CN110914710A

CN110914710A - Position detection device and position detection system

Info

Publication number: CN110914710A
Application number: CN201880035663.3A
Authority: CN
Inventors: 浅野晃
Original assignee: Kyosan Electric Manufacturing Co Ltd
Current assignee: Kyosan Electric Manufacturing Co Ltd
Priority date: 2017-06-01
Filing date: 2018-05-30
Publication date: 2020-03-24
Anticipated expiration: 2038-05-30
Also published as: JP2018205048A; CN110914710B; TWI775864B; WO2018221541A1; TW201903433A; JP6534701B2

Abstract

The invention provides a position detection device and a position detection system, which can accurately detect the position of a train by utilizing GNSS. The onboard device (20) performs GNSS verification when performing train position calculation based on GNSS information of the 1 st GNSS unit (15) and the 2 nd GNSS unit (16), and performs absolute position detection processing using GNSS speed information when the verification is qualified. When the vehicle (10) is located within a predetermined distance from the ground device (60), the on-board device (20) obtains GNSS error information from the ground device (60) and reflects the GNSS error information in the position information detected by the 1 st GNSS unit (15) and the 2 nd GNSS unit (16).

Description

Position detection device and position detection system

Technical Field

The present invention relates to a position detection device and a position detection system for detecting a travel position of a train (vehicle) based on GNSS signals.

Background

As a technique for grasping the travel position of a train, for example, there is a technique for detecting the travel position of a train by integrating the travel distance of the train using a signal obtained from a tachogenerator (hereinafter, referred to as "TG"). In addition, there is also a technique using a GNSS (Global Navigation Satellite System). As for the technique using GNSS, for example, there are: a technique for detecting the current position of a train or controlling the speed of the train by acquiring radio waves from GNSS satellites by a GNSS receiver provided in the train (see patent document 1).

Documents of the prior art

Patent document

Patent document 1: japanese patent laid-open publication No. 2016-194497

Disclosure of Invention

Problems to be solved by the invention

However, in the technique disclosed in patent document 1, when a characteristic position such as a curve or a tunnel is detected using data for operation, the traveling position is corrected, but there are the following problems: if the vehicle is separated from such a characteristic position, the accuracy of detecting the travel position is lowered due to accumulation of errors.

The present invention has been made in view of the above circumstances, and an object thereof is to provide a technique for solving the above problems.

Means for solving the problems

The position detection device of the present invention includes: a 1 st GNSS antenna and a 2 nd GNSS antenna which are arranged at a predetermined distance in the front-rear direction of one vehicle and receive GNSS signals from GNSS satellites; a 1 st GNSS receiver connected to the 1 st GNSS antenna; a 2 nd GNSS receiver connected to the 2 nd GNSS antenna; a position calculation unit that calculates a position of the vehicle based on the GNSS signals by using the 1 st GNSS reception unit and the 2 nd GNSS reception unit; and an error information obtaining unit that obtains GNSS error information from a device on the ground, wherein the position calculating unit calculates the position of the vehicle by reflecting the GNSS error information when the device on the ground is located within a certain area.

Further, the present invention may further include: a database of routes traveled by the vehicle; and a detection unit that detects whether or not the vehicle is in a state in which the calculation process of the position of the vehicle based on the database and the GNSS signal can be executed, wherein the position calculation unit executes the calculation process of the position of the vehicle based on the GNSS signal when the detection unit determines that the vehicle is in a state in which the calculation process of the position of the vehicle can be executed, and executes the determination process of the position of the vehicle based on the tachogenerator when the detection unit determines that the vehicle is not in a state in which the calculation process of the position of the vehicle can be executed.

In addition, the position calculating unit may be configured to compare feature points of transition of the velocity vector calculated by the 1 st GNSS receiver and the velocity vector calculated by the 2 nd GNSS receiver with the database and calculate the position of the vehicle, when the calculation process of the position of the vehicle based on the GNSS signal is executed.

A position detection system according to the present invention is a position detection system for calculating a position of a vehicle by using an on-vehicle device mounted on the vehicle and a ground device provided on an upper side of a ground, the on-vehicle device including: a 1 st GNSS antenna and a 2 nd GNSS antenna which are arranged at a predetermined distance in the front-rear direction of one vehicle and receive GNSS signals from GNSS satellites; a 1 st GNSS receiver connected to the 1 st GNSS antenna; a 2 nd GNSS receiver connected to the 2 nd GNSS antenna; a position calculation unit that calculates a position of the vehicle based on the GNSS signals by using the 1 st GNSS reception unit and the 2 nd GNSS reception unit; an error information obtaining unit that obtains GNSS error information from a device on the ground side; and an above-vehicle communication unit that communicates with the ground device, the ground device including: a 3 rd GNSS antenna that receives GNSS signals from the GNSS satellites; a 3 rd GNSS receiver connected to the 3 rd GNSS antenna; an above-ground control unit that holds position information of the 3 rd GNSS antenna, and calculates the GNSS error information from the held position information of the 3 rd GNSS antenna and position information calculated based on a GNSS signal received by the 3 rd GNSS antenna; and a ground-side communication unit that transmits the GNSS error information to the on-vehicle device, wherein the position calculation unit of the on-vehicle device reflects the GNSS error information when calculating the position of the vehicle.

A position detection system according to the present invention is a position detection system for calculating a position of a vehicle by using an on-vehicle device mounted on the vehicle, a ground device provided on an upper side of a ground, and a command center, wherein the on-vehicle device includes: a 1 st GNSS antenna and a 2 nd GNSS antenna which are arranged at a predetermined distance in the front-rear direction of one vehicle and receive GNSS signals from GNSS satellites; a 1 st GNSS receiver connected to the 1 st GNSS antenna; a 2 nd GNSS receiver connected to the 2 nd GNSS antenna; a position calculation unit that notifies the command center of position information based on the GNSS signals of the 1 st GNSS reception unit and the 2 nd GNSS reception unit, and calculates a position of the vehicle based on the position information; an error information obtaining portion that obtains correction information of the position of the vehicle from the command center; and an on-vehicle communication unit that communicates with the ground device and the command center, the ground device including: a 3 rd GNSS antenna that receives GNSS signals from the GNSS satellites; a 3 rd GNSS receiver connected to the 3 rd GNSS antenna; an above-ground control unit that holds position information of the 3 rd GNSS antenna, calculates the GNSS error information from the held position information of the 3 rd GNSS antenna and position information calculated based on a GNSS signal received by the 3 rd GNSS antenna, and notifies the command center of the GNSS error information; and a ground-side communication unit that communicates with the onboard device and the command center, the command center communicating with the onboard device and the ground device, correcting the position information of the vehicle based on the position information based on the GNSS signals of the 1 st GNSS reception unit and the 2 nd GNSS reception unit obtained from the onboard device and the GNSS error information obtained from the ground device, and managing the operation of the vehicle based on the corrected position information.

Effects of the invention

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

Drawings

Fig. 1 is a functional block diagram showing a configuration of a train having a travel position detection function based on a GNSS signal according to the present embodiment.

Fig. 2 is a diagram illustrating a principle of verification processing when the travel position detection function based on the GNSS signal is executed according to the present embodiment.

Fig. 3 is a diagram illustrating a travel position detection function based on GNSS signals according to the present embodiment.

Fig. 4 is a diagram illustrating a travel position detection function based on GNSS signals according to the present embodiment.

Fig. 5 is a functional block diagram showing a configuration of an in-vehicle device mounted on a vehicle at the front according to the present embodiment.

Fig. 6 is a diagram illustrating a concept of GNSS error correction according to the present embodiment.

Fig. 7 is a flowchart of a position calculation process based on GNSS signals according to the present embodiment.

Detailed Description

The mode for carrying out the present invention (hereinafter simply referred to as "embodiment") will be specifically described below with reference to the drawings.

Fig. 1 is a diagram showing an outline of a train operation system 1 according to the present embodiment. Fig. 2 is a block diagram of the train operation system 1. Fig. 1 shows a state in which the front of the vehicle 10 entering in the right direction shown in the figure enters the platform 88.

As shown in fig. 1, in the train operation system 1, the 1 st GNSS unit 15, the 2 nd GNSS unit 16, and the on-board device 20 are provided as the vehicle-side devices in the front vehicle 10, and the ground devices 60 and the 3 rd GNSS unit 61 are provided as the devices on the ground side at the platform 88 of the station. Further, the train operation system 1 further includes a command center 70 that controls the vehicle 10 and the onboard device 20 and performs overall operation management as an apparatus on the ground.

In the present embodiment, the accuracy of calculating the vehicle position in the area near the station (platform 88) is improved by using the 1 st GNSS unit 15 and the 2 nd GNSS unit 16 on the vehicle side and the 3 rd GNSS unit 61 on the ground side.

When the train enters a predetermined communication area, the ground device 60 transmits the GNSS information obtained by the 3 rd GNSS unit 61 to the on-board device 20. The absolute position of the 3 rd GNSS receiver 61a of the 3 rd GNSS unit 61 is already known, and the difference between the obtained GNSS information and the absolute value (hereinafter referred to as "GNSS error") is notified to the onboard apparatus 20, for example. In the vehicle 10 (the 1 st GNSS unit 15, the 2 nd GNSS unit 16) present near the platform 88, the position information is calculated based on the GNSS information from the same GNSS satellite 98 as the 3 rd GNSS unit 61.

The on-board device 20 of the vehicle 10 may transmit the position information based on the 1 st GNSS unit 15 and the 2 nd GNSS unit 16 to the command center 70 on the upper side of the ground, and the ground device 60 may transmit the GNSS error information of the 3 rd GNSS unit 61 to the command center 70 on the upper side of the ground. In this case, the command center 70 can accurately correct the position of the vehicle 10, and can perform the interlocking control or the signal control based on the train position (corrected position of the vehicle 10).

The calculated position information is highly likely to include the GNSS error calculated by the 3 rd GNSS unit 61. Therefore, when the on-board device 20 calculates the position information based on the GNSS information of the 1 st GNSS unit 15 and the 2 nd GNSS unit 16, the GNSS error calculated by the 3 rd GNSS unit 61 is obtained as the GNSS error information and is reflected in the GNSS error information, and the processing for excluding the GNSS error is performed. As described above, when the command center 70 obtains the position information from the vehicle 10 or the ground device 60, the command center 70 may perform a process of excluding the GNSS error. In the following, an example in which the GNSS error elimination processing is performed by the vehicle 10 and the ground apparatus 60 will be mainly described.

In the configuration on the vehicle 10 side, the 1 st GNSS unit 15 includes a 1 st GNSS antenna 15a and a 1 st GNSS receiver 15 b. The 2 nd GNSS unit 16 includes a 2 nd GNSS antenna 16a and a 2 nd GNSS reception unit 16 b.

The 1 st GNSS antenna 15a is provided near the upper front end of the vehicle 10. The 2 nd GNSS antenna 16a is provided near the upper rear end of the vehicle 10. The 1 st GNSS antenna 15a and the 2 nd GNSS antenna 16a are provided at a predetermined distance (hereinafter referred to as "installation distance a"). For example, when the length of the vehicle 10 is 20m, the set distance a is about 17 m.

The 1 st GNSS receiver 15b calculates the position information of the 1 st GNSS antenna 15a based on the GNSS signal received by the 1 st GNSS antenna 15a, calculates a velocity vector at the position of the 1 st GNSS antenna 15a, and outputs each calculation result to the onboard apparatus 20.

The 2 nd GNSS reception unit 16b calculates the position information of the 2 nd GNSS antenna 16a based on the GNSS signal received by the 2 nd GNSS antenna 16a, calculates a velocity vector at the position of the 2 nd GNSS antenna 16a, and outputs each calculation result to the onboard apparatus 20.

When detecting the characteristic point of the velocity vector, the in-vehicle device 20 compares the characteristic point with system-specific information prepared in advance to specify the position of the vehicle 10. When the on-vehicle device 20 obtains the position information of the 3 rd GNSS unit 61 from the ground device 60, the position information is reflected in the calculation results of the 1 st GNSS unit 15 and the 2 nd GNSS unit 16, and the position information is corrected.

Here, the principle of travel position detection based on GNSS signals and the correction processing of position information will be described with reference to fig. 3 to 5. In the present embodiment, as described above, when detecting a predetermined feature point of a change in a velocity vector, the onboard apparatus 20 compares the predetermined feature point with system-specific information (information of the operation data unit 31) prepared in advance, and determines that the predetermined feature point is "at a position recorded in the database" when determining that the predetermined feature point matches an expected feature point. Here, the characteristic point is, for example, a start point or an end point of the track 99 when the track turns. Before the detection process of the feature point, GNSS verification is performed as to whether or not the GNSS is in a state in which the calculation process of the position information based on the GNSS signal can also be performed. In an area such as a station (platform 88) where highly accurate position information is required, the GNSS error is corrected based on the position information on the ground and the GNSS information on the spot.

< basic technology >

GNSS verification

GNSS certification is performed to improve the reliability of GNSS information. Only when the GNSS verification is qualified, the position information based on the GNSS information is used in the position determination of the vehicle 10. In the GNSS measurement, 2GNSS receivers (the 1 st GNSS receiver 15b and the 2 nd GNSS receiver 16b) of the vehicle 10 are used.

As described above, the 1 st GNSS antenna 15a and the 2 nd GNSS antenna 16a are provided at the set distance a without correlation. Specifically, the 1 st GNSS antenna 15a and the 2 nd GNSS antenna 16a are provided at the front and rear ends of the vehicle 10 (for example, at two places on the front side and the coupling side of the vehicle 10 in front). In this case, not only the distance "a" is set, but also an irrelevant environment of the radio wave environment is created by the ceiling of the vehicle 10. That is, different fading environments are constructed for the 1 st and 2

nd GNSS antennas

15a, 16 a. Thus, the two GNSS receivers (the 1 st and 2 nd

GNSS receiving units

15b and 16b) are configured not to output error information due to the same fading influence.

In the logic of GNSS certification, information from GNSS satellites 98 is compared to system-specific information and only GNSS information is used when the certification is acceptable.

2. Position detection based on travel distance accumulation using speed information of GNSS information

After the absolute position is determined, the travel distance is calculated by integrating the speed information, and position detection based on the accumulation of the speed information of the GNSS information is performed.

In the GNSS calibration logic, the "trajectory" calibration of fig. 3 (a), the "position" calibration of fig. 3 (b), and the "orientation (Dp)" calibration of fig. 3 (c) are used. Speed information based on GNSS information is utilized only if the certification is qualified. If the verification fails, the speed information from another speed detecting unit such as TG32 (see fig. 5) is used. In addition, at the time of verification, the operation data portion 31 is referred to and compared with the recorded data.

The "track" verification is a determination as to whether or not the vehicle is traveling on a predetermined travel route. The "position" verification is a verification of whether or not the distance between the 1 st and 2

nd GNSS antennas

15a and 16a (hereinafter referred to as "measured distance D" in fig. 4) obtained from the GNSS signals matches the actual installation distance a. The "azimuth" verification is a determination as to whether or not the azimuth coincides with a predetermined azimuth (track azimuth).

3. Absolute position detection using speed information of GNSS

In the absolute position detection using the speed information of the GNSS, the case where the speed vector calculated by the 2GNSS receivers (the 1 st GNSS receiver 15b and the 2 nd GNSS receiver 16b) changes at every moment in a curve of the trajectory 99 is used. If the following conditions (a) to (c) are satisfied with respect to the change in the velocity vector at the curve of the track, the probability that the change or the recognition cannot be performed due to the influence of the failure of the GNSS, the failure of the receiver, or the fading is extremely low.

(a) The arrival of the start point of the curve is predicted by TG or the like before the start point of the curve.

(b) And the GNSS is qualified after the curve starting point and the curve ending point.

(c) The route database (the operation data unit 31) has absolute position detection information registered therein.

(1) Position detection based on curvature of track

The position detection process based on the curvature of the track 99 will be described with reference to fig. 4. Here, the curvature radius R is used instead of the curvature. When the vehicle 10 enters the curve 99b from the straight line 99a with respect to the velocity vectors V (V1, V2) obtained from the 2GNSS receivers (the 1 st GNSS receiver 15b, the 2 nd GNSS receiver 16b), the angle θ changes in accordance with the curvature radius R of the track 99 (the curve 99 b). Here, an angle formed by the velocity vector V1 of the 1 st GNSS antenna 15a and the velocity vector V2 of the 2 nd GNSS antenna 16a is defined as an angle θ.

From the angle θ, the curvature radius R of the track 99 (curve 99b) is calculated by the following equation, and the curve positions (the start point C1 and the end point C2) are determined by comparing the curvature radius R with the curvature (curvature radius) of the track 99 registered in the route database (travel data unit 31), and the absolute position is detected when the end point C2 is a point where θ becomes 0 degrees.

Sin(θ/2)＝(D/2)/R

R＝(D/2)/Sin(θ/2)

D: the measured distance between the 1 st GNSS antenna 15a and the 2 nd GNSS antenna 16a is calculated based on the GNSS signals.

(2) Position detection based on track curve travel distance

In the case of the position detection based on the curvature (curvature radius R) of the track 99 described above, the absolute value of the angle θ becomes small when the curvature is large, and therefore, the curve position may not be specified due to an error. Therefore, when the curvature is larger than the predetermined value, the position detection of the curve travel distance LR based on the track 99 is performed. That is, the curve travel distance LR from the start point C1 to the end point C2 where the track 99 is the curve 99b is calculated and compared with the distance of the curve 99b registered in the route database (traveling data unit 31), thereby specifying the curve position, and the absolute position is detected at the point where the curve end point θ is 0 degrees.

(3) Position detection based on track curve change points

As shown in fig. 5, when the track 99 changes from a right curve 99d to a left curve 99e and from a left curve to a right curve in the velocity vector difference obtained from the 1 st GNSS antenna 15a and the 2 nd GNSS antenna 16a, the sign (positive or negative) is inverted when the difference between the velocity vectors V1 and V2 is taken. The curve change point C3 is determined based on the GNSS verification passing before and after the curve change point C3 of the track, and the above-described conditions (a) and (b) are satisfied, and the absolute position is detected at the curve change point C3.

(4) Application to a System

Further, the above-described modes of position detection in (1) to (3) are selectively combined in accordance with the route section for the application.

4. Position correction using terrestrial GNSS information

In an area such as a station (platform 88) where highly accurate position information is required, the GNSS error is corrected based on the position information on the ground and the GNSS information on the spot. Fig. 6 is a diagram illustrating the concept of GNSS error correction.

The 3 rd GNSS receiver 61a stores therein the fixed position information P3(X3_0 and Y3_0) obtained by completing the measurement of the 3 rd GNSS antenna 61 b. The position information P3 is a fixed value and is represented by, for example, longitude and latitude. The 3 rd GNSS receiver 61a calculates GNSS error information Δ P3(Δ X, Δ Y) which is a difference between the position information P3_ G (X3_ G, Y3_ G) obtained based on the GNSS satellite 98 and the fixed position information P3(X3_0, Y3_ 0).

ΔP3(Δx、Δy)＝(X3_g、Y3_g)-(X3_0、Y3_0)

＝(X3_g-X3_0、Y3_g-Y3_0)

The 3 rd GNSS receiver 61a transmits the GNSS error Δ P3(Δ x, Δ y) to the onboard apparatus 20 as GNSS error information.

In the onboard apparatus 20, the GNSS information P1_ G (X1_ G, Y1_ G) and P2_ G (X2_ G, Y2_ G) of the 1 st GNSS unit 15 and the 2 nd GNSS unit 16 reflect the GNSS error Δ P3(Δ X, Δ Y), and the corrected GNSS information P1_0(X1_0, Y1_0) and P2_ G (X2_0 and Y2_0) are calculated.

P1_0(X1_0、Y1_0)＝(X1_g-Δx、Y1_g-Δy)

P2_0(X2_0、Y2_0)＝(X2_g-Δx、Y2_g-Δy)

Here, by setting the distance between the vehicle 10 (the onboard device 20) and the ground device 60 when the GNSS error information is applied to a sufficiently close range using the same GNSS satellite 98, the measurement error in the 1 st GNSS unit 15 and the 2 nd GNSS unit 16 can be substantially eliminated, and the accuracy of the train position of the vehicle 10 calculated using the 1 st GNSS unit 15 and the 2 nd GNSS unit 16 can be improved.

< specific technology >

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

The ground device 60 includes: an upper ground operation control unit 62 and a ground communication unit 63. The ground operation control unit 62 obtains the GNSS signal received by the 3 rd GNSS unit 61 while holding the position information of the installation position of the 3 rd GNSS antenna 61b, calculates the difference (GNSS error information) between the position information of the installation position and the position information calculated from the GNSS signal, and transmits the result to the onboard apparatus 20 through the ground communication unit 63. The ground communication unit 63 communicates with the onboard device 20 (the onboard communication unit 33).

The onboard device 20 is provided in the vehicle 10 provided with the 1 st GNSS unit 15 and the 2 nd GNSS unit 16, and controls the operation of the train (vehicle 10). Specifically, the on-board device 20 controls the train speed, estimates the train position, or estimates the train direction, thereby grasping the operation state of the train (vehicle 10) and executing appropriate train operation. The onboard apparatus 20 communicates with the ground apparatus 60, and performs processing such as line blocking directly or indirectly.

The onboard device 20 includes: the upper-side operation control unit 30, the train-state specifying unit 40, the operation data unit 31, the TG32, the on-vehicle communication unit 33, and the travel history unit 34.

The operation data unit 31 records information (operation information) of a route on which the train (vehicle 10) is operated. The travel information includes route information on which the train (vehicle 10) travels, point information, directions Dp in the traveling direction of the train at each point, curve information (start point, end point, radius of curvature), speed limit information for each speed limit section, and the like.

The travel history unit 34 records the travel history of the vehicle 10. TG32 is a speed measuring device based on wheel rotation measurement speed, which has been used conventionally. The on-vehicle communication unit 33 wirelessly transmits and receives information to and from the ground communication unit 63 of the ground device 60 and other external devices (e.g., an operation command unit).

The above-train operation control unit 30 performs train operation control using the train state determination unit 40, the TG32, and the operation data unit 31. The train operation control is performed by, for example, specifying the position of the train (vehicle 10) or calculating the speed, and displaying the calculation result or the like on a predetermined display device. For the speed display, either one of the speeds may be displayed, and the speeds of both may be displayed.

The train-state specifying unit 40 includes: a train position calculating unit 42, a train direction calculating unit 44, a GNSS detecting unit 46, and a specific position detecting unit 48.

The train position calculating unit 42 obtains the position information detected by each of the 1 st GNSS unit 15 and the 2 nd GNSS unit 16. The train position calculating unit 42 calculates the measured distance D between the 1 st GNSS antenna 15a and the 2 nd GNSS antenna 16a based on the position information output from the 1 st and 2

nd GNSS units

15 and 16.

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

The GNSS detection unit 46 performs the GNSS detection process described above. That is, the GNSS detection unit 46 performs the processing shown in the "trajectory" verification of fig. 3 (a), the "position" verification of fig. 3 (b), and the "orientation" verification of fig. 3 (c). At this time, the GNSS detection unit 46 refers to the operation data unit 31.

When it is determined that the GNSS calibration is acceptable, the specific position detection unit 48 performs the above-described absolute position detection process using the speed information of the GNSS. When the absolute position detection process is performed, the position information used for various controls of the train (vehicle 10) performed by the upper vehicle operation control unit 30 and the like is updated to the detected position information. That is, for example, even when an error occurs due to spin or skid of a wheel because TG32 is used for the determination of the running state before the absolute position detection process is executed, the error can be appropriately eliminated. In addition, when the error generated is greater than or equal to a predetermined value, the upper operation control unit 30 may determine that there is a possibility of a failure of a wheel of the train (vehicle 10) or the like, an error in data of the operation data unit 31, or the like, and may issue an alarm to the driver or notify the operation command unit or the like through the on-board communication unit 33.

For the absolute position detection processing, the specific position detection unit 48 selectively uses 3 types of position detection methods of (1) position detection based on the curvature of the track, (2) position detection based on the curve travel distance of the track, and (3) position detection based on the curve change point of the track. These may also be combined as desired.

When the vehicle 10 is located within a predetermined distance from the ground device 60, the specific position detecting unit 48 obtains GNSS error information from the ground device 60 and reflects the GNSS error information in the position information detected by the 1 st GNSS unit 15 and the 2 nd GNSS unit 16.

The processing based on the above configuration will be summarized with reference to the flowchart of fig. 7.

In the in-vehicle device 20, the train position calculation unit 42 of the train-state specifying unit 40 calculates the position information based on the GNSS signals received by the 1 st GNSS unit 15 and the 2 nd GNSS unit 16 (S10). Next, the GNSS detection unit 46 performs GNSS verification and determines whether or not the GNSS information is available (S12).

If the GNSS calibration is not acceptable (no in S14), the on-board operation control unit 30 performs train position calculation processing using TG32 and performs operation control based on the train position calculation processing (S16). If the GNSS verification is acceptable (yes in S14), the vehicle upper-side operation control unit 30 determines whether or not the vehicle upper-side operation control unit is in a region where the ground device 60 communicates with and the GNSS information of the ground device 60 (the 3 rd GNSS unit 61) is used (S18). If the area is not the area using the GNSS information of the ground apparatus 60 (the 3 rd GNSS unit 61) (no in S18), that is, if the area is the area not using the GNSS error information, the in-vehicle apparatus 20 calculates the train position using the in-vehicle GNSS data (the GNSS information of the 1 st GNSS unit 15 and the 2 nd GNSS unit 16) and performs the operation control based on the train position calculation (S20).

If the vehicle is in the area where the GNSS information of the ground apparatus 60 (the 3 rd GNSS unit 61) is used (yes in S18), the on-board apparatus 20 obtains the GNSS error information from the ground apparatus 60 (S22), reflects the GNSS error information in the on-board GNSS data (the GNSS information of the 1 st GNSS unit 15 and the 2 nd GNSS unit 16) (S24), calculates the corrected train position, and performs the operation control using the train position (S26).

As described above, according to the present embodiment, in the vehicle 10, the absolute position of the train (vehicle 10) can be stably determined with high accuracy based on the information output from the 1 st and 2 nd

GNSS receiver units

15b and 16b, and the 1 st and 2 nd

GNSS receiver units

15b and 16b are connected to the 1 st and 2

nd GNSS antennas

15a and 16a provided at a predetermined installation distance a in the front-rear direction. In particular, when a train enters a station, for example, high-precision train position detection is required in order to quickly and safely perform switching of signals and crossing operations. More specifically, it is necessary to set and cancel the no-entry section of the track at an appropriate timing. In this case, the GNSS error information of the 3 rd GNSS unit 61 of the ground device 60 of the platform 88 is reflected in the position information obtained by the 1 st GNSS unit 15 and the 2 nd GNSS unit 16 of the vehicle 10, so that the error of the position information can be eliminated, and the operation control using the position information can be performed quickly and safely.

The present invention has been described above based on the embodiments. This embodiment is an example, and those skilled in the art will understand that various modifications can be realized by the combination of these respective constituent elements, and that such modifications also fall within the scope of the present invention.

Description of the reference numerals

1 train operation system (position detection system)

10 vehicle

15 1 st GNSS part

15a 1 st GNSS antenna

15b 1 st GNSS receiver

16 nd 2 nd GNSS part

16a 2 nd GNSS antenna

16b 2 nd GNSS receiver

20 vehicle device (position detector)

30 vehicle upper side operation control part

31 data part for operation

32 TG

33 on-vehicle communication unit

34 running history unit

40 train state determination unit

42 train position calculating unit

44 train direction calculating unit

46 GNSS detection unit

48 specific position detecting section

60 ground device

61 rd 3GNSS part

61a 3 rd GNSS receiver

61b 3 rd GNSS antenna

62 ground side operation control part

63 ground communication part

70 instruction center

88 platform

99 track

Claims

1. A position detection device is characterized by comprising:

a 1 st GNSS antenna and a 2 nd GNSS antenna which are arranged at a predetermined distance in the front-rear direction of one vehicle and receive GNSS signals from GNSS satellites;

a 1 st GNSS receiver connected to the 1 st GNSS antenna;

a 2 nd GNSS receiver connected to the 2 nd GNSS antenna;

a position calculation unit that calculates a position of the vehicle based on the GNSS signals by using the 1 st GNSS reception unit and the 2 nd GNSS reception unit; and

an error information obtaining unit that obtains GNSS error information from a device on the ground,

the position calculation unit calculates the position of the vehicle by reflecting the GNSS error information when the vehicle is located within a predetermined area from the above-ground device.

2. The position detection device according to claim 1, comprising:

a database of routes traveled by the vehicle; and

a verification unit that verifies whether or not the vehicle is in a state in which the calculation process of the position of the vehicle based on the database and the GNSS signal can be executed,

the position calculating unit executes the process of calculating the position of the vehicle based on the GNSS signal when the detecting unit determines that the vehicle is in a state in which the process of determining the position of the vehicle can be executed, and executes the process of determining the position of the vehicle based on the tachogenerator when the detecting unit determines that the vehicle is not in a state in which the process of calculating the position of the vehicle can be executed.

3. The position detection apparatus according to claim 2,

the position calculation unit compares, when the calculation process of the position of the vehicle based on the GNSS signal is executed, the feature point of transition of the velocity vector calculated by the 1 st GNSS reception unit and the velocity vector calculated by the 2 nd GNSS reception unit with the database, and calculates the position of the vehicle.

4. A position detection system for calculating the position of a vehicle by using an on-vehicle device mounted on the vehicle and a ground device provided on the ground,

the vehicle-mounted device is provided with:

a 1 st GNSS receiver connected to the 1 st GNSS antenna;

a 2 nd GNSS receiver connected to the 2 nd GNSS antenna;

a position calculation unit that calculates a position of the vehicle based on the GNSS signals by using the 1 st GNSS reception unit and the 2 nd GNSS reception unit;

an error information obtaining unit that obtains GNSS error information from a device on the ground side; and

an on-vehicle communication unit that communicates with the ground device,

the ground device is provided with:

a 3 rd GNSS antenna that receives GNSS signals from the GNSS satellites;

a 3 rd GNSS receiver connected to the 3 rd GNSS antenna;

an above-ground control unit that holds position information of the 3 rd GNSS antenna, and calculates the GNSS error information from the held position information of the 3 rd GNSS antenna and position information calculated based on a GNSS signal received by the 3 rd GNSS antenna; and

a ground-side communication unit that transmits the GNSS error information to the onboard device,

the position calculation unit of the in-vehicle device reflects the GNSS error information when calculating the position of the vehicle.

5. A position detection system for calculating the position of a vehicle by using an on-vehicle device mounted on the vehicle, a ground device provided on the ground, and a command center,

the vehicle-mounted device is provided with:

a 1 st GNSS receiver connected to the 1 st GNSS antenna;

a 2 nd GNSS receiver connected to the 2 nd GNSS antenna;

a position calculation unit that notifies the command center of position information based on the GNSS signals of the 1 st GNSS reception unit and the 2 nd GNSS reception unit, and calculates a position of the vehicle based on the position information;

an error information obtaining portion that obtains correction information of the position of the vehicle from the command center; and

an on-vehicle communication unit that communicates with the ground device and the command center,

the ground device is provided with:

a 3 rd GNSS antenna that receives GNSS signals from the GNSS satellites;

a 3 rd GNSS receiver connected to the 3 rd GNSS antenna;

an above-ground control unit that holds position information of the 3 rd GNSS antenna, calculates the GNSS error information from the held position information of the 3 rd GNSS antenna and position information calculated based on a GNSS signal received by the 3 rd GNSS antenna, and notifies the command center of the GNSS error information; and

a ground side communication unit that communicates with the onboard device and the command center,

the command center communicates with the onboard device and the ground device, corrects the position information of the vehicle based on the position information based on the GNSS signals of the 1 st GNSS reception unit and the 2 nd GNSS reception unit obtained from the onboard device and the GNSS error information obtained from the ground device, and manages the operation of the vehicle based on the corrected position information.