CN107709135B - Electric vehicle position detection system - Google Patents
Electric vehicle position detection system Download PDFInfo
- Publication number
- CN107709135B CN107709135B CN201680027168.9A CN201680027168A CN107709135B CN 107709135 B CN107709135 B CN 107709135B CN 201680027168 A CN201680027168 A CN 201680027168A CN 107709135 B CN107709135 B CN 107709135B
- Authority
- CN
- China
- Prior art keywords
- tags
- tag
- electric vehicle
- range
- detection system
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Active
Links
Images
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
- B60L15/40—Adaptation of control equipment on vehicle for remote actuation from a stationary place
-
- 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
-
- 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
- G01S13/00—Systems using the reflection or reradiation of radio waves, e.g. radar systems; Analogous systems using reflection or reradiation of waves whose nature or wavelength is irrelevant or unspecified
- G01S13/66—Radar-tracking systems; Analogous systems
- G01S13/72—Radar-tracking systems; Analogous systems for two-dimensional tracking, e.g. combination of angle and range tracking, track-while-scan radar
-
- 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
- G01S13/00—Systems using the reflection or reradiation of radio waves, e.g. radar systems; Analogous systems using reflection or reradiation of waves whose nature or wavelength is irrelevant or unspecified
- G01S13/74—Systems using reradiation of radio waves, e.g. secondary radar systems; Analogous systems
Landscapes
- Engineering & Computer Science (AREA)
- Radar, Positioning & Navigation (AREA)
- Remote Sensing (AREA)
- Computer Networks & Wireless Communication (AREA)
- Physics & Mathematics (AREA)
- General Physics & Mathematics (AREA)
- Mechanical Engineering (AREA)
- Power Engineering (AREA)
- Transportation (AREA)
- Radar Systems Or Details Thereof (AREA)
- Train Traffic Observation, Control, And Security (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
Abstract
The electric vehicle position detection system of the present embodiment includes a plurality of 1 st tags, a plurality of 2 nd tags, and a reader. A plurality of 1 st tags are disposed along the line, having mutually different identifiers. A plurality of 2 nd tags are disposed along the line, having mutually different identifiers. The reader is mounted on an electric vehicle traveling on a road, and can read identifiers of a plurality of 1 st tags and identifiers of a plurality of 2 nd tags. The plurality of 1 st tags have a 1 st range as a range in which the reader can read the identifier. The plurality of 2 nd tags have a 2 nd range different from the 1 st range as a range in which the reader can read the identifier. The arrangement interval of the plurality of 1 st tags is different from the arrangement interval of the plurality of 2 nd tags.
Description
Technical Field
The embodiment of the invention relates to an electric vehicle position detection system.
Background
In order to safely move and Stop a Train, safety devices or driving assistance devices such as an Automatic Train Stop (ats), an Automatic Train control (atc), an Automatic Train operation (ato), a Train position Stop (TASC), and a Train control system (cbtc) have been developed. These safety devices and driving assistance devices require a device for determining the position of the train, such as a transponder or a track circuit. However, the transponder and the track circuit have a problem of high equipment cost and installation cost. In addition, when using a GPS (global Positioning system) for determining the position of the train, the range that can be reached by GPS radio waves is limited, and there is a problem in reliability of position accuracy.
Therefore, the use of RFID (radio Frequency identifier) is considered. When the signal processing time of the RFID is taken into consideration, it is preferable that the ID of the tag can be read in a wide range in the case where the train runs at a high speed. That is, the label is preferably high in sensitivity. Thus, even when the train runs at a high speed, the reader can reliably read the ID of the tag.
On the other hand, when the train stops at a station and travels at a low speed, it is necessary to accurately detect the position of the train. However, when the ID of the tag can be read in a large range, it becomes unclear where the train is located within the large range. Therefore, when the train is traveling at a low speed, it is preferable that the ID of the tag be readable in a narrow range. That is, the preferred label is low sensitivity.
In this way, when the RFID is used, a trade-off relationship is generated between the appropriate ID read range and the train speed.
Documents of the prior art
Patent document
Patent document 1: japanese laid-open patent publication No. 2009-149216
Disclosure of Invention
Problems to be solved by the invention
Provided is an electric vehicle position detection system capable of accurately detecting the position of a train at low cost regardless of the speed of the train.
Means for solving the problems
The electric vehicle position detection system of the present embodiment includes a plurality of 1 st tags, a plurality of 2 nd tags, and a reader. A plurality of 1 st tags are disposed along the line, having mutually different identifiers. A plurality of 2 nd tags are disposed along the line, having mutually different identifiers. The reader is mounted on an electric vehicle traveling on a road, and can read identifiers of a plurality of 1 st tags and identifiers of a plurality of 2 nd tags. The plurality of 1 st tags have a 1 st range as a range in which the reader can read the identifier. The plurality of 2 nd tags have a 2 nd range different from the 1 st range as a range in which the reader can read the identifier. The arrangement interval of the plurality of 1 st tags is different from the arrangement interval of the plurality of 2 nd tags.
Drawings
Fig. 1 is a diagram showing an example of the configuration of an electric vehicle position detection system according to embodiment 1.
Fig. 2 is a diagram showing an example of the structure of the electric vehicle 10.
Fig. 3 is a table showing an example of tag position information.
Fig. 4 is a diagram showing an example of the configuration of the electric vehicle position detection system according to embodiment 2.
Fig. 5 is a diagram showing an example of the configuration of the electric vehicle position detection system according to embodiment 3.
Fig. 6 is a diagram showing the ID readable range.
Detailed Description
Embodiments according to the present invention will be described below with reference to the drawings. The present embodiment does not limit the present invention.
(embodiment 1)
Fig. 1 is a diagram showing an example of the configuration of an electric vehicle position detection system according to embodiment 1. The electric vehicle position detection system according to embodiment 1 includes a plurality of 1 st tags T1, a plurality of 2 nd tags T2, readers 11 and 12 (see fig. 2), and a database 13 (see fig. 2). The plurality of 1 st tags T1 are tags having the same configuration. The plurality of 2 nd tags are tags having the same constitution. On the other hand, the 1 st tag T1 and the 2 nd tag T2 have different constitutions from each other.
The 1 st and 2 nd tags T1 and T2 are, for example, RFID tags, and may be either active tags or passive tags. However, in consideration of the cost of the system, the installation cost, and the like, the 1 st and 2 nd tags T1 and T2 are preferably passive tags that do not require a power source.
A plurality of 1 st tags T1 are provided along the route 1 with mutually different identifiers. A plurality of 2 nd tags T2 are also provided along the line 1, with mutually different identifiers. That is, the 1 st and 2 nd tags T1 and T2 each have a unique identifier, and the tag can be identified by reading the identifier.
The 1 st tags T1 each have a range (hereinafter, also referred to as an ID readable range) in which an identifier (hereinafter, also referred to as an ID) can be read by the readers 11 and 12 mounted on the electric vehicle 10 described later. The ID of the 1 st tag T1 can be read in the 1 st range D1. For example, range 1D 1 has an ID readable range of about 2 meters along line 1. Thus, readers 11, 12 are able to read the ID of 1 st tag T1 within about 1 meter each of the front and back along line 1 from the center of 1 st tag T1. In other words, readers 11, 12 are able to read the ID of 1 st tag T1 along line 1 from approximately 1 meter forward from the center of 1 st tag T1 to approximately 1 meter forward from the center of 1 st tag T1.
Each of the plurality of 2 nd tags T2 also has an ID readable range. The ID of the 2 nd tag T2 can be read in the 2 nd range D2. The 2 nd range D2 is different from the 1 st range D1 and narrower than the 1 st range D1. For example, range 2D 2 has an ID readable range of about 0.5 meters along line 1. Thus, readers 11, 12 are able to read the ID of tag 2T 2 within about 0.25 meters each of the front and back along line 1 from the center of tag 2T 2. In other words, readers 11, 12 are able to read the ID of tag 2T 2 along line 1 from approximately 0.25 meters forward from the center of tag 2T 2 to approximately 0.25 meters forward from the center of tag 2T 2.
The 1 ST and 2 nd tags T1 and T2 are arranged along the route 1 at and around a station where the electric vehicle 10 is parked (hereinafter, also referred to as a station ST). The 1 st tag T1 is configured at a 1 st set interval DST1 and the 2 nd tag T2 is configured at a 2 nd set interval DST 2. That is, the interval between the centers of the adjacent two 1 st tags T1 is the 1 st set interval DST1, and the interval between the centers of the adjacent two 2 nd tags T2 is the 2 nd set interval DST 2.
The 2 nd setting interval DST2 is narrower than the 1 st setting interval DST1 unlike the 1 st setting interval DST 1. Thus, as shown in fig. 1, the plurality of 2 nd tags T2 can be arranged between two adjacent 1 st tags T1. In the present embodiment, three 2 nd tags T2 are disposed between two adjacent 1 st tags T1.
For example, the 1 st set interval DST1 is about 1.8 meters and the 2 nd set interval DST2 is about 0.5 meters. In this case, the 1 st setting interval DST1 is narrower than the 1 st range D1. Thus, as shown in fig. 1, the ID readable ranges of the adjacent two 1 st tags T1 are repeated between the two 1 st tags T1. Further, the 2 nd setting interval DST2 is substantially equal to the 2 nd range D2. Thus, as shown in fig. 1, the ID readable ranges of the adjacent two 2 nd tags T2 are substantially contiguous between the two 2 nd tags T2.
In the present embodiment, three 2 nd tags T2 are arranged with respect to the 1 st tag T1. That is, the ratio of the number of the 1 st tab T1 to the number of the 2 nd tab T2 is 1 to 3. This ratio is substantially constant along the route 1 in the station ST. For example, the 2 nd tag T2 may be arranged substantially uniformly between the adjacent 1 st tags T1.
The 1 st tag T1 and the 2 nd tag T2 may be arranged to be offset from each other in a direction perpendicular to the extending direction of the line 1. In this case, the 2 nd tag T2 can be arranged substantially uniformly over the entire route 1 at the arrangement interval DST2 without considering the arrangement position of the 1 st tag T1. That is, the 2 nd tag T2 may be provided at a position overlapping with the 1 st tag T1 when viewed from the side of the line 1.
As described above, the electric vehicle position detection system according to the present embodiment includes both the 1 ST and 2 nd tags T1 and T2 at the station ST. Here, the electric vehicle 10 may travel or stop at a low speed not only in the station ST but also at a high speed through the station ST. For example, when the electric vehicle 10 is to stop at the station ST, the electric vehicle 10 travels at a low speed, and therefore, the readers 11 and 12 read the ID of the 2 nd tag T2 having a relatively low sensitivity (the ID readable range is relatively narrow), thereby being able to accurately detect the position of the electric vehicle 10. On the other hand, when the electric vehicle passes through the station ST at a high speed, it is difficult for the readers 11 and 12 provided in the electric vehicle 10 to detect the ID of the 2 nd tag T2 having relatively low sensitivity, and the position of the electric vehicle cannot be accurately detected by the 2 nd tag T2. Therefore, the electric vehicle position detection system according to the present embodiment includes not only the 2 nd tag T2 but also the 1 ST tag T1 at the station ST. Thus, when the electric vehicle 10 passes through the station ST at a high speed, the readers 11 and 12 read the ID of the 1 ST tag T1 having a relatively high sensitivity (a relatively large ID readable range), thereby being able to accurately detect the position of the electric vehicle 10. In this way, the electric vehicle position detection system includes both the 1 ST and 2 nd tags T1 and T2 at the station ST, and thus can detect the position of the electric vehicle 10 regardless of whether the electric vehicle 10 travels at a low speed or a high speed.
On the other hand, the 1 st tag T1 is disposed along the route 1 except for the station and the periphery thereof, but the 2 nd tag T2 is not disposed. This is because the electric vehicle 10 travels at a high speed at a station and other places than the periphery thereof, and therefore, the 2 nd tag T2 having low sensitivity does not need to be provided. In addition, like the 1 ST tag T1 in the station ST, the 1 ST tag T1 is disposed at the 1 ST set interval DST 1.
Fig. 2 is a diagram showing an example of the structure of the electric vehicle 10. The electric vehicle 10 includes antennas ANT1 and ANT2, readers 11 and 12, a database 13, comparison units 14 and 15, a calculation unit 16, and a control unit 17.
The two antennas ANT1 and ANT2 are antennas for ID reading and are connected to the readers 11 and 12, respectively. The antennas ANT1, ANT2 have approximately the same gain characteristics.
The readers 11 and 12 are configured to acquire IDs from the tags T1 and T2 via antennas ANT1 and ANT2, respectively. The readers 11, 12 have the same configuration.
The database 13 stores tag position information indicating the relationship between the IDs of the 1 st and 2 nd tags T1, T2 and the installation positions of the 1 st and 2 nd tags T1, T2. The IDs of the 1 st and 2 nd tags T1 and T2 are unique to the tags and correspond one-to-one to the installation positions of the 1 st and 2 nd tags T1 and T2, respectively. Therefore, if the ID detected via the antennas ANT1 and ANT2 is compared with the tag position information, the position of the electric vehicle 10 can be known. The database 13 may store the tag ID in association with other information such as the line number information of the station ST.
For example, fig. 3 is a table showing an example of tag position information. In the tag location information, the ID of each tag is associated with the location of the tag and the line number information of the station ST. The ID may be represented by a numerical value, a character, a symbol, or the like. The position of the tag may be expressed by latitude, longitude, or the like. The line number of the station ST may be represented by a numerical value or the like.
The comparison units 14 and 15 shown in fig. 2 are connected to the readers 11 and 12, respectively, and to the database 13. The comparison unit 14 compares the ID from the reader 11 with the tag position information from the database 13. Thus, the comparing unit 14 compares the ID with the tag position information, and specifies the position of the tag having the ID. Unlike the comparison section 14, the comparison section 15 compares the ID from the reader 12 with the tag position information from the database 13. Thus, the comparing unit 15 compares the ID with the tag position information, and specifies the position of the tag having the ID.
The arithmetic unit 16 logically calculates the comparison and comparison result of the comparison unit 14 and the comparison and comparison result of the comparison unit 15. For example, the arithmetic unit 16 is an AND arithmetic circuit, AND calculates the logical product of the comparison AND comparison results from the comparison units 14 AND 15. When the comparison and comparison result from the comparison unit 14 matches the comparison and comparison result from the comparison unit 15, the calculation unit 16 outputs the position information (latitude and longitude) of the tag to the control unit 17. On the other hand, when the comparison and comparison result from the comparison unit 14 does not match the comparison and comparison result from the comparison unit 15, the calculation unit 16 does not output the position (latitude and longitude) of the tag to the control unit 17 or outputs an error signal to the control unit 17.
The control unit 17 outputs various control signals based on the position information from the arithmetic unit 16. For example, the control unit 17 can output a control signal indicating that the electric vehicle 10 is stopped by using the position information from the calculation unit 16 together with the speed information, the brake information (gear position), and the like of the electric vehicle 10. At this time, the electric vehicle 10 may permit the door of the vehicle of the electric vehicle 10 to be opened. Alternatively, the opening of the platform door may be permitted on the station ST side. Of course, the control signal from the control unit 17 may be used for other operation control of the electric vehicle 10.
In this way, the plurality of readers 11 and 12 individually read the ID of the tag via the antennas ANT1 and ANT2, respectively, and the arithmetic unit 16 calculates the logical product of the ID and the ID, thereby improving the reliability of the tag ID and the location of the tag.
Next, the arrangement of the 1 st tab T1 and the 2 nd tab T2 will be discussed with reference to fig. 1 again. In the configuration shown in fig. 1, the 1 st tag T1 is disposed at an interval DST1 (e.g., 1.8m) lower than the 1 st range D1 (e.g., 2 meters). Thus, the ID read-capable range is repeated in the adjacent two 1 st tags T1. This allows the readers 11 and 12 to read the ID of any one of the 1 st tags T1 while the vehicle is traveling or stopped.
The arrangement interval DST2 (e.g., 0.5m) of the 2 nd tag T2 is equal to the 2 nd range D2 (e.g., 0.5 m). However, the 2 nd tag T2 is not disposed at the disposed position of the 1 st tag T1. Thus, the ID readable ranges of the adjacent two 2 nd tags T2 are set to be contiguous between the adjacent two 1 st tags T1. Thus, the readers 11, 12 can read the ID of the 2 nd tag T2 between the adjacent two 1 st tags T1. The readers 11, 12 can detect where the readers 11, 12 are located between the adjacent two 1 st tags T1 by reading the ID of the 2 nd tag T2. In this way, the reader 11 or 12 can accurately detect the position of the electric vehicle 10 by interpolating the space between the 1 st tag T1 by the 2 nd tag T2.
Further, the 1 ST tag T1 is disposed at the 1 ST set distance DST1 in the station ST and the area other than the station ST, and therefore the readers 11 and 12 can also detect the position of the electric vehicle passing through the station ST and the electric vehicle traveling at a high speed in the area other than the station ST.
As described above, in the present embodiment, the readers 11 and 12 can accurately detect the position of the electric vehicle traveling at a high speed in the station ST and in the area other than the station ST, and can accurately detect the position of the electric vehicle traveling at a low speed in the station ST.
In the case where the electric vehicle 10 is traveling at a high speed, the readers 11, 12 can determine the position of the electric vehicle with an accuracy of the 1 st range D1 (e.g., 2 meters), i.e., an error of ± D1 × 1/2 (e.g., an error of ± 1 meter). On the other hand, in the case where the electric vehicle 10 is traveling at a low speed, the readers 11, 12 can determine the position of the electric vehicle with an accuracy of the 2 nd range D2 (e.g., 0.5m), i.e., an error of ± D2 × 1/2 (e.g., an error of ± 0.25 m).
As described above, the electric vehicle position detection system according to the present embodiment can accurately detect the position of the electric vehicle regardless of the speed of the electric vehicle. Further, since the electric vehicle position detection system according to the present embodiment employs an RFID (passive tag or the like), installation cost can be kept low.
The readers 11 and 12 can always detect the ID of both or either of the 1 st tag T1 and the 2 nd tag T2. Therefore, the electric vehicle position detection system according to the present embodiment can continuously detect the position of the electric vehicle 10 with the above-described accuracy while the electric vehicle is traveling on the line 1.
(embodiment 2)
Fig. 4 is a diagram showing an example of the configuration of the electric vehicle position detection system according to embodiment 2. In the 2 nd embodiment, the arrangement interval DST2 of the 2 nd tag T2 is wider than that in the 1 st embodiment. For example, the 2 nd tag T2 is disposed at a spacing DST2 of about 1 meter. Other configurations of embodiment 2 may be the same as the corresponding configurations of embodiment 1.
By setting the arrangement interval DST2 of the 2 nd tag T2 widely, the ID readable ranges of the adjacent two 2 nd tags T2 can be separated from each other as shown in fig. 4. Thus, between the adjacent two 1 st tags T1, a space region SP is generated between the ID readable ranges of the adjacent two 2 nd tags T2. The space region SP is a range where the ID of the 2 nd tag T2 cannot be read between the adjacent two 1 st tags T1.
The readers 11, 12 cannot read the ID of the 2 nd tag T2 in the space area SP. However, in this case, the electric vehicle position detection system can know that the readers 11, 12 are in the space area SP. For example, when the reader 11 or 12 detects no ID of the 2 nd tag T2_2 adjacent to the 2 nd tag T2_1 after detecting the ID of a certain 2 nd tag T2_1, it can be known that the reader 11 or 12 is in the space region SP existing between the two 2 nd tags T2_1 and T2_ 2. That is, it can be known that the readers 11, 12 are in the space area SP between the 2 nd tag T2_1 corresponding to the last detected ID and the 2 nd tag T2_2 adjacent thereto and having not detected an ID yet.
Therefore, the electric vehicle position detection system according to embodiment 2 can detect the position of the electric vehicle 10 with the same degree of accuracy as that of embodiment 1 even if the spatial region SP exists between the ID readable ranges of the adjacent 2 nd tags T2. That is, even if the number of the 2 nd tags T2 is reduced as in embodiment 2, the position detection accuracy of the electric vehicle 10 can be maintained.
(embodiment 3)
Fig. 5 is a diagram showing an example of the configuration of the electric vehicle position detection system according to embodiment 3. The electric vehicle position detection system according to embodiment 3 further includes a plurality of 3 rd tags T3, and the plurality of 3 rd tags T3 are provided along the route 1 in the station ST and have different IDs from each other.
The 3 rd tag T3 is, for example, an RFID tag, and may be either an active tag or a passive tag. However, considering the cost of the system, installation cost, and the like, it is preferable that the 3 rd tag T3 is a passive tag that does not require a power source, similarly to the 1 st and 2 nd tags T1 and T2.
A plurality of 3 rd tags T3 are disposed along the line 1 and have mutually different identifiers. That is, each of the 3 rd tags T3 has a unique identifier, and the tag can be identified by reading the identifier.
The 3 rd tag T3 has a 3 rd range D3 as an ID readable range. The 3 rd range D3 is a narrower range than the 1 st and 2 nd ranges D1 and D2. That is, the 3 rd tag T3 is a tag having lower sensitivity than the 1 st and 2 nd tags T1 and T2. For example, the 3 rd tag T3 has an ID readable range of about 0.25 meters along line 1. Thus, readers 11, 12 are able to read the ID of tag 3T 3 within about 0.125 meters of each of the front and back along line 1 from the center of tag 3T 3. In other words, readers 11, 12 are able to read the ID of tag 3T 3 along line 1 from approximately 0.125 meters forward from the center of tag 3T 3 to approximately 0.125 meters forward from the center of tag 3T 3.
The 3 rd tag T3 is disposed along the route 1 in the station ST. The 3 rd tab T3 is configured at a 3 rd set interval DST 3. That is, the interval between the centers of two adjacent 3 rd tags T3 is the 3 rd setting interval DST 3. The 3 rd set interval DST3 is narrower than the set interval DST1 of the 1 st tab T1 and the set interval DST2 of the 2 nd tab T2. As shown in fig. 5, a plurality of the 3 rd tags T3 can be disposed between two adjacent 2 nd tags T2. In the present embodiment, two 3 rd tags T3 are disposed between two adjacent 2 nd tags T2.
For example, in the case where the 1 st setting interval DST1 is about 1.8 meters and the 2 nd setting interval DST2 is about 0.5 meters, the 3 rd setting interval DST3 may be set to about 0.25 meters, for example, with the center thereof substantially coinciding with the centers of the 1 st and 2 nd setting intervals DST1, DST 2. That is, the 3 rd tab T3 may be arranged substantially uniformly between the adjacent 2 nd tabs T2.
Furthermore, the 3 rd tag T3 may be arranged offset from the 1 st and 2 nd tags T1 and T2 in a direction perpendicular to the extending direction of the line 1. In this case, the 3 rd tag T3 can be arranged substantially uniformly over the entire line 1 at the arrangement interval DST3 without considering the arrangement positions of the 1 st and 2 nd tags T1, T2. That is, the 3 rd tag T3 may be provided at a position overlapping with the 1 st and 2 nd tags T1 and T2 when viewed from the side of the line 1.
As described above, the electric vehicle position detection system according to embodiment 3 includes the 3 rd tag T3, and the 3 rd tag T3 has the 3 rd range narrower than the 1 st and 2 nd ranges as the ID readable range. The setting interval DST3 of the 3 rd tag T3 is narrower than the setting interval DST1 of the 1 st tag T1 and the setting interval DSR2 of the 2 nd tag T2. Thus, when the electric vehicle 10 is traveling at a low speed, the readers 11 and 12 can determine the position of the electric vehicle with an accuracy of the 3 rd range D3 (e.g., 0.25 m), i.e., an error of ± D3 × 1/2 (e.g., an error of ± 0.125 m). As a result, embodiment 3 can more accurately detect the position of the electric vehicle traveling at a low speed at the station ST. Other configurations of embodiment 3 may be the same as the corresponding configurations of embodiment 1 or 2. Therefore, embodiment 3 can also obtain the effects of embodiment 1 or embodiment 2.
The electric vehicle position detection system may further include a tag (not shown) whose ID readable range is narrower than the 3 rd range D3. Thus, the electric vehicle position detection system can further accurately detect the position of the electric vehicle 10. Alternatively, the electric vehicle position detection system may further include a tag whose ID can be read in a range wider than the 1 st range D1. Thus, in the electric vehicle 10 traveling at a higher speed, the electric vehicle position detection system allows the readers 11 and 12 to read the ID of the tag.
Next, the ID readable range will be described.
Fig. 6 is a diagram showing the ID readable range. The ID readable range described below may be any of the 1 st to 3 rd ranges D1 to D3. Hereinafter, the ID readable range (1 st range D1) of the 1 st tag T1 will be described.
The read power Vread of the readers 11 and 12 is substantially a mountain having the center of the 1 st tag T1 as a peak, and becomes smaller as it is farther from the center of the 1 st tag T1. When the threshold voltage at which the readers 11 and 12 can read information is Vth, the range in which the readers 11 and 12 can reliably read IDs from the 1 st tag T1 becomes the 1 st range D1 in which Vread surely exceeds Vth.
Even if the power is outside the range of the 1 st range D1, the power Vread may exceed the threshold voltage Vth due to reflection and refraction of the radio wave. However, the range in which the readers 11 and 12 can reliably read the ID from the 1 st tag T1 is preferably set to the 1 st range D1. In addition, the 1 st range D1 is associated with the speed of the electric vehicle 10, and thus the 1 st range D1 is also set taking the speed of the electric vehicle 10 into account.
In the 1 st range D1 thus set, the reception voltage Vrcv reliably becomes high level. Therefore, the electric vehicle position detection system can reliably receive the reception signal Srcv in the 1 st range D1. In this way, the 1 st range D1 is set to a range in which the reception signal Srcv can be reliably received.
In the above embodiment, the readers 11, 12 continuously receive the ID of any one of the tags T1 to T3 on the line 1. Therefore, the position of the electric vehicle 10 is continuously detected with the accuracy of any one of the tags T1 to T3. As a result, the electric vehicle position detection system can provide highly reliable position information.
Several embodiments of the present invention have been described, but these embodiments are presented as examples and are not intended to limit the scope of the invention. These embodiments can be implemented in other various ways, and various omissions, substitutions, and changes can be made without departing from the spirit of the invention. These embodiments and modifications thereof are included in the scope and gist of the invention, and are included in the invention described in the claims and the scope equivalent thereto.
Claims (8)
1. An electric vehicle position detection system is provided with:
a plurality of 1 st tags, disposed along the line, having mutually different identifiers;
a plurality of 2 nd tags, arranged along the line, having different identifiers from each other; and
a reader mounted on an electric vehicle traveling on the line and capable of reading the identifiers of the 1 st tags and the identifiers of the 2 nd tags,
the plurality of 1 st tags have a 1 st range as a range in which the reader can read the identifier,
the plurality of 2 nd tags have a 2 nd range different from the 1 st range as a range in which the reader can read the identifier,
the above-mentioned 2 nd range is narrower than the above-mentioned 1 st range,
the arrangement interval of the plurality of 2 nd tags is narrower than that of the plurality of 1 st tags.
2. The electric vehicle position detection system according to claim 1,
the ratio of the number of the 1 st tags to the number of the 2 nd tags is substantially constant along the line.
3. The electric vehicle position detection system according to claim 1,
both of the 1 st tag and the 2 nd tag are arranged along the route at and around a station where the electric vehicle stops,
the 1 st tag is disposed along the route except the station and the periphery of the station, but the 2 nd tag is not disposed.
4. The electric vehicle position detection system according to claim 1,
the arrangement interval of the 1 st label is narrower than the 1 st range,
the setting interval of the 2 nd label is more than the 2 nd range.
5. The electric vehicle position detection system according to claim 4,
when the 2 nd tag T2_2 adjacent to the 2 nd tag T2_1 in the traveling direction of the electric vehicle is not detected after the reader detects the 2 nd tag T2_1, the reader determines that the reader is located on a space region between the 2 nd tag T2_1 and the 2 nd tag T2_ 2.
6. The electric vehicle position detection system according to claim 1,
the electric vehicle position detection system further includes a storage unit that stores tag position information indicating a relationship between the identifier of the 1 st tag and the identifier of the 2 nd tag and the installation position of the 1 st tag and the installation position of the 2 nd tag.
7. The electric vehicle position detection system according to claim 1,
the electric vehicle position detecting system further includes a plurality of 3 rd tags, the plurality of 3 rd tags being provided along the route and having different identifiers from each other,
the 3 rd tags have a 3 rd range narrower than the 1 st range and the 2 nd range as a range in which the reader can read the identifier,
the arrangement interval of the plurality of 3 rd tags is narrower than the arrangement interval of the plurality of 1 st tags and the arrangement interval of the plurality of 2 nd tags.
8. The electric vehicle position detection system according to claim 7,
the ratio of the number of the 1 st to 3 rd tags is substantially constant along the line.
Applications Claiming Priority (3)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP2015-098396 | 2015-05-13 | ||
JP2015098396A JP6491948B2 (en) | 2015-05-13 | 2015-05-13 | Electric vehicle position detection system |
PCT/JP2016/062258 WO2016181763A1 (en) | 2015-05-13 | 2016-04-18 | Electric vehicle position detection system |
Publications (2)
Publication Number | Publication Date |
---|---|
CN107709135A CN107709135A (en) | 2018-02-16 |
CN107709135B true CN107709135B (en) | 2020-09-08 |
Family
ID=57247914
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
CN201680027168.9A Active CN107709135B (en) | 2015-05-13 | 2016-04-18 | Electric vehicle position detection system |
Country Status (4)
Country | Link |
---|---|
JP (1) | JP6491948B2 (en) |
CN (1) | CN107709135B (en) |
SG (1) | SG11201709284QA (en) |
WO (1) | WO2016181763A1 (en) |
Families Citing this family (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
CN107526090A (en) * | 2017-06-19 | 2017-12-29 | 阿里巴巴集团控股有限公司 | Location positioning method, equipment and system, computer-readable recording medium |
CN109050584B (en) * | 2018-08-17 | 2020-09-15 | 成都市新筑路桥机械股份有限公司 | A method for measuring the speed of rail vehicles based on wireless response |
CN113792562B (en) * | 2021-09-16 | 2024-06-14 | 华南农业大学 | High-frequency RFID positioning reader of electric monorail conveying equipment |
Citations (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
KR20100036107A (en) * | 2008-09-29 | 2010-04-07 | 샬롬엔지니어링 주식회사 | System and method for following speed-limit curve of atp system using ground equipment of ats system |
KR20100083067A (en) * | 2009-01-12 | 2010-07-21 | 김동섭 | System and method to control a monorail vehicles with a rfid and radio communication |
CN202022221U (en) * | 2011-04-08 | 2011-11-02 | 南京工程学院 | RFID (radio frequency identification) assistant subway train position detection and precise parking system |
KR20130095456A (en) * | 2012-02-20 | 2013-08-28 | 김재철 | Rail-car platform no-permission passing control device of driving train |
Family Cites Families (8)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPS4851185A (en) * | 1971-10-28 | 1973-07-18 | ||
CN101770009B (en) * | 2009-01-06 | 2014-05-21 | 成都西谷曙光数字技术有限公司 | New accurate and practical radio-frequency positioning technology |
KR20100083051A (en) * | 2009-01-12 | 2010-07-21 | 김동섭 | System and method to control a train with a rfid |
JP5613511B2 (en) * | 2010-09-27 | 2014-10-22 | 公益財団法人鉄道総合技術研究所 | Train control method, course control method, on-board device, and management device |
JP2012240660A (en) * | 2011-05-24 | 2012-12-10 | Toho Electrical Construction Co Ltd | Railroad vehicle speed measurement device |
JP5975640B2 (en) * | 2011-12-28 | 2016-08-23 | 株式会社日立製作所 | Railway signal system |
CN102680730A (en) * | 2012-05-23 | 2012-09-19 | 江苏松森信息科技有限公司 | Rail vehicle speed measurement system and method based on radio frequency identification (RFID) |
KR101374350B1 (en) * | 2012-12-04 | 2014-03-19 | 한국철도기술연구원 | Apparatus for detecting position of train |
-
2015
- 2015-05-13 JP JP2015098396A patent/JP6491948B2/en active Active
-
2016
- 2016-04-18 SG SG11201709284QA patent/SG11201709284QA/en unknown
- 2016-04-18 CN CN201680027168.9A patent/CN107709135B/en active Active
- 2016-04-18 WO PCT/JP2016/062258 patent/WO2016181763A1/en active Application Filing
Patent Citations (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
KR20100036107A (en) * | 2008-09-29 | 2010-04-07 | 샬롬엔지니어링 주식회사 | System and method for following speed-limit curve of atp system using ground equipment of ats system |
KR20100083067A (en) * | 2009-01-12 | 2010-07-21 | 김동섭 | System and method to control a monorail vehicles with a rfid and radio communication |
CN202022221U (en) * | 2011-04-08 | 2011-11-02 | 南京工程学院 | RFID (radio frequency identification) assistant subway train position detection and precise parking system |
KR20130095456A (en) * | 2012-02-20 | 2013-08-28 | 김재철 | Rail-car platform no-permission passing control device of driving train |
Also Published As
Publication number | Publication date |
---|---|
WO2016181763A1 (en) | 2016-11-17 |
JP2016210381A (en) | 2016-12-15 |
CN107709135A (en) | 2018-02-16 |
SG11201709284QA (en) | 2017-12-28 |
JP6491948B2 (en) | 2019-03-27 |
Similar Documents
Publication | Publication Date | Title |
---|---|---|
EP3950462B1 (en) | Guideway mounted vehicle localization and alignment system and method | |
US9499185B2 (en) | Wayside guideway vehicle detection and switch deadlocking system with a multimodal guideway vehicle sensor | |
US10816986B2 (en) | Systems for vehicle collision avoidance | |
US9663128B2 (en) | Location and/or direction of travel detection system and method | |
EP1396412A1 (en) | Vehicle detection system, in particular for trains | |
US20100268466A1 (en) | Anti-collision system for railways | |
KR20140044830A (en) | Location of a transponder center point | |
CN107709135B (en) | Electric vehicle position detection system | |
CN105404297A (en) | AGV control system capable of realizing accurate parking positioning and AGV | |
CN105555636B (en) | For determining the system and method for orbit occupancy | |
SG11201804676XA (en) | Railroad car position detection system | |
US10101432B2 (en) | System and method for position and proximity detection | |
KR100985780B1 (en) | Apparatus for alarming of train approach and method thereof | |
US20200393843A1 (en) | Vehicle control system and method | |
KR101415142B1 (en) | Vehicle auto inspection system | |
JP2019003420A (en) | Tracking instruction device, vehicle tracking system, control method, and program | |
ES2971733T3 (en) | Device on board a vehicle to receive information from a transmitting device on the road | |
US8248209B2 (en) | Device for communicating between a mobile element and a fixed element | |
US20240272290A1 (en) | Communication device, wireless distance measuring system, control circuit, storage medium, and anomaly detection method | |
US20230401841A1 (en) | Abnormality determination apparatus, abnormality determination system, abnormality determination method and non-transitory computer-readable recording medium storing abnormality determination program | |
HK40058706B (en) | Guideway mounted vehicle localization and alignment system and method | |
CN109941317B (en) | Method for tracking a radio-equipped vehicle without an odometer | |
JP2008105485A (en) | Ground-vehicle information transmission device | |
KR20170006892A (en) | Train location correction method and separation detection method | |
KR20150031033A (en) | Detecting apparatus of train's position using of a resonant circuit |
Legal Events
Date | Code | Title | Description |
---|---|---|---|
PB01 | Publication | ||
PB01 | Publication | ||
SE01 | Entry into force of request for substantive examination | ||
SE01 | Entry into force of request for substantive examination | ||
GR01 | Patent grant | ||
GR01 | Patent grant |