JP7089063B2 - Position detector and method - Google Patents

Description

The present invention relates to a position detection device and a method, and is suitable for application to, for example, a vehicle control device mounted on a railroad vehicle.

In a vehicle control system mounted on a railroad vehicle, it is necessary to specify the current position of the own vehicle in order to control the drive device and the security device of the own vehicle and to provide appropriate information to the crew, passengers and control. In particular, the ATO (Automatic Train Operation) system, which is being introduced for the purpose of improving stop accuracy at stations where platform doors are installed and improving driving efficiency, can accurately identify the position of the own vehicle. is important.

In addition, with the main purpose of labor saving, there has been a recent movement to feed back the recorded position information to the maintenance of the railway vehicle itself and the equipment on the ground side, and for this reason, the position of the vehicle is accurately grasped. It is necessary.

Conventionally, as a position detection technique for detecting the position of such a railroad vehicle, the absolute position of the railroad vehicle is detected by using a ground element or a ballis installed on the ground, and the mileage from the ground element is determined by a speed generator or millimeter. A method of calculating using a wave sensor or the like is common, but according to this method, there is a problem that the cost required for the installation and maintenance of the ground element or the ballis becomes a burden on the operator.

On the other hand, in recent years, a method of continuously detecting the position of a railroad vehicle while controlling the cost by detecting the position of the railroad vehicle using GPS (Global Positioning System) for a light section has become widespread. be. However, according to this method, it is necessary to consider the influence of GPS signal interference and attenuation in urban areas, and there is a problem that it is not possible to deal with dead sections such as tunnel sections.

Therefore, as a method for acquiring the position of the railroad vehicle without depending on the section in which the railroad vehicle travels, the acceleration of the railroad vehicle is detected by the acceleration sensor provided in the pantograph, and the detected acceleration is compared with the specified value. Thereby, a method of acquiring the position of a railroad vehicle is disclosed in Patent Document 1.

Further, in Patent Document 2, the acceleration of the railway vehicle is detected by the 3-axis acceleration sensor installed in the vehicle, and the detected acceleration is compared with the acceleration registered in the database, so that the station where the railway vehicle is stopped is described. The method of identifying the is disclosed.

Further, Patent Document 3 discloses a method of measuring the position or dimension of a subject based on an image pickup means, a mileage detection means, a vertical position detection means, an inclination angle detection means, etc. installed on a bogie of a railway vehicle. ..

Japanese Unexamined Patent Publication No. 2008-265421 Japanese Unexamined Patent Publication No. 2012-106554 Japanese Unexamined Patent Publication No. 8-178642

However, according to the method disclosed in Patent Document 1, since the applicable target is limited to the railway vehicle of the current collecting system that collects the driving power by the pantograph, the third rail system or the fourth rail system is collected. There is a problem that it cannot be applied to a railroad vehicle that uses an electric system or a railroad vehicle that has an internal power source such as an internal combustion engine or a battery.

Further, the technique disclosed in Patent Document 2 is a technique limited only to the identification of the station where the railroad vehicle is stopped, and there is a problem that the position of the railroad vehicle traveling in an arbitrary section cannot be detected and identified. be.

Further, according to the technique disclosed in Patent Document 3, since an image pickup means and an image pickup position detection means are required for position detection of a subject, the configuration of the entire device for performing such position detection becomes large and complicated, and installation and maintenance are performed. There is a problem that the cost required for this is high.

The present invention has been made in consideration of the above points, and is a position detection device that can be applied to various types of railway vehicles and can detect a train position with a simple configuration while reducing the installation and maintenance costs of the entire system. It is an attempt to propose a method.

In order to solve such a problem, in the present invention, in a position detecting device for detecting the position of a moving body traveling on a predetermined track in a predetermined predetermined pattern or the position on the track where the moving body is located. , At least one of the roll direction and yaw direction tilt and acceleration of the moving body at each point of each curved section of the orbit and the pitch direction tilt and acceleration of the moving body at each point of each slope section of the orbit. The first storage device in which the The measuring unit to be measured and the inclination and acceleration of the moving body measured by the measuring unit in the roll direction and the yaw direction are stored at each point of the curved section of the orbit stored in the first storage device. The tilt and acceleration of the moving body in the roll direction and the yaw direction are compared with each other, and the tilt and acceleration of the moving body in the pitch direction measured by the measuring unit are stored in the first storage device. The position of the moving body or the position on the orbit where the moving body is located by comparing with the inclination and acceleration of the moving body in the pitch direction at each point of the slope section of the orbit stored in. A moving body control unit for detecting the above is provided.

Further, in the present invention, the position detection executed by the position detecting device for detecting the position of the moving body traveling on the predetermined orbit in a predetermined predetermined pattern or the position on the orbit where the moving body is located. In a method, the position detecting device is used to tilt and accelerate the moving body in the roll direction and the yaw direction at each point in each curved section of the orbit, and to move the moving body at each point in each slope section of the orbit. A first storage device in which at least one of tilt and acceleration in the pitch direction is stored, and tilt and acceleration in the roll direction and the yaw direction of the moving body traveling on the track in the predetermined pattern. The first step of measuring at least one of the tilt and acceleration in the pitch direction and the measured tilt and acceleration of the moving body in the roll direction and the yaw direction are stored in the first storage device. The tilt and acceleration of the moving body in the pitch direction compared with and / or measured with the tilt and acceleration of the moving body in the roll direction and the yaw direction at each point of each of the curved sections of the orbit. The position of the moving body or the position of the moving body is located by comparing with the inclination and acceleration of the moving body in the pitch direction at each point of each slope section of the orbit stored in the storage device of 1. A second step of detecting the position on the orbit is provided.

According to the present invention, there is a position detection device and method that can be applied to various forms of moving objects and can detect the position of the moving object with a simple configuration while reducing the installation and maintenance costs of the entire system for position detection. It can be realized.

It is a block diagram which provides the explanation of the schematic structure of the vehicle control system by 1st and 2nd Embodiment. It is a block diagram which shows the hardware composition of a vehicle control device. (A) is a conceptual diagram used for explaining the principle of the present invention, and (B) is a graph used for explaining the principle of the present invention. (A) is a conceptual diagram used for explaining the principle of the present invention, and (B) is a graph used for explaining the principle of the present invention. It is a graph which provides the explanation of the method of detecting the tip position of a train based on the measurement result from each measurement unit. (A) is a chart showing the schematic structure of the database for curved sections, and (B) is a chart showing the schematic structure of the database for slope sections. It is a waveform diagram provided for the explanation of an example of maintenance information stored in a storage device by a vehicle control device. It is a block diagram which shows the logical structure of the vehicle control device by 1st Embodiment. It is a flowchart which shows the processing procedure of the position detection processing. It is a block diagram which shows the logical structure of the vehicle control device by 2nd Embodiment.

Hereinafter, one embodiment of the present invention will be described in detail with reference to the drawings.

(1) First Embodiment (1-1) Configuration of Vehicle Control System According to This Embodiment In FIG. 1, 1 shows a schematic configuration of a vehicle control system according to the present embodiment as a whole. This vehicle control system 1 is mounted on the measuring units 4 (4A to 4C) mounted on each of the railroad cars (hereinafter, simply referred to as vehicles) 3 constituting the train 2, and on any of the rolling stock 3. The vehicle top element 5 and the GPS receiver 6 are provided with, for example, a vehicle control device 10, a drive device 11, a security device 12, an information device 13, and a storage device 14 mounted on the leading vehicle 3.

Each measurement unit 4 (4A to 4C) is configured to be equipped with, for example, a 3-axis acceleration sensor, and is mounted using existing technology such as inertial navigation based on the acceleration in the 3-axis direction output from the 3-axis acceleration sensor. The roll direction, yaw direction, and pitch direction inclination and acceleration of the vehicle 3 are calculated, and the calculated results are transmitted to the vehicle control device 10 as measured values via the communication line 7 or wirelessly.

The on-board element 5 is a communication device having a function of communicating with a plurality of ground elements (rails) installed along the track (rail) on which the train 2 travels and acquiring position information from these ground elements and varis. .. The on-board element 5 transmits the position information acquired by such communication to the vehicle control device 10 via the communication line 7 or wirelessly.

The GPS receiver 6 is a receiver that receives radio waves transmitted from GPS satellites and positions the position of its own train. The GPS receiver 6 transmits the position of the own train that has been positioned to the vehicle control device 10.

The vehicle control device 10 uses the roll direction, yaw direction, and pitch direction inclination and acceleration of each vehicle transmitted from each measurement unit 4, and the position information transmitted from the on-board element 5 and the GPS receiver 6, respectively. Based on this, the current position of the own train is detected, and based on the detection result, on-board equipment such as the drive device 11, the safety device 12, and the information device 13 are controlled, or when the own train is running for maintenance. It has a function of storing various acquired information (hereinafter, referred to as maintenance information) in the storage device 14.

As shown in FIG. 2, the vehicle control device 10 includes information processing resources such as a CPU (Central Processing Unit) 20, a memory 21, and a storage device 22. The CPU 20 is a processor that controls the operation of the entire vehicle control device 10. Further, the memory 21 is composed of, for example, a volatile semiconductor memory and is used as a work memory of the CPU 20. The control program 23 and the arithmetic program 24, which will be described later, are stored and held in the memory 21.

The storage device 22 is composed of a large-capacity non-volatile storage device such as a hard disk device or an SSD (Solid State Drive), and is used for holding various information for a long period of time. Both the curve section database 25 and the gradient section database 26, which will be described later, are stored and held in the storage device 22.

The drive device 11 is a device that drives and controls a motor, a brake device, or the like of a power source (not shown), and operates or operates the motor so as to accelerate or coast its own train based on the control information given from the vehicle control device 10. , Operate the brake device to decelerate or stop the own train based on the control information.

The security device 12 is composed of an automatic train stop device, an automatic train control device, and the like, and performs a process of calculating a brake pattern based on control information given from the vehicle control device 10, a process of operating the brake device, and the like.

Further, the information device 13 is composed of, for example, a display device that displays necessary information on a monitor screen in the driver's cab or a guest room, and a sound source device that outputs necessary sound from a speaker installed in the driver's cab or the guest room. To. Based on the control information given by the vehicle control device 10, the information device 13 provides the driver with necessary information about the stop station via a monitor screen or a speaker when approaching the stop station, or transfers. Provide necessary information such as guidance to passengers in the cabin.

The storage device 14 is composed of, for example, a large-capacity storage device such as a hard disk device or SSD, and the maintenance information used for the maintenance of the ground-side equipment acquired when the train is running and the vehicle thereof is a vehicle control device. Stored by 10.

(1-2) Position detection function and maintenance information collection function according to the present embodiment Next, the position detection function and maintenance information collection function of the present embodiment mounted on the vehicle control device 10 will be described. First, the position detection function of the present embodiment will be described.

Consider the case where the train 2 travels in a place having a straight section and a curved section as shown in FIG. 3A. Here, it is assumed that there is no height difference between the straight section and the curved section.

In this case, as shown in FIG. 3B, when the train 2 is traveling in a straight section, the inclination and acceleration in the roll direction and the yaw direction of each vehicle 3 are the inclination and acceleration in the roll direction and the yaw direction. It is less than or equal to a certain threshold SH (each threshold SH of inclination and acceleration in the roll direction and the yaw direction does not have to be the same value) set for each, but when the train 2 is traveling in a curved section. The inclination and acceleration of each vehicle 3 in the roll direction and the yaw direction are values corresponding to the radius of curvature of the curved section in which the vehicle is traveling and the traveling speed of the train 2 at that time. On the other hand, the inclination and acceleration of the vehicle 3 in the pitch direction at this time are equal to or less than a certain threshold value SH set in advance for the inclination and acceleration in the pitch direction in both the straight section and the curved section.

Therefore, for the train 2 traveling in a predetermined pattern, the inclination and acceleration of the vehicle 3 in the roll direction and the yaw direction at a plurality of points in each curve section are measured and recorded in advance, and the vehicle 3 is running. By comparing the roll direction and yaw direction tilt and acceleration measured by the measuring unit 4 with the roll direction and yaw direction tilt and acceleration at each point of each curve section recorded as described above, the vehicle 3 It is possible to specify the curved section in which the vehicle is traveling and the point (vehicle position) where the vehicle 3 is located in the curved section with a certain degree of accuracy.

Next, consider the case where the vehicle travels in a place having a horizontal section and a slope section as shown in FIG. 4 (A). Here, it is assumed that both the horizontal section and the slope section are straight sections.

In this case, as shown in FIG. 4B, when the train 2 is traveling in the horizontal section, the inclination and acceleration of each vehicle 3 in the pitch direction have a constant threshold value SH (inclination and acceleration in the pitch direction). The threshold SH does not have to be the same value) or less, but when the train 2 is traveling in the slope section, the inclination and acceleration of each vehicle 3 in the pitch direction are the inclination angle of the traveling gradient section. , The value corresponds to the traveling speed of the train 2 at that time. On the other hand, the inclination and acceleration of each vehicle 3 in the roll direction and the yaw direction at this time are equal to or less than a certain threshold value SH set in advance for the inclination and the acceleration in the roll direction and the yaw direction in both the horizontal section and the slope section. Become.

Therefore, for the train 2 traveling in a predetermined pattern, the inclination and acceleration in the pitch direction of the vehicle 3 at a plurality of points in each gradient section are measured and recorded in advance, and the measuring unit 4 is recorded while the vehicle 3 is traveling. By comparing the inclination and acceleration in the pitch direction measured by The point (vehicle position) where the vehicle 3 is located in the slope section can be specified with a certain degree of accuracy.

Further, the position of the train 2 can be specified based on the position of the vehicle 3 in the curved section or the slope section acquired as described above. For example, as shown in FIG. 5, when the tip of the leading vehicle 3 of the train 2 is the position of the train 2, the above is performed based on the measured values of the measuring unit 4 (4A) mounted on the leading vehicle 3. When the vehicle position (position of the leading vehicle 3) is obtained, the distance Δdoff from the tip of the leading vehicle 3 to the measuring unit 4 (4A) mounted on the leading vehicle 3 is added to the obtained vehicle position. The position of the train 2 can be specified by.

Further, when the vehicle position (position of the second vehicle 3) is obtained as described above based on the measured value of the measuring unit 4 (4B) mounted on the second vehicle 3, the obtained vehicle position is obtained. On the other hand, the train 2 is obtained by adding the distance Δd1 from the measuring unit 4 (4A) mounted on the leading vehicle 3 to the measuring unit 4 (4B) mounted on the second vehicle 3 and the above-mentioned distance Δdoff. The position of can be specified.

Further, when the vehicle position (the position of the rearmost vehicle 3 in FIG. 1) is obtained as described above based on the measured value of the measuring unit 4 (4C) mounted on the rearmost vehicle 3 in FIG. The distance Δd1 from the measuring unit 4 (4A) mounted on the leading vehicle 3 to the measuring unit 4 (4B) mounted on the second vehicle 3 and the second vehicle 3 with respect to the obtained vehicle position. The position of the train 2 can be specified by adding the distance Δd2 to the measuring unit 4 (4C) mounted on the vehicle of the mounted measuring unit 4 (4C) and the above-mentioned distance Δdoff.

Based on the above principle, in the vehicle control system 1 of the present embodiment, it exists within the traveling range of the train 2 on the premise that the train 2 travels in each station section in a predetermined pattern predetermined for the station section. The inclination and acceleration of the vehicle 3 in the roll direction and the yaw direction at a plurality of points in each curved section are measured in advance and recorded in association with the position (distance from the reference position) at that point (A). A first database (hereinafter, referred to as a curve section database) 25 as shown in the above is stored in the storage device 22 (FIG. 2) of the vehicle control device 10.

Further, in the storage device 22 of the vehicle control device 10, on the premise that the train 2 travels in each station section in such a predetermined pattern, the vehicle 3 at a plurality of points in each slope section existing within the traveling range of the train 2 A second database (hereinafter referred to as a gradient section database) 26 as shown in FIG. 6B, in which the inclination and acceleration in the pitch direction of the train are measured in advance and recorded in association with the position of the point, is also stored. Has been done.

Then, when the vehicle control device 10 can position the vehicle position by the GPS receiver 6 (FIG. 1) while the train 2 is traveling, or when the position information can be acquired from the ground element or the ballis, the vehicle control device 10 is acquired in this way. The train position is calculated based on the current vehicle position calculated based on the current vehicle position and the mileage obtained from it using a millimeter wave sensor or speed generator (not shown), and based on the calculated train position. The control information to be transmitted to the drive device 11, the security device 12, and / or the information device 13 is generated, respectively. Further, the vehicle control device 10 transmits these control information generated in this manner to the corresponding drive device 11, the security device 12, and / or the information device 13, respectively, so that the drive device 11, the security device 12, and / or information thereof. It controls the operation of the device 13.

On the other hand, when the vehicle control device 10 cannot position the vehicle position by the GPS receiver 6 and cannot acquire the position information from the ground element or the ballis, the vehicle control device 10 corresponds to the transmission from each measurement unit 4. Of the measured values of inclination and acceleration in the roll direction, yaw direction and pitch direction of the vehicle 3, for example, the roll of the vehicle 3 (leading vehicle 3) transmitted from the measuring unit 4 (4A) mounted on the leading vehicle 3 Based on the acceleration in the direction, the yaw direction, and the pitch direction, it is determined whether or not the vehicle 3 is currently traveling in a curved section or a slope section.

Then, when the vehicle control device 10 determines that the vehicle 3 is traveling in the curved section, the vehicle control device 10 determines the inclination and acceleration of the vehicle 3 in the roll direction and the yaw direction in the curve section database 25 (FIG. 6 (A). )) Compared with the roll direction and yaw direction tilt and acceleration at each point of each curve section registered in)), the point where the roll direction and yaw direction tilt and acceleration values are closest is the vehicle 3 at that time. The position of the train 2 is detected based on the specified vehicle position as well as the vehicle position of the above.

Further, when the vehicle control device 10 determines that the vehicle 3 is traveling on the slope section, the vehicle control device 10 displays the inclination and acceleration of the vehicle 3 in the pitch direction in the gradient section database 26 (FIG. 6B). Compared with the inclination and acceleration in the pitch direction at each point in each registered gradient section, the point where the values of inclination and acceleration in the pitch direction are closest is specified as the vehicle position of the vehicle 3 at that time, and specified. The position of the train 2 is detected based on the position of the vehicle.

Further, the vehicle control device 10 has a larger error between the train position detected as described above and the current position of the train 2 obtained by using a millimeter wave sensor, a speed generator, or the like, which is larger than a preset threshold value. In this case, the current position of the train 2 obtained by using a millimeter wave sensor, a speed generator, or the like is corrected by replacing it with the current position of the train 2 detected as described above. Then, the vehicle control device 10 generates control information to be transmitted to the drive device 11, the security device 12, and / or the information device 13 based on the current position of the train 2 detected in this way.

Next, the maintenance information collection function according to the present embodiment will be described. From the roll direction, yaw direction and pitch direction inclination and acceleration of the corresponding vehicle 3 transmitted from the measurement unit 4 mounted on each vehicle 3 of the train 2, and the point immediately before each vehicle calculated based on these. As shown in FIG. 7, when the train 2 is traveling at a constant speed, the height difference between the two is the time difference according to the distance between the measuring units 4 in order from the leading vehicle 3 and the traveling speed of the train 2. The same value is obtained sequentially with.

For example, in a 3-car train 2 as shown in FIG. 1, when the leading vehicle 3 passes an arbitrary point (point A, point B, etc.), the measuring unit 4 (4A) mounted on the leading vehicle 3 When the output values such as the roll direction, yaw direction and pitch direction inclination and acceleration of the leading vehicle 3 and the height difference, and the next vehicle 3 (second vehicle 3 from the leading) pass through that point. The values such as the inclination and acceleration in the roll direction, the yaw direction and the pitch direction of the vehicle 3 and the height difference output from the measurement unit 4 (4B) mounted on the vehicle 3 are the same, and the time difference Δt1 is the same. , The traveling speed of the train 2 and the distance between the leading vehicle 3 and the measuring units 4 (4A, 4B) mounted on the second car from the leading.

After that, when the rearmost vehicle 3 passes the point, the tilt and acceleration of the vehicle 3 in the roll direction, yaw direction and pitch direction output from the measurement unit 4 (4C) mounted on the vehicle 3 Also, values such as height difference are also the roll direction and yaw direction of the vehicle 3 output from the measurement unit 4 (4B) mounted on the vehicle 3 when the second vehicle 3 from the beginning passes the point. And the values such as inclination and acceleration in the pitch direction, height difference, etc., and the time difference Δt2 is the traveling speed of the train 2 and the measurement mounted on the second vehicle 3 from the beginning and the vehicle 3 at the end, respectively. It depends on the distance between the parts 4 (4B, 4C).

Therefore, in order from the leading vehicle 3, each vehicle 3 has a time difference (Δt1, Δt2, etc.) according to the traveling speed of the train 2 and the distance between the measuring units 4 mounted on the adjacent vehicles 3, respectively. Values such as the roll direction, yaw direction and pitch direction inclination and acceleration of the corresponding vehicle 3 output from the measurement unit 4 mounted on each vehicle 3 at the timing of passing the same point, and the height difference are calculated in order. If so, if each measuring unit 4 is operating normally, the same value should be obtained. To put it the other way around, it can be determined that there is a possibility that a failure has occurred in the measurement unit 4 in which the same value as the other measurement units 4 cannot be obtained repeatedly.

Therefore, in the case of the vehicle control system 1 of the present embodiment, the vehicle control device 10 is provided with the roll direction and yaw of the vehicle 3 given by the measurement unit 4 of the vehicle 3 at the timing when each vehicle 3 passes the same point. The inclination and acceleration in the direction and pitch direction are sequentially stored in the storage device 14 (FIG. 1) as the above-mentioned maintenance information.

As shown in FIG. 8, the vehicle control device 10 is provided with a control unit 30 and a calculation unit 31 as means for realizing the position detection function and the maintenance information collection function of the present embodiment as described above. ing.

The control unit 30 is a functional unit embodied by the CPU 20 (FIG. 2) executing the control program 23 (FIG. 2) stored in the memory 21 (FIG. 2), and is a correspondence given by each measurement unit 4. The roll direction, yaw direction, and pitch direction inclination and acceleration of the vehicle 3 are transferred to the calculation unit 31, and necessary information is read from the curve section database 25 and the slope section database 26 and transferred to the calculation unit 31 when necessary. Has the function of

Further, the control unit 30 uses the train position detected by the on-board element 5, the GPS receiver 6, or the calculation unit 31 as described later, and the movement from the train position obtained by using a millimeter wave sensor, a speed generator, or the like (not shown). The current position of the own train is sequentially calculated based on the distance, and control information to be transmitted to the drive device 11, the security device 12, and / or the information device 13 is generated based on the calculated current position of the own train.

Further, the control unit 30 associates the measured values of the inclination and acceleration of the vehicle 3 in the roll direction, yaw direction and pitch direction given by the measurement unit 4 of the vehicle 3 at the timing when each vehicle 3 passes the same point. It is stored in the storage device 14 as maintenance information.

On the other hand, the arithmetic unit 31 is a functional unit embodied by the CPU 20 executing the arithmetic program 24 (FIG. 2) stored in the memory 21.

The calculation unit 31 calculates the inclination and acceleration of the corresponding vehicle 3 in the roll direction, the yaw direction, and the pitch direction, which are given from each measurement unit 4 via the control unit 30, to the curve section database 25 given by the control unit 30. And, the current position of the own train is specified based on the comparison result by comparing with the slope and acceleration in the roll direction, yaw direction and / or pitch direction of each point of the curve section and the slope section read from the database 26 for the slope section. do. Then, the calculation unit 31 notifies the control unit 30 of the current position of the specified own train.

(1-3) Processing of the control unit related to the position detection function according to the present embodiment FIG. 9 shows the processing periodically executed by the vehicle control device 10 regarding the position detection function according to the present embodiment as described above (hereinafter,). This is called the position detection process).

In this case, when the position detection process shown in FIG. 9 is started, first, the GPS receiver 6 owns the train based on the position information transmitted from the GPS receiver 6 by the control unit 30 of the vehicle control device 10. It is determined whether or not the current position of the position can be determined (S1). Then, when the control unit 30 obtains an affirmative result in this determination, the control unit 30 generates control information to be transmitted to the drive device 11, the security device 12, and / or the information device 13 based on the position information given by the GPS receiver 6. It is determined (S2), and after that, this position detection process is terminated.

On the other hand, when the control unit 30 obtains a negative result in the determination in step S1, the on-board element 5 can acquire the position information from the ground element or the ballis between the end of the previous position detection process and the present. It is determined whether or not it is (S3). Then, when the control unit 30 obtains an affirmative result in this determination, it determines to generate control information to be transmitted to the drive device 11, the security device 12, and / or the information device 13 based on the position information acquired from the ground element or the ballis. (S4), and then the position detection process is terminated.

On the other hand, when the control unit 30 obtains a negative result in the determination in step S3, the control unit 30 transmits from the measurement unit 4 mounted on the specific vehicle 3 (for example, the leading vehicle 3 and hereinafter referred to as the specific vehicle 3). Of the roll direction, yaw direction and pitch direction inclination and acceleration of the specific vehicle 3, part or all of the roll direction and yaw direction inclination and acceleration are preset with respect to the inclination and acceleration in that direction, respectively. It is determined whether or not it is equal to or greater than the specified threshold (S5).

Here, obtaining a positive result in this determination means that there is a high possibility that the specific vehicle 3 is currently traveling in a curved section. Thus, at this time, the control unit 30 at each point in each curve section of a plurality of minutes before and after the current position of the specific vehicle 3 detected by using a millimeter wave sensor, a speed generator, or the like (not shown). The inclination and acceleration in the roll direction and the yaw direction of the vehicle 3 are read from the curve section database 25, and these information are transferred to the calculation unit 31.

Then, the calculation unit 31 includes the current roll direction and yaw direction inclination and acceleration of the specific vehicle 3 given from the measurement unit 4 mounted on the specific vehicle 3 via the control unit 30 at that time, and the above-mentioned. The specific vehicle is sequentially compared with the inclination and acceleration of the vehicle 3 in the roll direction and the yaw direction at each point in each curve section read from the curve section database 25 given by the control unit 30. The current position of 3 (to be exact, the current position of the measuring unit 4 mounted on the specific vehicle 3) is specified (S6).

Specifically, in step S6, the calculation unit 31 determines the inclination and acceleration of the vehicle 3 in the roll direction and the yaw direction at each point in each curve section read from the curve section database 25, and the specific vehicle 3. The Euclidean distance with the current roll direction and yaw direction inclination and acceleration of the specific vehicle 3 given from the mounted measurement unit 4 via the control unit 30 is calculated, and the point where the Euclidean distance is the smallest is specified. It is specified as the current position of the measuring unit 4 mounted on the vehicle 3. Further, the calculation unit 31 detects the position of the train 2 by adding the distance from the measurement unit 4 to the tip position of the leading vehicle 3 to the current position of the measurement unit 4 of the specified specific vehicle 3. Then, the calculation unit 31 notifies the control unit 30 of the current position of the specified train 2.

However, if a threshold is set in advance for the Euclidean distance and the calculated minimum Euclidean distance is larger than the threshold, the Euclidean distance is the minimum without specifying the current position of the measurement unit 4 of the specific vehicle 3. The point (position on the orbit) may be registered in the storage device 14 via the control unit 30. When the minimum Euclidean distance is larger than the preset threshold value, it is considered that one of the causes is that the orbit is deformed or the like, so the position on the orbit is maintained. It can be used as information.

On the other hand, when the control unit 30 obtains a negative result in the determination in step S5, the control unit 30 tilts and accelerates in the roll direction, yaw direction, and pitch direction of the specific vehicle 3 transmitted from the measurement unit 4 mounted on the specific vehicle 3. Of these, it is determined whether or not a part or all of the inclination and acceleration in the pitch direction is equal to or higher than a preset threshold value for the inclination and acceleration in the pitch direction (S7).

Then, when the control unit 30 obtains a negative result in this determination, the control unit 30 ends this position detection process. Therefore, in this case, the position detection process ends without the current position of the own train being specified.

On the other hand, obtaining a positive result in the determination in step S7 means that there is a high possibility that the specific vehicle 3 is currently traveling on the slope section. Thus, at this time, the control unit 30 at each point in each gradient section of a plurality of minutes before and after the current position of the specific vehicle 3 detected by using a millimeter wave sensor, a speed generator, or the like (not shown). The inclination and acceleration in the pitch direction of the vehicle are read from the gradient section database 26, and these information are transferred to the calculation unit 31.

Then, the calculation unit 31 controls the inclination and acceleration in the current pitch direction of the specific vehicle 3 given from the measurement unit 4 mounted on the specific vehicle 3 via the control unit 30 at that time, as described above. The current position (accurately) of the specific vehicle 3 by sequentially comparing with the inclination and acceleration in the pitch direction of the vehicle 3 at each point in each gradient section read from the gradient section database 26 given by the unit 30. Specifies the current position of the measuring unit 4 mounted on the specific vehicle 3) (S8).

Specifically, in step S8, the calculation unit 31 is mounted on the specific vehicle 3 and the inclination and acceleration of the vehicle 3 in the pitch direction at each point in each gradient section read from the gradient section database 26. The Euclidean distance with the current pitch direction inclination and acceleration of the specific vehicle 3 given from the measurement unit 4 via the control unit 30 was calculated, and the point where the Euclidean distance was the smallest was mounted on the specific vehicle 3. It is specified as the current position of the measuring unit 4. Further, the calculation unit 31 detects the position of the train 2 by adding the distance from the measurement unit 4 to the tip position of the leading vehicle 3 to the current position of the measurement unit 4 of the specified specific vehicle 3. Then, the calculation unit 31 notifies the control unit 30 of the current position of the specified train 2.

However, if a threshold is set in advance for the Euclidean distance and the calculated minimum Euclidean distance is larger than the threshold, the Euclidean distance is the minimum without specifying the current position of the measurement unit 4 of the specific vehicle 3. The point (position on the orbit) may be registered in the storage device 14 via the control unit 30. When the minimum Euclidean distance is larger than the preset threshold value in this way, there is a possibility that a problem such as deformation of the orbit may occur in step S7, as in the case described above. The position of can be used as maintenance information.

After that, the control unit 30 identifies the current position of the own train, which is always calculated using the millimeter wave sensor, the speed generator, or the like as described above, and the calculation unit 31 in step S6 or step S8 as described above. The difference from the current position of the own train is calculated, and it is determined whether or not the difference is equal to or less than a preset threshold value (S9). Then, when the control unit 30 obtains a negative result in this determination, the control unit 30 ends this position detection process.

On the other hand, when the control unit 30 obtains a negative result in the determination in step S9, the control unit 30 determines the current position of its own train, which is always calculated using a millimeter wave sensor, a speed generator, or the like, in step S6 or step S8. It is corrected by replacing it with the current position of the specified own train (S10). After that, the control unit 30 ends this position detection process.

(1-4) Effect of the present embodiment As described above, in the vehicle control system 1 of the present embodiment, the roll direction, the yaw direction and the pitch direction of the specific vehicle 3 measured by the measurement unit 4 of the specific vehicle 3 It is determined whether or not the train 2 is traveling in a curved section or a slope section based on the inclination and acceleration of the train 2, and if it is determined that the train 2 is traveling in the curved section, refer to the curve section database 25. Then, the current position of the train 2 is detected, and when it is determined that the train 2 is traveling on the slope section, the current position of the train 2 is detected with reference to the gradient section database 26.

Therefore, according to the vehicle control system 1 of the present embodiment, for a vehicle 3 having a third rail system or a fourth rail system as a current collecting system, or a vehicle 3 having a power source such as an internal combustion engine or a battery inside. The current position of the train 2 can be appropriately detected even when the vehicle 3 is running without the need for an imaging means or an imaging position detecting means.

Therefore, according to this embodiment, it is possible to realize a vehicle control system that can be applied to various types of railway vehicles and can detect the train position with a simple configuration while reducing the installation and maintenance costs of the entire system.

(2) Second Embodiment FIG. 10 showing the corresponding portion with FIG. 8 with the same reference numeral is the second embodiment applied to FIG. 8 in place of the above-mentioned logical configuration of the vehicle control device 10. The logical configuration of the vehicle control device 40 according to the form is shown. Since the hardware configuration of the vehicle control device 40 of the present embodiment is the same as that of the vehicle control device 10 of the first embodiment, the description thereof is omitted here.

In the vehicle control device 40 of the present embodiment, only the position information from the GPS receiver 6 and the on-board element 5 is given to the control unit 41, and the measured values from the measurement unit 4 mounted on each vehicle 3 are obtained. The point given to the calculation unit 42 and the point that the calculation unit 42 can directly access the curve section database 25 and the gradient section database 26 are significantly different from the vehicle control device 10 of the first embodiment, and other points. Has the same function as the vehicle control device 10 of the first embodiment.

Therefore, in the vehicle control device 40 of the present embodiment, the calculation unit 42 does not go through the control unit 41, but is transmitted from each measurement unit 4 in the roll direction, yaw direction, and pitch direction of the corresponding vehicle 3. The inclination and acceleration are directly acquired, and based on these acquired information, the curve section database 25 and the gradient section database 26 are referred to, as in the calculation unit 31 (FIG. 8) of the first embodiment. The current position of the train is detected, and the detection result is notified to the control unit 41.

Further, the control unit 41 generates necessary control information based on the current position of the own train specified by the calculation unit 42, as in the control unit 30 of the first embodiment, and corresponds to the generated control information. It is transmitted to the drive device 11, the security device 12 and / or the information device 13, and necessary maintenance information is stored in the storage device 14.

According to the vehicle control device 40 of the present embodiment having the above configuration, it can be applied to various types of railway vehicles as in the first embodiment, and it is simple while reducing the installation and maintenance costs of the entire system. It is possible to realize a vehicle control system that can detect the train position with various configurations.

(3) Other Embodiments In the above-mentioned first and second embodiments, the inclination and acceleration in the roll direction and the yaw direction of each curved section obtained when the train 2 is actually driven are used. The case where the curve section database 25 and the slope section database 26 are generated based on the inclination and acceleration in the pitch direction of each slope section has been described, but the present invention is not limited to this, and for example, an orbit (rail). ) Is laid based on information such as the shape information of the terrain and track, and the running pattern of train 2, and the theoretical values of the inclination and acceleration of the vehicle 3 in the roll direction and yaw direction at each point in each curved section. Alternatively, the curve section database 25 and the slope section database 26 may be generated by calculating the theoretical values of the inclination and acceleration of the vehicle 3 in the pitch direction at each point in each slope section.

Further, in the above-mentioned first and second embodiments, the case where the position detection method of the present invention is applied to specify the position of the train 2 has been described, but the present invention is not limited to this. The position detection method of the present invention may be applied to identify a defective orbital position.

Further, in the above-mentioned first and second embodiments, the case where two databases, the database for the curve section 25 and the database for the gradient section 26, are prepared has been described, but the present invention is not limited to this. The contents of the curve section database 25 and the gradient section database 26 may be combined into one database and only one database may be provided.

Further, in the first and second embodiments described above, each measuring unit 4 is provided with a 3-axis acceleration sensor, and the vehicle 3 is tilted in the roll direction, the yaw direction, and the pitch direction based on the output of the 3-axis acceleration sensor. Although the case where the measurement values are calculated and transmitted to the control unit 30 and the calculation unit 42 has been described, the present invention is not limited to this, and each measurement unit 4 is composed of only a 3-axis acceleration sensor, and the present invention is not limited to this. The control unit 30 or the calculation unit 42 may calculate the inclination of the vehicle 3 based on the output (that is, a part of the functions of the measurement unit of the present invention may be assigned to the control unit 30 or the calculation unit 42).

Further, in the above-mentioned first and second embodiments, the case where the present invention is used for the position detection of the train 2 has been described, but the present invention is not limited to this, and the present invention is not limited to this. It can also be applied to position detection of a moving object such as an autonomous driving vehicle that travels in a predetermined driving pattern.

Further, in the above-mentioned first and second embodiments, the case where the train position is specified by using only the inclination and acceleration of the vehicle 3 in the pitch direction at each point for the gradient section will be described. However, the present invention is not limited to this, for example, the height position from the reference point of the vehicle 3 at each point is measured by inertial navigation or the like based on the acceleration in the pitch direction measured by the measuring unit 4, and the gradient section. The height position of each vehicle 3 is measured in the same manner while the train 2 is running, and the inclination and acceleration of the vehicle 3 in the pitch direction and the vehicle 3 at that time are measured in the gradient section. The current position of the train 2 may be detected based on the height position.

Further, in the first and second embodiments described above, the case where the current position of the own train is detected only based on the measured value given by the measuring unit 4 mounted on the specific vehicle 3 has been described. The present invention is not limited to this, and the current position of the own train may be detected based on the measured values given by more measuring units 4. For example, if the current position of the own train cannot be detected based on the measured value given by the measuring unit 4 mounted on the specific vehicle 3, the measured value given by the measuring unit 4 mounted on the other vehicle 3 The current position of the own train may be detected based on.

Further, in the first and second embodiments described above, the inclination and acceleration of the vehicle 3 in the roll direction and the yaw direction at each point of each curve section acquired in advance, and the roll of the vehicle 3 measured by the measuring unit 4 The position of the train 2 traveling in the curved section is detected based on the inclination and acceleration in the direction and the yaw direction, and the inclination and acceleration in the pitch direction of the vehicle 3 at each point of each gradient section acquired in advance, and the measurement unit. Although the case where the position of the train 2 traveling on the slope section is detected based on the inclination and acceleration of the vehicle 3 in the pitch direction measured by 4, the present invention is not limited to this, and the curved section is not limited to this. And the position of the train 2 may be detected only in at least one of the slope sections.

Further, in the first and second embodiments described above, the inclination and acceleration of the vehicle 3 in the roll direction and the yaw direction measured by the measuring unit 4 are stored in the curve section database 25 for each curve section of the track. The inclination and acceleration of the vehicle 3 in the roll direction and the yaw direction at each point of the above are compared with each other, and the inclination and acceleration of the vehicle 3 in the pitch direction measured by the measuring unit 4 are stored in the gradient section database 26. The train functions as a moving body control unit that detects the position of the vehicle 3 or the position on the track where the vehicle 3 is located by comparing with the inclination and acceleration of the vehicle 3 in the pitch direction at each point of each slope section of the train. The case where the vehicle 3 is provided is not limited to this, and the present invention is not limited to this. For example, the above-mentioned function in the vehicle control device 10 is provided to the equipment on the ground side, and the roll of the vehicle 3 measured by the measuring unit 4 is provided. The inclination and acceleration in the direction, yaw direction and pitch direction are sequentially transferred from the train 2 to the equipment on the ground side, the position of the train 2 at that time is calculated in the equipment on the ground side as described above, and the calculation result is the train. It may be transferred to two sides. Even in this way, the same effect as that of the first and second embodiments can be obtained.

INDUSTRIAL APPLICABILITY The present invention can be widely applied to a position detecting device for detecting the position of various moving objects traveling on a predetermined orbit in a predetermined predetermined pattern or the position on the orbit in which the moving object is located. ..

1 ... vehicle control system, 2 ... train, 3 ... vehicle, 4,4A-4C ... measurement unit, 5 ... on-board child, 6 ... GPS receiver, 10,40 ... vehicle control device, 11 ... Drive device, 12 ... Security device, 13 ... Information device, 14, 22 ... Storage device, 20 ... CPU, 21 ... Memory, 23 ... Control program, 24 ... Arithmetic program, 25 ... ... database for curved section, 26 ... database for gradient section, 30, 41 ... control unit, 31, 42 ... arithmetic unit.

Claims (10)

In a position detecting device that detects the position of a moving body traveling on a predetermined orbit in a predetermined predetermined pattern or the position on the orbit where the moving body is located.
At least one of the roll direction and yaw direction inclination and acceleration of the moving body at each point of each curved section of the orbit and the pitch direction inclination and acceleration of the moving body at each point of each gradient section of the orbit. The stored first storage device and
A measuring unit that measures at least one of the tilt and acceleration in the roll direction and the yaw direction and the tilt and acceleration in the pitch direction of the moving body traveling on the track in the predetermined pattern.
The inclination and acceleration of the moving body in the roll direction and the yaw direction measured by the measuring unit are measured by the moving body at each point of each curved section of the orbit stored in the first storage device. The orbital, which is compared with the inclination and acceleration in the roll direction and the yaw direction, respectively, and / or the inclination and acceleration in the pitch direction of the moving body measured by the measuring unit are stored in the first storage device. The moving body control that detects the position of the moving body or the position on the orbit where the moving body is located by comparing with the inclination and acceleration of the moving body in the pitch direction at each point of each of the slope sections of the above. A position detection device characterized by being provided with a unit. The moving body control unit is
The position detection device according to claim 1, wherein the on-vehicle equipment mounted on the moving body is controlled based on the detected position of the moving body. The moving body control unit is
A part or all of the inclination and acceleration of the moving body in the roll direction and the yaw direction measured by the measuring unit is equal to or higher than the first preset thresholds for the inclination and acceleration in the roll direction and the yaw direction, respectively. At this time, the inclination and acceleration of the moving body in the roll direction and the yaw direction measured by the measuring unit are measured at each point of the curved section of the orbit stored in the first storage device. The first aspect of claim 1, wherein the position of the moving body or the position on the orbit where the moving body is located is detected by comparing the inclination and the acceleration of the moving body in the roll direction and the yaw direction, respectively. The described position detector. The moving body control unit is
When a part or all of the inclination and acceleration of the moving body in the pitch direction measured by the measuring unit is equal to or higher than the first threshold value set in advance for the inclination and acceleration in the pitch direction, the measuring unit determines. The measured inclination and acceleration of the moving body in the pitch direction are the inclination and acceleration of the moving body in the pitch direction at each point of each of the gradient sections of the orbit stored in the first storage device, respectively. The position detecting device according to claim 1, wherein the position of the moving body or the position on the orbit where the moving body is located is detected by comparison. The moving body is a train composed of a plurality of vehicles.
Each vehicle is equipped with the measurement unit.
Equipped with a second storage device for storing maintenance information
The moving body control unit is
A part of the inclination and acceleration of the vehicle in the roll direction, the yaw direction and the pitch direction given by the measurement unit mounted on the vehicle passing through the same point at the timing when each vehicle passes the same point. The position detection device according to claim 1, wherein the entire information is stored in the second storage device as information for maintenance. A position detection method executed by a position detection device that detects the position of a moving body traveling on a predetermined orbit in a predetermined predetermined pattern or the position on the orbit in which the moving body is located.
The position detection device is
At least one of the roll direction and yaw direction inclination and acceleration of the moving body at each point of each curved section of the orbit and the pitch direction inclination and acceleration of the moving body at each point of each gradient section of the orbit. Has a first stored storage device,
A first step of measuring at least one of the tilt and acceleration in the roll direction and the yaw direction and the tilt and acceleration in the pitch direction of the moving body traveling on the track in the predetermined pattern.
The measured inclinations and accelerations of the moving body in the roll direction and the yaw direction are measured in the roll direction and the yaw of the moving body at each point in each curved section of the orbit stored in the first storage device. The tilt and acceleration of the moving body in the pitch direction compared to and / or measured with the inclination and acceleration in the direction are measured at each point of the gradient section of the orbit stored in the first storage device. A position characterized by comprising a second step of detecting the position of the moving body or the position on the orbit where the moving body is located by comparing with the inclination and acceleration of the moving body in the pitch direction, respectively. Detection method. The position detection method according to claim 6, further comprising a third step of controlling an on-vehicle device mounted on the moving body based on the detected position of the moving body. In the second step,
Measured when a part or all of the measured inclination and acceleration of the moving body in the roll direction and the yaw direction is equal to or higher than the first preset thresholds for the roll direction and the inclination and the acceleration in the yaw direction. The tilt and acceleration of the moving body in the roll direction and the yaw direction are measured in the roll direction and the yaw direction of the moving body at each point of each curved section of the orbit stored in the first storage device. The position detection method according to claim 6, wherein the position of the moving body or the position on the orbit where the moving body is located is detected by comparing with the inclination and the acceleration of the moving body, respectively. In the second step,
When a part or all of the measured inclination and acceleration in the pitch direction of the moving body is equal to or higher than a preset first threshold value for the inclination and acceleration in the pitch direction, the measured pitch direction of the moving body is reached. By comparing the inclination and acceleration of the moving body with the inclination and acceleration of the moving body in the pitch direction at each point of each of the gradient sections of the orbit stored in the first storage device, the position of the moving body is obtained. The position detection method according to claim 6, wherein the position on the orbit where the moving body is located is detected. The moving body is a train composed of a plurality of vehicles.
Each vehicle is equipped with a measuring unit that measures at least one of the tilt and acceleration in the roll direction and the yaw direction of the moving body traveling on the track in the predetermined pattern and the inclination and acceleration in the pitch direction. Being done
Equipped with a second storage device for storing maintenance information
In the second step,
A part of the inclination and acceleration of the vehicle in the roll direction, the yaw direction and the pitch direction measured by the measuring unit mounted on the vehicle passing through the same point at the timing when each vehicle passes the same point. The position detection method according to claim 6, wherein the entire information is stored in the second storage device as the maintenance information.

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