来角度θ1を演算する。電波到来角度演算部14-2は、演算した電波到来角度θ1が、補正量演算部16により列車位置補正量の演算が実施される予め定められた角度(例えば、±45度)の範囲外である場合、この電波到来角度θ1を補正量演算部16へ出力する。一方、電波到来角度演算部14-2は、演算した電波到来角度θ1が、補正量演算部16により列車位置補正量の演算が実施される予め定められた角度(例えば、±45度)の範囲内である場合、この電波到来角度θ1を補正量演算部16へ出力せず、アンテナ11cと受信部12が接続するようにスイッチ19にスイッチ制御信号を出力する。
Claims (7)
- 地上に設置された地上無線機が設置位置の情報を含む送信信号を電波として放射し、列車に搭載された車上無線機が前記電波を受信して取り出した受信信号を用いて、前記列車の位置を検知する列車位置検知装置であって、
前記受信信号に基づいて電波到来角度を演算する電波到来角度演算部と、
前記地上無線機の設置位置の情報を前記受信信号から取得する地上無線機位置取得部と、
前記列車の移動距離に基づいて列車位置を演算する列車位置演算部と、
前記電波到来角度演算部が演算した電波到来角度、前記地上無線機位置取得部が取得した前記地上無線機の設置位置、および前記列車位置演算部が演算した列車位置を用いて、当該列車位置を補正する列車位置補正量を演算する列車位置補正量演算部と、
前記列車位置補正量演算部が演算した列車位置補正量を用いて前記列車位置演算部が演算した列車位置を補正する列車位置補正部とを備えることを特徴とする列車位置検知装置。 - 前記列車位置補正量演算部は、前記列車が前記軌道上の複数の地点を走行するときに演算された同一の前記地上無線機に関する複数組の前記電波到来角度および前記列車位置を用いて、前記列車位置補正量を演算することを特徴とする請求項1記載の列車位置検知装置。
- 前記電波到来角度演算部が演算した電波到来角度、前記地上無線機位置取得部が取得した前記地上無線機の設置位置、および前記列車位置演算部が演算した列車位置を用いて、前記地上無線機と前記列車が走行している軌道との間の軌道間距離を演算する軌道間距離演算部と、
前記軌道間距離演算部が演算した軌道間距離を用いて、前記列車が走行している前記軌道の番線を検知する番線検知部とを備えることを特徴とする請求項1記載の列車位置検知装置。 - 前記軌道間距離演算部は、前記列車が前記軌道上の複数の地点を走行するときに演算された同一の前記地上無線機に関する複数組の前記電波到来角度および前記列車位置を用いて、前記軌道間距離を演算することを特徴とする請求項3記載の列車位置検知装置。
- 前記列車位置補正量演算部は、前記電波到来角度と、前記列車位置から前記地上無線機の設置位置までの距離との間の関係を表す近似直線を求め、当該近似直線の切片の値を前記列車位置補正量とすることを特徴とする請求項2記載の列車位置検知装置。
- 前記軌道間距離演算部は、前記電波到来角度と、前記列車位置から前記地上無線機の設置位置までの距離との間の関係を表す近似直線を求め、当該近似直線の傾きの値を前記軌道間距離とすることを特徴とする請求項4記載の列車位置検知装置。
- 前記車上無線機は、前記列車の進行方向に沿った直線上に第1のアンテナ、第2のアンテナおよび第3のアンテナを備え、前記列車の軌道と直交する方向から電波が到来したときの電波到来角度を0度とした場合に、前記第1のアンテナと前記第2のアンテナの間隔は、モノパルス測角する際の電波到来角度のダイナミックレンジが±90度となるように設置され、前記第1のアンテナと前記第3のアンテナの間隔は、当該ダイナミックレンジが、前記列車位置補正量演算部により列車位置補正量の演算が実施される予め定められた角度となるように設置されているものであって、
前記電波到来角度演算部は、モノパルス測角により、前記第1のアンテナと前記第2のアンテナを用いて第1の電波到来角度を演算し、前記第1のアンテナと前記第3のアンテナを用いて第2の電波到来角度を演算し、前記第1の電波到来角度が前記予め定められた角度内である場合に前記第2の電波到来角度を出力し、それ以外の場合は前記第1の電波到来角度を出力することを特徴とする請求項1記載の列車位置検知装置。
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JP7472913B2 (ja) | 2019-02-02 | 2024-04-23 | ソニーグループ株式会社 | 無線通信システムに用いられる位置管理装置及び位置管理方法 |
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