JP6877306B2 - Train position detection system, automatic train control system, train operation support system and train obstacle detection system - Google Patents

Description

The present invention relates to the position detection of a moving body that carries out orbital transportation such as a railroad.

As a measure to reduce the cost of railway operation, automatic train operation technology is being researched and developed. In automatic train operation, the system is responsible for some or all of the speed control and obstacle detection functions that the crew has been in charge of. As a prerequisite for realizing these functions, it is necessary to accurately detect the position of the own train. Therefore, in order to realize automatic train operation, highly accurate detection of the position of the own train is required.

The detection of the position of the own train on a railway is generally performed by detecting the absolute position and integrating the speed information based on the absolute position. Absolute position detection is mainly performed using the ground element, and when the on-board child of the train detects the ground element placed near the station or on the ground in the middle of the station, the position recognition of the train is the position of the ground element. Is set (corrected) to. In the section without a ground element, the speed detected by the speed generator is integrated and the mileage is added to detect the train position. However, since the train position error occurs depending on the speed accuracy, the ground Position correction by the child is required.

If a large number of ground elements can be installed, the train position can be corrected frequently, so that the accuracy of detecting the train position is improved. However, since the installation of ground elements is costly, there are many requests to reduce the installation of ground elements.

In Patent Document 1, a means for obtaining the acceleration / deceleration by sampling the current train speed, a means for obtaining the gradient resistance of the traveling path based on the acceleration / deceleration and the notch characteristics, and route information including the gradient and position information of the route. A train control device including a DB (data base), a means for obtaining a gradient value from the gradient resistance, and a means for searching the route information DB and determining a current position from the gradient value is disclosed.

JP 2011-250575

However, with the technique of Patent Document 1, the current position cannot be determined in the section where the gradient does not change. Further, in the above-mentioned known technique, a notch characteristic is used to obtain the gradient resistance of the traveling path, but in a situation where there is a disturbance such as an overhead wire voltage, the control driving force output by the vehicle is accurately determined from the notch characteristic. Since it cannot be grasped, the estimation error of the gradient resistance becomes large, and there is a problem in grasping the current position.

The present invention is devised to improve these problems, and realizes highly accurate detection of the train position including the section where the gradient does not change without increasing the number of ground elements installed. The purpose is to provide a detection system.

An example of the train position detection system according to the present invention is a train position detection system having an absolute position output unit that outputs the absolute position of the vehicle and a provisional position detection unit that detects the provisional position of the vehicle from the absolute position and the vehicle speed. The vehicle acceleration detector that detects the acceleration applied to the vehicle, the actual control force value and acceleration, and the route shape that estimates the route shape of the route on which the vehicle is traveling based on the vehicle characteristics including at least the vehicle weight. The estimation unit, the route shape storage unit that holds the route shape data consisting of the correspondence between the position and the route shape in the route on which the vehicle travels, and the route shape estimated by the route shape estimation unit and the route near the provisional position. The route shape matching unit that collates the shape data to calculate the position correction amount of the vehicle, and the position of the other vehicle in the formation, which is the position information of the other vehicle in the formation, is acquired and converted from the position of the other vehicle in the formation. The other vehicle conversion vehicle position, which is the vehicle position, is calculated , the provisional correction vehicle position, which is the vehicle position obtained by correcting the provisional position by the position correction amount , is calculated, and the difference between the other vehicle conversion vehicle position and the provisional correction vehicle position is The train position detection system is characterized by including a position correction unit that detects an average value of a vehicle position converted to another vehicle and a provisionally corrected vehicle position as a vehicle position when the value is within a predetermined threshold value.

According to the present invention, it is possible to reduce the installation of ground elements and improve the detection accuracy of the position of the own train.

It is a figure which shows an example of the system structure of the train automatic control system of this invention. It is a figure which shows an example of the processing flow of the position detection part of this invention. It is a conceptual diagram of the process in the line shape collating part of this invention. It is a figure which shows an example of the system structure of the train operation support system of this invention. It is a figure which shows an example of the system structure of the train obstacle detection system of this invention.

Hereinafter, examples of the present invention will be described with reference to the drawings.

In this embodiment, the line shape of the section in which the vehicle travels, specifically the slope and the curve radius, is estimated using the acceleration generated in the vehicle and the generated control driving force, and the line shape prepared in advance is used. An automatic train control system that detects the position of the own train for automatic operation by collating with a database (which stores the correspondence between the position on the line and the value indicating the line shape) will be described. According to this embodiment, automatic train operation can be performed using highly accurate position detection results without increasing the installation of ground elements, so that an automatic train operation system with excellent energy saving and punctuality can be provided at a low cost. It is possible.

First, the configuration of the automatic train control system 100 and the role of each component will be described with reference to FIG.

The automatic train control system 100 includes a position detection unit 101, a speed detection unit 102, a vehicle characteristic management unit 103, a control drive command calculation unit 104, and a control drive control unit 105. The control drive command calculation unit 104 has a vehicle position 151 detected by the position detection unit 101, a vehicle speed 152 detected by the speed detection unit 102, and a vehicle of the vehicle held by the vehicle characteristic management unit 103. With the characteristic 153 as an input, the vehicle control drive command 154 is generated. The control drive control unit 105 receives the control drive command 154 as an input and generates an actuator control command 155 for the actuator 106 that controls the vehicle.

The internal configuration of the position detection unit 101 and the roles of each component will be described later.

The speed detection unit 102 is a means for detecting the speed of the vehicle. An example of a method for detecting speed is a method using a speed generator. The output from the speed generator is a pulse of voltage proportional to the rotation of the wheel, and the speed of the vehicle is detected by using the rotation speed of the wheel calculated from the pulse and the data of the wheel diameter managed separately. Will be done. Wheel diameter data is regularly measured and updated during maintenance work, but it is not always true and has errors as it decreases due to wear during driving. Therefore, the detected vehicle speed 152 also includes an error.

The vehicle characteristic management unit 103 manages at least characteristic values related to the control driving behavior of the vehicle, such as the acceleration / deceleration characteristics of the vehicle, the formation weight, and the coefficient of running resistance. An example of the device is a vehicle information management device. Since the knitting weight varies depending on the occupancy rate, it is desirable that the knitting weight is updated from time to time and a new value is always maintained. The knitting weight consists of the unsprung weight and the unsprung weight. As a method for measuring the weight on the spring that fluctuates with the occupancy rate, a method of acquiring a value of AS pressure (AS: Air Suspension) from a brake control device or the like and converting it into the weight on the spring is common.

The control drive command calculation unit 104 generates the control drive command 154 so that the vehicle travels according to a predetermined target travel pattern. Here, the target traveling pattern is defined at a speed according to a position on the route. Proportional control can be mentioned as an example of the method of generating the control drive command 154. In the proportional control, the target speed corresponding to the vehicle position 151 is searched from the target traveling pattern, and the magnitude of the control drive command is determined in proportion to the difference between the target speed and the vehicle speed 152. In order to improve the followability of the vehicle speed 152 with respect to the target speed, it is necessary to adjust the parameters (offset and sensitivity) of the proportional control, and for that purpose, the input of the vehicle characteristic 153 is effective.

The control drive control unit 105 differs depending on the actuator 106, but when the actuator 106 is a motor and a friction brake, the control drive control unit 105 includes an inverter device and a brake control device as an example.

Next, the configuration of the position detection unit 101 and the role of each component will be described.

The position detection unit 101 includes an absolute position detection unit 107, a provisional position detection unit 108, a vehicle acceleration detection unit 109, a route shape estimation unit 110, a route shape matching unit 111, a route shape storage unit 112, and a position. It is composed of a correction unit 113 and.

There are two main flows in the detection of the vehicle position 151 by the position detection unit 101. One is position detection by integrating velocity information with the absolute position detection result as the initial value. The other is position correction based on route shape estimation and collation.

First, the position detection by integrating the velocity information with the absolute position detection result as the initial value will be described.

The absolute position output unit 107 outputs the absolute position 156 at the timing when the absolute position of the vehicle on the route can be determined. An example of the timing at which the position of the vehicle on the route can be determined is the timing at which the on-board element of the vehicle detects the ground element fixed in the track. Another example is when a door is opened at a station. When the door is opened at the station, it is certain that the vehicle is stopped at the predetermined position of the station. Therefore, the position of the station is set to the absolute position based on the database of the station position prepared in advance. Output as 156.

The provisional position detection unit 108 calculates the provisional position 157 by integrating the vehicle speed 152 with the absolute position 156 as the initial value. The provisional position 157 is input to the position correction unit 113.

The above is the explanation of the position detection by integrating the velocity information with the absolute position detection result as the initial value.

Next, position correction based on route shape estimation and collation will be described.

The vehicle acceleration detection unit 109 detects the acceleration in the front-rear direction and the left-right direction generated in the vehicle, and inputs the acceleration as the vehicle acceleration 158 to the route shape estimation unit 110. Here, it is conceivable to use an acceleration sensor as an example of the vehicle acceleration detection unit 109. It is desirable that the accelerometer is installed in a bogie that is unsprung. When installed on a spring, unnecessary components are superimposed on the acceleration due to the influence of the air spring, and this is to prevent such unnecessary components from being superimposed.

In addition, it is desirable to multiplex the acceleration sensor in consideration of the possibility of failure / abnormality of the acceleration sensor.

For example, it is possible to use a plurality of acceleration sensors and input the acceleration detected by any one of the acceleration sensors that are operating normally or not detecting a failure to the route shape estimation unit 110 as the vehicle acceleration 158. Conceivable. As a result, even if the acceleration sensor fails, if the other acceleration sensor is operating normally, the normal position can be corrected accordingly.

Further, as another example, the line shape estimation unit 110 uses a plurality of acceleration sensors, takes the average of the accelerations detected by the acceleration sensors that are operating normally or has not detected a failure, and uses it as the vehicle acceleration 158. It is conceivable to enter in. As a result, the error of each acceleration sensor can be absorbed and the accuracy of position correction can be improved.

Furthermore, as another example, a plurality of acceleration sensors are used, the average of the accelerations detected by them is taken, and the acceleration sensor that detects a value more than a specified value from the average value is judged to be a failure, and the detected value is used. It is conceivable not to do so. In this case, the value of the acceleration detected by the acceleration sensor determined to be a failure is excluded, the average of the accelerations detected by the other acceleration sensors is taken, and the vehicle acceleration is input to the route shape estimation unit 110. Further, the acceleration sensor that detects a value deviating from the average value by a specified value or more may be determined as a failure and the above process may be repeated.

In addition, a method of calculating the acceleration in the front-rear direction by differentiating the vehicle speed 152 can be considered. The vehicle acceleration detection unit 109 can be multiplexed by using a method of calculating the acceleration by differentiating the vehicle speed 152 while using the method of using the acceleration sensor as a base. It is also possible to multiplex the acceleration sensor by regarding the device that realizes the method of calculating the acceleration by differentiating the vehicle speed 152 as one of the acceleration sensors used in the above-mentioned multiplexing of the acceleration sensor. This makes it possible to multiplex the acceleration sensor without using a new acceleration sensor.

The route shape estimation unit 110 inputs the vehicle acceleration 158, the vehicle speed 152, the vehicle characteristics 153, the provisional position 157, and the actual control force value 159, and estimates the route shape for the section that has traveled to the local point. Calculate the data 160. The control driving force actual value 159 is information acquired from the control drive control unit 105. Although a method of estimating the control driving force actual value 159 from the notch operation can be considered, it is desirable to obtain the control drive force actual value 159 directly from the control drive control unit 105 in terms of accuracy. The calculation method of the route shape estimation data 160 will be described later in the description of the control processing flow.

The line shape matching unit 111 calculates the position correction amount 162 by comparing and collating the matching line shape data 161 acquired from the line shape accumulating unit 112 with the line shape estimation data 160. The position range of the data included in the collation route shape data 161 includes the position range included in the route shape estimation data 160, and the route shape accumulation from the route shape collation unit 111 as the collation data range 163. Designated for unit 112. The method of calculating the position correction amount 162 will be described later in the description of the control processing flow.

Here, some examples can be considered for the method of creating the line shape data stored in the line shape storage unit 112. One is to use the design values when the route was designed and constructed. As another example, it is a method of using the route shape data estimated based on the acceleration observed in the actual driving while using another highly accurate position detection mechanism (the method of calculating the route shape data from the acceleration is). Will be described later). With the latter method, vehicle sway caused by the track shape that does not appear in the design value can be taken into consideration, so that more accurate position detection is possible.

The position correction unit 113 generates the vehicle position 151 by reflecting the position correction amount 162 with respect to the provisional position 157, and outputs the vehicle position 151 to the control drive command calculation unit 104.

When the other vehicle in the formation has the same mechanism as the position detection unit 101 or another position detection mechanism, the position 164 of the other vehicle in the formation is input to the position correction unit 113 from the other vehicle. It is possible to enhance the calculation process of the vehicle position 151. For example, the own vehicle position converted from the other vehicle position 164 in the formation and the vehicle position obtained by reflecting the position correction amount 162 with respect to the provisional position 157 are within a predetermined threshold value (for example, about the vehicle length). If so, it is conceivable that a more probable vehicle position can be obtained by setting the average value of both to the vehicle position 151. On the contrary, when the own vehicle position converted from the other vehicle position 164 in the formation and the vehicle position obtained by reflecting the position correction amount 162 with respect to the provisional position 157 are extremely different (for example, a number). Since it is considered that the position correction is not effective (100 meters), it is desirable that the position correction amount 162 is not taken into consideration and the provisional position 157 is used as it is as the vehicle position 151.

The above is the explanation of the position correction based on the estimation and collation of the route shape.
The above is a description of the configuration of the automatic train control system 100 and each component.
Next, the processing flow of the position detection unit 101 will be described with reference to FIG.

In step 201, it is determined whether or not the absolute position of the absolute position output unit 107 is updated. If the absolute position is updated, the process proceeds to step 202, and the provisional position detection unit 108 sets the updated absolute position as the initial value of the provisional position. In the following step 203, the position correction amount 162 is set to zero, and the process proceeds to step 210 (step 210 and subsequent steps will be described after the description up to step 209).

If the absolute position is not updated in step 201, the process proceeds to step 204.

In step 204, the vehicle speed 152 is input to the provisional position detection unit 108 and the route shape estimation unit 110.

In the following step 205, the provisional position 157 is updated and input to the line shape estimation unit 110 and the position correction unit 113. An example of updating the provisional position 157 is shown in Equation (1).

Temporary position after update [m] = Temporary position before update [m] + Vehicle speed [m / s] x Calculation cycle [s]
… Equation (1)
Subsequently, in step 206, the vehicle characteristic 153 is input to the route shape estimation unit 110. Further, in step 207, the control driving force actual value 159 is input to the route shape estimation unit 110.

Next, in step 208, the line shape estimation unit 108 calculates the line shape estimation data 160 and inputs it to the line shape matching unit 111. Details of step 208 will be described later.

In the next step 209, the position correction amount 162 is calculated by the line shape matching unit 111 and input to the position correction unit 113. The details of step 209 will be described later.
In step 210, the position correction amount 162 is reflected on the provisional position 157 to generate the vehicle position 151, and in step 211, the vehicle position 151 is output to the control drive command calculation unit 104.

Next, the details of the line shape estimation data calculation in step 208 will be described.

Gradients and curve radii can be used as the route shape in this embodiment. Although the intended position detection of this embodiment is possible with either one, more accurate position detection is possible by using both the gradient and the curve radius. This is because when only the gradient is used, the position cannot be detected with a flat line shape, and when only the curve radius is used, the position cannot be detected with a straight line shape.

First, a method of estimating the line shape will be described with respect to the curve radius.

Pay attention to the formula of the centrifugal acceleration shown in the equation (2).

Centrifugal acceleration [m / s2] = Circumferential velocity [m / s] 2 ÷ Curve radius [m] ... Equation (2)
The curve radius can be obtained by substituting the lateral acceleration of the vehicle acceleration 158 for the centrifugal acceleration and the vehicle speed 152 for the circumferential speed.

Next, a method of estimating the route shape with respect to the gradient will be described.

The behavior of a railroad vehicle is represented by the equation of motion shown in equation (3).

Generation control driving force [kN] -Running resistance [kN] = Weight [t] x Generation acceleration [m / s2]
… Equation (3)
Here, the actual control driving force value 159 is substituted for the "generated control driving force". The knitting weight included in the vehicle characteristic 153 is substituted for the "weight". The vehicle acceleration 158 is substituted for the "generated acceleration". From these, the value of "running resistance" can be obtained.

The basic running resistance formula in a railway is formula (4).

Running resistance [kN] = rolling resistance + air resistance + gradient resistance + curve resistance ... Equation (4)
The left side has already been calculated. The "curve resistance" is expressed by the equation (5) and is known to be inversely proportional to the already obtained curve radius. Here, K is a constant, and a value such as K = 800 is used.

Curve resistance [kN] = K x weight [t] x gravitational acceleration [m / s2] ÷ curve radius [m]
… Equation (5)
The rolling resistance + air resistance portion is represented by the equation (6), and is obtained by substituting the knitting weight, the vehicle speed 152, and the number of knitting cars.

Rolling resistance [kN] + air resistance [kN] =
[A + b x vehicle speed [km / h] + {c + d x (number of trains-1)} x vehicle speed [km / h] 2 ÷ weight [t]] x weight [t] x gravitational acceleration [m / s2] … Equation (6)
From these, only the gradient resistor of equation (4) can be extracted. Here, a, b, c, and d are coefficients of the running resistance formula, and on a conventional line, for example, values such as a = 1.32, b = 0.0164, c = 0.0280, and d = 0.0078. Is used.

The gradient resistance is expressed by Eq. (7), where θ is the line gradient.

Gradient resistance [kN] = vehicle weight [t] x gravitational acceleration [m / s2] x sinθ ... Equation (7)
The left side has already been calculated, and the route gradient θ can be calculated by substituting the above-mentioned formation weight for the vehicle weight on the right side.

In this way, the curve radius and slope of the route can be estimated from the vehicle acceleration 158. In addition, the influence of vehicle sway that does not appear in the design value of the route may remain on the value of the curve radius and the slope. In order to deal with this, it is desirable that the data of the route shape storage unit 112 is set as the data based on the actual running result.

In the route shape estimation unit 110, the route shape data estimated by the above method is managed as a set with the value of the provisional position 157 at the time of estimation, and stored and output as an array of the route shape estimation data of the traveling section. To do. That is, the elements of the array are the position, the curvilinear relationship, and the gradient, and the range of the position is from a predetermined initial value to the latest provisional position 157. Here, the predetermined initial value is preferably the position where the absolute position 156 has been updated in the latest past.

The above is a detailed description of the route shape estimation data calculation in step 208.

Next, the details of the position correction amount calculation in step 209 will be described.

First, as a preparatory step, the route shape matching unit 111 acquires the route shape estimation data 160 calculated in step 208, and transmits the position range included in the data to the position correction unit 112 as the matching data range 163. .. The position correction unit 112 outputs the line shape data corresponding to the received position range to the line shape matching unit 111 as the matching line shape data 161.

Next, in order to determine the position correction amount, an attempt is made to superimpose the waveform of the line shape estimation data 160 and the waveform of the matching line shape data 161. An image of this superposition is shown in FIG. FIG. 3 is a diagram drawn for any one of the slope and the radius of the curve.

It should be noted that the superposition of waveforms requires one or more points of change regarding the line shape. If there is no change point of the line shape in the line shape data 161 for collation, the waveforms cannot be superimposed, so the position correction amount 162 is treated as zero.

In FIG. 3, 301 is the collation line shape data 161 and 302 is the line shape estimation data 160. 304 is the provisional position 157 before correction. From this state, the waveform of the line shape estimation data 160 is translated back and forth in the positional direction, and the amount of movement that minimizes the difference between the two waveforms is searched for. As an example of a specific method, the difference in the line shape at each position can be aggregated, and the optimum waveform movement amount can be found by the least squares method. When both the gradient and the radius of the curve are used, the amount of movement of the waveform is determined so that the sum of the sums of squares of the waveform deviations for each parameter is minimized.

In FIG. 3, 303 is the line shape data shifted so as to minimize the deviation of the line shape, and the shift amount 306 at that time is the position correction amount 162.

In step 210 following step 209, the position correction amount 162 thus obtained is reflected in the provisional position 157 to obtain the vehicle position 151 (305 in FIG. 3) which is the corrected position.

The above is a detailed description of the position correction amount calculation in step 209.

The above is a description of an example of the processing flow of the position detection unit 101.

The above is the description of the automatic train control system 100.

In this embodiment, the route shape of the section in which the vehicle travels, specifically the slope and the radius of the curve, is estimated using the acceleration generated in the vehicle and the generated driving force, and the route shape prepared in advance is used. The train operation support system that detects the position of the own train for driving support by collating with the database (the correspondence between the position on the line and the value representing the line shape is stored) will be described.

According to this embodiment, it is possible to determine the driving support content using highly accurate position detection results without increasing the installation of ground elements, so it is possible to reduce costs and provide a driving support system with excellent energy saving and punctuality. It is possible.

First, the configuration of the train operation support system 400 and the role of each component will be described with reference to FIG.

The train driving support system 400 is composed of a position detection unit 101, a speed detection unit 102, a vehicle characteristic management unit 103, a driving support content generation unit 404, a driving support content teaching unit 414, and a control drive control unit 105. It is composed. The driving support content generation unit 404 includes a vehicle position 151 detected by the position detection unit 101, a vehicle speed 152 detected by the speed detection unit 102, and a vehicle of the vehicle held by the vehicle characteristic management unit 103. With the characteristic 153 as an input, the driving support content 465 of the vehicle is generated. The driving support content 465 is transmitted to the driver through the driving support content teaching unit 414. The control drive control unit 105 receives a driver's driving operation (not shown) as an input to generate an actuator control command 155 for the actuator 106 that controls and drives the vehicle.

The internal configuration of the position detection unit 101 and the roles of each component are the same as those in the first embodiment.

The speed detection unit 102 is the same as that of the first embodiment.

The vehicle characteristic management unit 103 is the same as that of the first embodiment.

The driving support content generation unit 404 holds a target traveling pattern between stations that optimizes the performance of either energy saving and / or punctuality between stations, and the vehicle position 151 and the vehicle. With the speed 152 and the vehicle characteristic 153 as inputs, the driving support content 465 for the driver is generated so that the vehicle can operate according to the target traveling pattern. Specific examples of the driving support content 465 are the content and timing of the notch operation and the constant speed / decelerating switch operation.

Upon receiving the driving support content 465, the driving support content teaching unit 414 plays a role of transmitting the driving support content 465 to the driver of the vehicle by either or both of the screen display and the voice ringing.

The control drive control unit 105 is the same as that of the first embodiment.

The above is a description of the configuration of the train operation support system 400 and each component.

The processing flow of the position detection unit 101 is the same as that of the first embodiment.

The above is the description of the train operation support system 400.

In this embodiment, the line shape of the section in which the vehicle travels, specifically the slope and the curve radius, is estimated using the acceleration generated in the vehicle and the generated control driving force, and the line shape prepared in advance is used. A train obstacle detection system that detects the position of the own train for obstacle detection by collating with a database (stores the correspondence between the position on the line and the value indicating the line shape) will be described. According to this embodiment, obstacle detection can be performed using highly accurate position detection results without increasing the installation of ground elements, so that it is possible to provide an obstacle detection system with excellent safety while suppressing costs. ..

First, the configuration of the train obstacle detection system 500 and the role of each component will be described with reference to FIG.

The train obstacle detection system 500 includes a position detection unit 101, a speed detection unit 102, a vehicle characteristic management unit 103, a front monitoring unit 515, an obstacle presence / absence determination unit 504, an obstacle information teaching unit 514, and the like. It is composed of a control drive control unit 105. The front monitoring unit 515 is composed of a single sensor such as a camera, radar, and millimeter wave, or a combination thereof, and monitors the front of the train. The forward monitoring result 566 is sent to the obstacle presence / absence determination unit 504. The obstacle presence / absence determination unit 504 includes the forward monitoring result 566, the vehicle position 151 detected by the position detection unit 101, the vehicle speed 152 detected by the speed detection unit 102, and the vehicle characteristic management unit 103. With the vehicle characteristic 153 of the vehicle held by the vehicle as an input, it is determined whether or not there is an obstacle in front of the vehicle that interferes with the operation of the vehicle, and the obstacle information 565 is sent to the obstacle information teaching unit 514.
The control drive control unit 105 generates an actuator control command 155 for the actuator 106 that controls the vehicle by inputting a driving operation of a driver (not shown) or a control drive command from an automatic driving system (not shown).

The internal configuration of the position detection unit 101 and the roles of each component are the same as those in the first embodiment.

The speed detection unit 102 is the same as that of the first embodiment.

The vehicle characteristic management unit 103 is the same as that of the first embodiment.

When some obstacle candidate is confirmed in the forward monitoring result 566, the driving support content generation unit 504 determines whether or not the obstacle candidate interferes with the operation of the own train. Specifically, it is determined whether or not the obstacle candidate is within the vehicle gauge from the route shape known in advance and the vehicle position 151. In particular, in order to correctly determine whether or not the obstacle candidate is within the vehicle limit in a section with a curve, the accuracy of the vehicle position 151 is required. Then, when the obstacle candidate is within the vehicle limit, the required degree of vehicle braking is determined with reference to the vehicle speed 152 and the vehicle characteristic 153. With respect to the distance between the obstacle and the vehicle, it is determined whether the emergency brake is necessary or the regular brake is sufficient in consideration of the vehicle speed 152 and the vehicle characteristic 153. By not using a brake that is larger than necessary, it is effective in suppressing vehicle sway that is unpleasant for passengers and suppressing wear of the friction brake. The obstacle information 565 includes information on the presence / absence of an obstacle and the above-mentioned necessary braking operation, and is transmitted to the crew by the obstacle information teaching unit 514 by display, voice ringing, or both.

The control drive control unit 105 is the same as that of the first embodiment.

The above is a description of the configuration of the train obstacle detection system 500 and each component.

The processing flow of the position detection unit 101 is the same as that of the first embodiment.

The above is the description of the train obstacle detection system 500.

100 ... Automatic train control system
101 ... Position detector
102 ... Speed detector
103 ... Vehicle characteristics management department
104 ... Control drive command calculation unit
105 ... Control drive control unit
106 ... Actuator 107 ... Absolute position output unit
108 ... Temporary position detector
109 ... Vehicle acceleration detector
110 ... Route shape estimation unit
111 ... Route shape matching unit
112 ... Route shape storage section
113 ... Position correction unit
151 ... Vehicle position
152 ... Vehicle speed
153 ... Vehicle characteristics 154 ... Control drive command
155 ... Actuator control command 156 ... Absolute position
157 ... Temporary position
158 ... Vehicle acceleration
159 ... Actual value of control driving force
160 ... Route shape estimation data
161 ... Route shape data for collation
162 ... Position correction amount
163 ... Data range for collation
164 ... Other vehicle position in the formation
301 ... Data held by the route shape storage unit
302 ... Line shape data output by the line shape estimation unit
303 ... Route shape data shifted in the positional direction so as to minimize the deviation of the route shape.
304 ... Temporary position (before correction)
305 ... Vehicle position (after correction)
306 ... Position correction amount 400 ... Train operation support system
404 ... Driving support content generation unit
414 ... Driving support content teaching section
465 ... Driving support content
500 ... Train obstacle detection system
504 ... Obstacle presence / absence determination unit
514 ... Obstacle Information Teaching Department
515 ... Forward monitoring unit
565 ... Obstacle information
566 ... Forward monitoring result

Claims (15)

A train position detection system having an absolute position output unit that outputs the absolute position of a vehicle and a provisional position detection unit that detects the provisional position of the vehicle from the absolute position and the vehicle speed.
A route that estimates the route shape of the route on which the vehicle is traveling based on the vehicle acceleration detection unit that detects the acceleration applied to the vehicle, the actual control force value, the acceleration, and the vehicle characteristics including at least the vehicle weight. The shape estimation unit, the route shape storage unit that holds the route shape data consisting of the correspondence between the position in the route on which the vehicle travels and the route shape, the route shape estimated by the route shape estimation unit, and the route shape. The route shape matching unit that collates the route shape data near the provisional position to calculate the position correction amount of the vehicle, and the other vehicle position in the formation that is the position information of the other vehicle in the formation is acquired and the other vehicle in the formation is obtained. The other vehicle equivalent vehicle position, which is the vehicle position of the own vehicle, is calculated by converting from the vehicle position, the provisional correction vehicle position, which is the vehicle position obtained by correcting the provisional position with the position correction amount, is calculated, and the other vehicle position is calculated. When the difference between the vehicle-equivalent vehicle position and the provisional correction vehicle position is within a predetermined threshold, a position correction unit that detects the average value of the other vehicle-equivalent vehicle position and the provisional correction vehicle position as the vehicle position.
A train position detection system characterized by being equipped with. The train position detection system according to claim 1.
The position correction unit is a train position detection system characterized in that when the difference between the other vehicle equivalent vehicle position and the provisional correction vehicle position is equal to or greater than a predetermined value , the position correction unit detects the provisional position as the vehicle position. The train position detection system according to any one of claims 1 and 2, wherein the position correction unit includes one or more change points of an increase / decrease tendency with respect to the line shape of the line shape data. , The train position detection system, characterized in that the provisional position is corrected by the position correction amount. The train position detection system according to any one of claims 1 to 3, wherein the line shape is either or both of a line slope and a curve radius. The train position detection system according to any one of claims 1 to 4, wherein the vehicle acceleration detection unit detects the acceleration from a time change of the vehicle speed. system. The train position detection system according to any one of claims 1 to 5, wherein the vehicle acceleration detection unit is an acceleration sensor. The train position detection system according to claim 6, wherein the acceleration sensor is installed on a bogie. The train position detection system according to any one of claims 6 to 7, wherein at least one of the acceleration sensors detects the acceleration from the time change of the vehicle speed. A train position detection system featuring. The train position detection system according to any one of claims 6 to 8, further comprising a plurality of the acceleration sensors and operating normally, or any of the acceleration sensors that have not detected a failure. A train position detection system characterized in that the acceleration detected by one is detected as the acceleration applied to the vehicle. The acceleration detected by the acceleration sensor according to any one of claims 6 to 8, further comprising a plurality of the acceleration sensors and operating normally or not detecting a failure. A train position detection system, characterized in that the average of the above is detected as the acceleration applied to the vehicle. The train position detection system according to any one of claims 6 to 8, further comprising a plurality of the acceleration sensors, and a value deviating from the average of the accelerations detected by the plurality of acceleration sensors by a specified value or more. A train position detection system, characterized in that the acceleration sensor that has detected the above is determined to be a failure, and the average of the accelerations detected by the acceleration sensor that is not determined to be a failure is detected as the acceleration applied to the vehicle. The line according to any one of claims 1 to 11, wherein the line shape data held by the line shape storage unit is estimated by the line shape estimation unit. A train position detection system characterized by creating or updating shape data. Based on a position detection system that detects the vehicle position, a speed detection unit that detects the vehicle speed, a vehicle characteristic management unit that manages vehicle characteristics including at least the vehicle weight, the vehicle position, the vehicle speed, and the vehicle characteristics. An automatic train control system including a control drive command calculation unit that calculates a control drive command of a vehicle and a control drive control unit that controls an actuator of the vehicle in response to the control drive command.
The automatic train control system according to any one of claims 1 to 12, wherein the position detection system is the train position detection system. Based on a position detection system that detects the vehicle position, a speed detection unit that detects the vehicle speed, a vehicle characteristic management unit that manages vehicle characteristics including at least the vehicle weight, the vehicle position, the vehicle speed, and the vehicle characteristics. It is a train driving support system including a driving support content generation unit that generates driving support content for the driver of the vehicle, and a driving support content teaching unit that receives the driving support content and conveys the driving support content to the driver. hand,
The train operation support system according to any one of claims 1 to 12, wherein the position detection system is the train position detection system. A position detection system that detects the vehicle position, a speed detection unit that detects the vehicle speed, a vehicle characteristic management unit that manages vehicle characteristics including at least the vehicle weight, a front monitoring unit that monitors the front of the vehicle, and the front monitoring. An obstacle that teaches the crew the result of the determination of the obstacle presence / absence determination unit that determines the presence / absence of an obstacle that hinders the train operation based on the monitoring result of the unit, the vehicle position, the vehicle speed, and the vehicle characteristics. A train obstacle detection system equipped with an object information teaching unit.
The train obstacle detection system according to any one of claims 1 to 12, wherein the position detection system is the train position detection system.

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