JP3490584B2 - Railway vehicle traveling position correction method and erroneous correction prevention method - Google Patents
Railway vehicle traveling position correction method and erroneous correction prevention methodInfo
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- JP3490584B2 JP3490584B2 JP05689797A JP5689797A JP3490584B2 JP 3490584 B2 JP3490584 B2 JP 3490584B2 JP 05689797 A JP05689797 A JP 05689797A JP 5689797 A JP5689797 A JP 5689797A JP 3490584 B2 JP3490584 B2 JP 3490584B2
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Description
【０００１】[0001]
【発明の属する技術分野】本発明は、曲線通過時の車体
傾斜制御を正確に行うために必要な鉄道車両の走行位置
補正方法及び誤補正防止方法に関する。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a railway vehicle traveling position correction method and an erroneous correction prevention method which are necessary for accurately controlling a vehicle body inclination when passing a curve.
【０００２】[0002]
【従来の技術】鉄道車両における強制車体傾斜式は、ア
クチュエータで強制的に車体を傾斜させる方法であり、
車両の曲線路進入に合わせて傾斜させるには曲線路位置
の検知が必要である。2. Description of the Related Art The forced vehicle body tilting method for railway vehicles is a method of forcibly leaning a vehicle body by an actuator.
It is necessary to detect the position of the curved road in order to incline the vehicle as it enters the curved road.
【０００３】曲線路位置の検知方法としては、車両に設
置したジャイロ計や加速度計から検知する方法と、軌道
に沿って設置した地上子を利用する方法がある。しか
し、前者の方法は、曲線路進入時点でその位置を検知す
るため、曲線に対する車体傾斜の追従に遅れを生じやす
い。これに対し、後者の方法は、曲線路進入直前の地点
を検知することにより、曲線に対して車体傾斜を追従さ
せるのが容易である。As a method of detecting a curved road position, there are a method of detecting from a gyroscope and an accelerometer installed in a vehicle, and a method of using a ground element installed along a track. However, in the former method, since the position of the vehicle is detected at the time of entering a curved road, it is easy to cause a delay in following the vehicle body inclination with respect to the curve. On the other hand, in the latter method, it is easy to make the vehicle body follow the curve by detecting the point immediately before entering the curved road.
【０００４】上記後者の地上子を用いた曲線路位置の検
知方法は、車両が走行する線路のデータ（地上子の位
置、曲線路の位置等）を制御装置内に読み込んでおき、
車輪の回転数をカウントして車両の走行距離を算出し、
車両が地上子を通過するごとに走行距離を線路データに
基づいて補正し、走行距離と線路データ内の曲線路位置
を照合することで曲線路位置を検知するのである（例え
ば特公平３−７３５１１号公報参照）。In the latter method of detecting the curved road position using the above-mentioned ground element, the data of the track on which the vehicle is traveling (the position of the ground element, the position of the curved road, etc.) is read into the control device,
Calculate the mileage of the vehicle by counting the number of wheel rotations,
The traveling distance is corrected each time the vehicle passes the ground track based on the track data, and the curved road position is detected by comparing the traveling distance and the curved road position in the track data (for example, Japanese Patent Publication No. 3-73511). (See the official gazette).
【０００５】また、地上子を用いることなく走行位置を
補正する方法として台車のボギー角から曲線位置を検出
し、曲線データの曲線位置との差を補正量とする方法
（例えば特開平６−２１１１３２号公報参照）がある。Further, as a method of correcting the traveling position without using the ground element, a method of detecting the curve position from the bogie angle of the carriage and using the difference from the curve position of the curve data as the correction amount (for example, Japanese Patent Laid-Open No. 6-2111132). (See Japanese Patent Publication).
【０００６】[0006]
【発明が解決しようとする課題】前記地上子を用いるこ
となく走行位置を補正する方法において、台車のボギー
角から曲線位置を検出し、曲線データの曲線位置との差
を補正量とする方法では、補正精度の向上と誤補正を如
何に防止するかが課題となる。In the method of correcting the traveling position without using the ground element, the method of detecting the curve position from the bogie angle of the carriage and using the difference from the curve position of the curve data as the correction amount is used. The issue is how to improve the correction accuracy and prevent erroneous correction.
【０００７】本発明は、上記の現状に鑑みて、列車の曲
線路通過時における車体傾斜制御を曲線路に対し遅れる
ことなく正確に行うのに必要な車両の走行位置を検知す
る際、高精度で走行位置を補正すると共に、走行位置の
誤補正を防止する方法を提供するものである。In view of the above situation, the present invention is highly accurate in detecting the traveling position of a vehicle, which is necessary to accurately perform vehicle body inclination control when a train passes through a curved road without delaying the curved road. The present invention provides a method for correcting a traveling position and preventing an erroneous correction of the traveling position.
【０００８】[0008]
【課題を解決するための手段】本発明者らは、前記の目
的を達成するため種々の実験、研究を重ねた結果次の発
明を完成するに至った。The present inventors have SUMMARY OF THE INVENTION The various experiments to achieve the above object, leading to the result of extensive research to complete the following invention.
【０００９】（１） 台車のボギーによる車体と台車間
の相対回転変位を検出する装置と、車輪の回転数を検出
する装置と、これら装置からの検出信号を予め入力し記
録されている線路データと比較し演算する制御装置を備
えた鉄道車両において、車体と台車間の相対回転変位よ
り算出した曲線半径と、車輪回転数より積算した走行距
離に基づく車両の走行位置とを、上記線路データの曲線
半径、曲線位置と比較し、線路データ中に該当する曲線
が存在する場合に、車輪回転数より積算した走行位置と
線路データの曲線位置との差を補正量として車両の走行
位置を補正する方法において、相対回転変位より算出し
た曲線半径ｒが予め設定したしきい値ｒ0以下になった
ときの曲線進入地点ｄ 1 と前記しきい値ｒ0以上になった
ときの曲線脱出地点ｄ 2 の中間地点ｄ m に対し、線路デー
タ中の該当する曲線の中間地点Ｄ m との差を補正量とし
て車両の走行位置を補正することを特徴とする。(1) A device for detecting the relative rotational displacement between the car body and the bogie due to the bogie of the bogie, a device for detecting the rotational speed of the wheels, and line data recorded by previously inputting detection signals from these devices. In a railroad vehicle equipped with a control device that compares and calculates with the curve radius calculated from the relative rotational displacement between the car body and the bogie, and the traveling position of the vehicle based on the traveling distance integrated from the wheel rotation speed, When the corresponding curve exists in the track data by comparing with the curve radius and curve position, the vehicle travel position is corrected using the difference between the running position integrated from the wheel rotation speed and the curve position of the track data as the correction amount. in the method, the curve radius r calculated from the relative rotational displacement becomes a curve entry point d 1 when <br/> became below the threshold r 0 which is set in advance the threshold value r 0 or more <br / > curve when To intermediate locations point d m of point d 2 output, and correcting a running position of the vehicle a difference between the intermediate locations, points D m of the corresponding curve in line data as the correction amount.
【００１０】（２） 車体と台車間の相対回転変位より
算出した曲線半径ｒが予め設定したしきい値ｒ0以下に
なったときの曲線進入地点ｄ1と前記しきい値ｒ0以上に
なったときの曲線脱出地点ｄ2の差が、線路データ中の
該当する曲線の入口緩和曲線始点と出口緩和曲線終点と
の間の距離である曲線長ＤTより長い場合、または線路
データ中の該当する曲線の円曲線始点と円曲線終点との
間の距離である円曲線長ＤCより短い場合は、請求項１
記載の走行位置補正方法による車両の走行位置の補正を
行わず、誤補正を防ぐことを特徴とする。[0010] (2) in the curve entry point d 1 when the radius of curvature r which is calculated from the relative rotational displacement between the car body and the bogie is equal to or less than the threshold value r 0 which is set in advance the threshold value r 0 or more The difference between the curve escape points d 2 when the value becomes equal to the start point of the entrance relaxation curve and the end point of the exit relaxation curve of the corresponding curve in the track data.
Is the distance between the longer than curve length D T, or line
Between the circular curve start point and the circular curve end point of the corresponding curve in the data
When it is shorter than the circular curve length D C which is the distance between the two , the claim 1
The traveling position correction method correcting the traveling position of the vehicle by the described
It is characterized by preventing erroneous correction without performing it.
【００１１】（３） 前記（１）の鉄道車両の走行位置
補正方法または（２）の走行位置誤補正防止方法におい
て、しきい値ｒ0の値を、直線に近い値（１／ｒ 0 ＝０）
と曲線半径ｒに近い値から離して設定することを特徴と
する。(3) In the railway vehicle traveling position correction method of (1) or the traveling position error correction prevention method of (2), the value of the threshold value r 0 is close to a straight line (1 / r 0 = 0)
Is set apart from a value close to the curve radius r .
【００１２】（４） 前記（１）の鉄道車両の走行位置
補正方法または（２）の走行位置誤補正防止方法におい
て、走行する各曲線の曲率半径の大きさに応じてしきい
値ｒ0の値を変更することを特徴とする。(4) In the traveling position correction method for a railway vehicle of (1) or the traveling position error correction prevention method of (2), the threshold r 0 is set according to the magnitude of the radius of curvature of each traveling curve . It is characterized by changing the value.
【００１３】（５） 請求項２記載の鉄道車両の走行位
置誤補正防止方法において、線路データの曲線中、補正
対象曲線を曲線長のしきい値ｒ 0 以上の曲線に限定し、
かつ補正量が該当する曲線長Ｄ T の１／２以上の場合は
車両の走行位置を補正しないことを特徴とする。[0013] (5) limited in the running position erroneous correction method for preventing railway vehicle according to claim 2, in the curve of the line data, the corrected curve threshold r 0 or more curves of the curve length,
When the correction amount is 1/2 or more of the corresponding curve length D T , the traveling position of the vehicle is not corrected.
【００１４】[0014]
【発明の実施の形態】図１に示すように、車体４と台車
５の間に設置した台車のボギーによる車体と台車間の相
対回転変位を検知する変位計１からの検知信号６は制御
器２に入力され、ここで相対回転変位に基づいて曲線半
径が求められる。また、車輪の回転数を検出するための
速度発電機３より発生するパルス信号７は制御器２に入
力され、パルス数が積算され、車輪の回転数と車輪径よ
り走行位置が計算される。そして、この走行位置と検知
信号６から計算された曲線半径は図５に示すように、予
め制御器２に記録されている線路データと照合し、線路
データ中に該当する曲線が存在した場合に走行位置の補
正をする。BEST MODE FOR CARRYING OUT THE INVENTION As shown in FIG. 1, a detection signal 6 from a displacement gauge 1 for detecting a relative rotational displacement between a vehicle body and a vehicle due to a bogie of a vehicle installed between a vehicle body 4 and a vehicle 5 is a controller. 2 is input to the curve radius based on the relative rotational displacement. Further, the pulse signal 7 generated from the speed generator 3 for detecting the rotational speed of the wheel is input to the controller 2, the pulse number is integrated, and the traveling position is calculated from the rotational speed of the wheel and the wheel diameter. Then, as shown in FIG. 5, the curve radius calculated from the traveling position and the detection signal 6 is collated with the track data recorded in the controller 2 in advance, and when a corresponding curve exists in the track data, Correct the running position.
【００１５】図５、図６及び図８（Ａ）（Ｂ）に基づい
て鉄道車両の走行位置補正方法を説明する。変位計の値
より算出された曲線半径ｒが予め設定したしきい値ｒ0
以下になった地点を曲線進入地点ｄ1とする。次いで、
算出された曲線半径ｒが前記しきい値ｒ0以上になった
地点を曲線脱出地点ｄ2とする。そして、ｄ2−ｄ1で求
められた地点を曲線中間地点ｄmとする。A method for correcting the traveling position of the railway vehicle will be described with reference to FIGS. 5, 6 and 8A and 8B. The curve radius r calculated from the value of the displacement gauge is a preset threshold value r 0
The point which becomes below is designated as the curve approach point d 1 . Then
The point calculated curve radius r becomes equal to or greater than the threshold value r 0 and the curve exit point d 2. Then, the point obtained by d 2 -d 1 and curve waypoint d m.
【００１６】引続き、線路データ中の曲線より曲線中間
地点Ｄ mを求める。曲線中間地点Ｄ mの算出には、線路デ
ータ中の該当する曲線の４地点、すなわち入口緩和曲線
始点ＢＴＣ、円曲線始点ＢＣＣ、円曲線終点ＥＣＣ、出
口緩和曲線終点ＥＴＣの距離と曲線半径ｒ及びしきい値
ｒ0を用いて次の１式により求められる。Subsequently, the curve midpoint D m is obtained from the curve in the line data. To calculate the curve middle point D m , four points of the corresponding curve in the track data, that is, the entrance relaxation curve start point BTC, the circular curve start point BCC, the circular curve end point ECC, the exit relaxation curve end point ETC, and the curve radius r and It is calculated by the following equation 1 using the threshold value r 0 .
【００１７】[0017]
【数１】 [Equation 1]
【００１８】次いで、ｄ1、ｄ2 の値を線路データと照合
し、一致している場合はＤm−ｄmを補正量として走行位
置を補正する。また、一致しない場合は誤補正または補
正精度が悪い場合であるから、この曲線では走行位置の
補正はしない。Next, the values of d 1 and d 2 are collated with the line data, and if they match, the traveling position is corrected using D m -d m as the correction amount. If they do not match, it means that the correction position is incorrect or the correction accuracy is poor. Therefore, the traveling position is not corrected on this curve.
【００１９】次に、曲線データとの照合方法を図７に基
づいて説明する。曲線進入地点ｄ1及び曲線脱出地点ｄ2
より求められるしきい値通過地点間距離ｄ＝ｄ2−ｄ1が
線路データ中の円曲線長ＤCよりも短い場合または曲線
長ＤTよりも長い場合は、ｄ1またはｄ2の精度が悪いこ
と、または線路データ上の該当地点にある曲線ではない
ことが考えられるため照合不一致とする。Next, a method of collating with curve data will be described with reference to FIG. Curve entry point d 1 and curve exit point d 2
When the distance d = d 2 −d 1 between the threshold passing points obtained by the above is shorter than the circular curve length D C in the line data or longer than the curve length D T , the accuracy of d 1 or d 2 is Since it is possible that it is bad or that it is not a curve at the corresponding point on the track data, it is judged as a mismatch.
【００２０】また、曲線が連続している場合には、線路
データ中の本来照合すべき曲線の前後に存在する曲線と
照合し、誤補正が行われるのを防ぐため、補正対象曲線
をある一定の曲線長ＤT以上の範囲に絞り込む。Further, when the curves are continuous, the curves to be corrected are collated with the curves existing before and after the curve to be collated in the line data, and the correction target curve is set to a certain value in order to prevent erroneous correction. Narrow down to the range of curve length D T or more.
【００２１】曲線長のしきい値をｄ0とすると、ｄ＜ｄ0
の曲線または線路データ中の曲線長に対してもＤT＜ｄ0
となる曲線は補正対象外とする。また、補正量の絶対値
｜Ｄm−ｄm｜が該当する曲線の曲線長ＤTの１／２以上
の場合も、該当する曲線の前後の曲線で照合される可能
性があるため照合不一致とするるAssuming that the threshold of the curve length is d 0 , d <d 0
Curve or the length of the curve in the track data, D T <d 0
The curve that becomes is not subject to correction. Further, even if the absolute value of the correction amount | D m −d m | is 1/2 or more of the curve length D T of the corresponding curve, there is a possibility that the curves before and after the corresponding curve may be matched, and thus the matching mismatch. And
【００２２】以上の方法により、鉄道車両の走行位置の
補正を該当する曲線で繰り返すことにより、走行位置の
累積誤差も小さくできる。その結果、車両の計測走行位
置に基づく曲線位置と実際の曲線位置との誤差を僅少に
でき、曲線位置検知の精度が向上する。また、誤補正を
防止できるため、曲線検知の信頼性が向上する。以上に
より、曲線に対して車体傾斜を追従させるのが容易とな
り、曲線路における車体傾斜制御が正確にできる。By repeating the correction of the running position of the railway vehicle on the corresponding curve by the above method, the cumulative error of the running position can be reduced. As a result, the error between the curve position based on the measured traveling position of the vehicle and the actual curve position can be reduced, and the accuracy of curve position detection is improved. Further, since erroneous correction can be prevented, the reliability of curve detection is improved. As described above, it becomes easy to make the vehicle body tilt follow a curve, and the vehicle body tilt control on a curved road can be accurately performed.
【００２３】[0023]
【実施例】本発明の走行位置補正方法の実施例を、その
補正方法を実施するための装置例に基づいて説明する。
図１に示すように、車体４と台車５との間に、台車のボ
ギーによる車体と台車間の相対回転変位を検知する変位
計１を設置し、その検知信号６を制御器２に入力するよ
うに設ける。一方、輪軸には速度発電機３が設置され、
そのパルス信号７を制御器２に入力するように設ける。
上記変位計１は、軌道の直線区間では図２に示すよう
に、中立状態にあり、曲線区間では図３に示すように、
作動して変位量ｘだけ伸縮する。DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of the traveling position correcting method of the present invention will be described based on an example of an apparatus for carrying out the correcting method.
As shown in FIG. 1, a displacement gauge 1 for detecting a relative rotational displacement between the vehicle body and the carriage due to a bogie of the carriage is installed between the vehicle body 4 and the carriage 5, and a detection signal 6 thereof is input to a controller 2. To set up. On the other hand, a speed generator 3 is installed on the wheel axle,
The pulse signal 7 is provided so as to be input to the controller 2.
The displacement meter 1 is in a neutral state as shown in FIG. 2 in the straight section of the track, and as shown in FIG. 3 in the curved section.
It operates and expands and contracts by the displacement amount x.
【００２４】変位計１の変位量ｘと曲線半径ｒとの関係
は、図４においてａは変位計の取付け位置（車体中心か
らの距離）、Ｌは台車中心間距離の１／２とすればｒ／
ａ＝Ｌ／ｘとなり、簡略化すればｒ＝ａＬ／ｘとなる。
なお、図１では、一つの車両に変位計１と速度発電機３
を各一つづつ設けた場合を示したが、これらは必ずしも
各車両に取り付ける必要はなく、１編成の列車に１組設
ければ機能する。As for the relationship between the displacement amount x of the displacement meter 1 and the curve radius r, in FIG. 4, a is the mounting position of the displacement meter (distance from the center of the vehicle body), and L is 1/2 the distance between the center of the carriage. r /
a = L / x, and if simplified, r = aL / x.
In FIG. 1, one vehicle is equipped with a displacement gauge 1 and a speed generator 3.
Although the case where one train is provided for each train is shown, these do not necessarily have to be installed on each vehicle and can be provided by providing one set for one train.
【００２５】次に、走行位置補正量を求める方法を図
５、図６のフローチャートに基づいて説明する。変位計
の値より算出された曲線半径ｒは、車両が直線区間から
曲線区間に進入すると時々刻々と値が変わり、予め設定
したしきい値ｒ0以下になったときに速度発電機のパル
ス信号の積算値と車輪径から求められる車両の曲線進入
地点をメモリ上にｄ1として記録する。また、車両が曲
線区間から直線区間に脱出すると、曲線半径ｒの値は次
第に大きくなり、前記しきい値ｒ0以上になったときの
車両の曲線脱出地点をメモリ上にｄ2として記録する。
ｄ1とｄ2が記録された時点で今通過した曲線の中間地点
ｄmを下記２式で求める。Next, a method for obtaining the traveling position correction amount will be described with reference to the flow charts of FIGS. Curve radius r which is calculated from the value of the displacement meter, vehicle is constantly and values change when entering the linear section in a curved section, the rate generator pulse signal when it is below the threshold value r 0 which is set in advance The curve entry point of the vehicle obtained from the integrated value and the wheel diameter is recorded on the memory as d 1 . Further, when a vehicle escape from curved section to a straight section, the value of the curve radius r increases gradually, recording the curve exit point of the vehicle when it is the threshold value r 0 or more as d 2 in the memory.
The midpoint d m of the curve that has just passed when d 1 and d 2 are recorded is calculated by the following two equations.
【００２６】[0026]
【数２】 [Equation 2]
【００２７】そして、制御器内に予め入力してある線路
データから曲線中間地点を求める。この線路データ上の
曲線中間地点Ｄmは前記１式より求めることができる。Then, the midpoint of the curve is obtained from the line data previously input in the controller. The curve midpoint D m on the line data can be obtained from the above equation 1.
【００２８】車両の走行位置の補正量は、（曲線データ
上の曲線中間地点Ｄm）−（測定値より算出した曲線中
間地点ｄm）で求める。この補正量をパルス信号の積算
と車輪径から求められる車両の走行位置に加算すること
により車両の走行位置が補正される。この補正により、
次に接近する曲線に対してデータ上の曲線位置と実際の
曲線位置が大きくずれるのを避けることができる。以後
前記の補正を繰り返すことにより、データ上の曲線位置
と実際の曲線位置を一致させることができる。The correction amount of the traveling position of the vehicle is calculated by (curve midpoint D m on the curve data)-(curve midpoint d m calculated from the measured value). The traveling position of the vehicle is corrected by adding this correction amount to the traveling position of the vehicle obtained from the integration of the pulse signals and the wheel diameter. With this correction,
It is possible to avoid a large deviation between the curve position on the data and the actual curve position with respect to the next approaching curve. After that, by repeating the above correction, the curve position on the data and the actual curve position can be matched.
【００２９】前記のごとく、曲線半径ｒは、ｒ＝ａＬ／
ｘの式により求められるが、実際には車輪とレール間の
左右方向に存在する遊間や軌道の通り狂いの影響を受
け、走行中は台車のヨーイング動揺となって、曲線半径
ｒは常に変動している。As described above, the curve radius r is r = aL /
It can be calculated by the formula of x, but in reality, it is affected by the gap between the wheels and the rails in the left-right direction and the deviation of the track, which causes yawing sway of the bogie during traveling, and the curve radius r constantly fluctuates. ing.
【００３０】このため、変動している曲線半径ｒの値に
よって、しきい値ｒ0 以上または以下となったとき、曲
線でない地点で曲線と認識してしまい誤補正する可能性
がある。これを防止するには、しきい値ｒ0は直線に近
い値（１／ｒ0＝０）と曲線半径に近い値から離すべき
であり、補正対象曲線の曲線半径をｒ1とすると１／ｒ0
＝１／２ｒ1が良い。Therefore, when the value of the changing curve radius r is equal to or larger than or equal to the threshold value r 0 , the curve may be recognized as a curve at a non-curve point and may be erroneously corrected. In order to prevent this, the threshold value r 0 should be separated from a value close to a straight line (1 / r 0 = 0) and a value close to the curve radius, and 1 / when the curve radius of the correction target curve is r 1. r 0
= 1 / 2r 1 is good.
【００３１】しかし、実際の路線は、曲線半径の異なる
多数の曲線で構成されるため、しきい値ｒ0は種々の曲
線半径を考慮して設定しなければならない。例えば、構
造企画より新幹線を除く一般本線の最小曲線半径は２０
０ｍであることから、しきい値ｒ0は４００ｍが下限と
なる。また、しきい値ｒ0の上限は、図９（Ａ）（Ｂ）
に示す測定結果を基に、直線区間で曲線半径ｒの変動の
影響を受けないために２０００ｍとする。However, since the actual route is composed of many curves having different curve radii, the threshold value r 0 must be set in consideration of various curve radii. For example, the minimum curve radius for general main lines, excluding the Shinkansen, is 20 from structural planning.
Since it is 0 m, the lower limit of the threshold value r 0 is 400 m. The upper limit of the threshold value r 0 is shown in FIGS.
Based on the measurement result shown in (2), it is set to 2000 m so that it is not affected by the fluctuation of the curve radius r in the straight section.
【００３２】また、走行路線が前半は曲線半径r 2の曲線
が多く、後半は曲線半径r 3の曲線が多いような場合に
は、区間に応じてしきい値r0を前半の区間をr0=2r 2、後
半の区間をr0=2r 3となるように可変にする。このように
すれば、より多くの補正対象曲線で1/r0=1/2r 1にするこ
とができる。例えば、A-B-Cの走行区間で、A-B間は曲線
半径1000m程度の比較的緩やかな曲線が多く、B-C間は曲
線半径400m程度のきつい曲線が多い場合、A-B間はr0=20
00m、B-C間はr0=800mと設定値を変える。When the first half of the traveling route has many curves with the curve radius r 2 and the second half has many curves with the curve radius r 3 , the threshold value r 0 is set according to the section. 0 = 2 r 2 , and the second half is made variable so that r 0 = 2 r 3 . By doing so, it is possible to make 1 / r 0 = 1/2 r 1 in more curves to be corrected. For example, if there are many relatively gentle curves with a curve radius of about 1000 m between AB and many tight curves with a curve radius of about 400 m between ABC in the traveling section of ABC, r 0 = 20 between AB
Between 00m and BC, change the set value to r 0 = 800m.
【００３３】更に、図７及び図８（Ａ）（Ｂ）により、
測定した中間地点と線路データを照合し、誤補正を防止
する方法を説明する。曲線進入地点ｄ1と曲線脱出地点
ｄ2間のしきい値通過地点間距離をｄとするとｄ＝ｄ2−
ｄ1となる。図７より、このしきい値通過地点間距離ｄ
は線路データ上の該当する曲線の曲線長ＤTより短く、
円曲線長ＤCより長いのは明らかである。もし、しきい
値通過地点間距離ｄが曲線の曲線長ＤTより長い場合ま
たは円曲線長ＤCより短い場合は、線路データ中の照合
した曲線が実際の曲線と相違しているか、もしくは曲線
進入地点ｄ1や曲線脱出地点ｄ2の値に大きな誤差がある
場合である。したがって、ｄ＞ＤTまたはｄ＜ＤCの場合
は、誤補正を防止するため車両の走行位置を補正しな
い。Further, referring to FIGS. 7 and 8A and 8B,
A method for comparing the measured waypoint and the track data to prevent erroneous correction will be described. If the distance between the threshold passage points between the curve entry point d 1 and the curve exit point d 2 is d, d = d 2 −
It becomes d 1 . From FIG. 7, the distance d between the threshold passing points is
Is shorter than the curve length D T of the corresponding curve on the line data,
Obviously, it is longer than the circular curve length D C. If the distance d between the threshold passage points is longer than the curve length D T of the curve or shorter than the circular curve length D C , the matched curve in the line data is different from the actual curve, or the curve This is the case where there is a large error in the values of the entry point d 1 and the curve exit point d 2 . Therefore, when d> D T or d <D C , the traveling position of the vehicle is not corrected to prevent erroneous correction.
【００３４】また、よく似た曲線半径、曲線長をもつ曲
線が連続する場合には、線路データ中の該当する曲線の
前後の曲線と照合してしまう誤補正が起こりかねない。
更に、曲線の前後に分岐器がある場合には、分岐器の分
岐側通過を曲線と判断して誤補正をしかねない。Further, when curves having similar curve radii and curve lengths are continuous, erroneous correction may occur by collating with curves before and after the corresponding curve in the line data.
Further, if there is a branching device before and after the curve, the passage on the branching side of the branching device may be determined as a curve and erroneous correction may be performed.
【００３５】このため、まず補正対象曲線をある曲線長
（しきい値ｄ0）以上の曲線に限定する。したがって、
補正対象曲線を線路データの曲線中でＤT＞ｄ0の曲線の
みに限定する。同様に測定した値である地点ｄ1と地点
ｄ2間の距離ｄについてもｄ＞ｄ0となる曲線のみに補正
対象を限定する。曲線長のしきい値ｄ0は、例えば２０
番分岐器長さを考慮すると５０ｍ以上は必要である。Therefore, first, the correction target curve is limited to a curve having a certain curve length (threshold value d 0 ) or more. Therefore,
The correction target curve is limited to only the curve of D T > d 0 in the curve of the line data. Similarly, with respect to the distance d between the point d 1 and the point d 2 which is the measured value, the correction target is limited to only the curve satisfying d> d 0 . The curve length threshold value d 0 is, for example, 20.
Considering the length of the turnout device, 50 m or more is necessary.
【００３６】また、線路データ中の該当する曲線の前後
の曲線と照合することを防止するには、補正量の絶対値
｜Ｄm−ｄ0｜が該当する曲線長の１／２の長さ以内であ
ることが必要である。例えば、曲線長ＤT＝１００ｍ、
曲線長のしきい値ｄ0＝８０ｍとした場合、補正量の絶
対値｜Ｄm−ｄ0｜＝３０ｍならば、測定した中間地点ｄ
mの位置は、線路データ上の該当する曲線のＢＴＣから
ＥＴＣの間にあるため、線路データの該当する曲線の前
後の曲線を照合することはない。In order to prevent matching with the curve before and after the corresponding curve in the line data, the absolute value of the correction amount | D m −d 0 | is half the corresponding curve length. It must be within. For example, the curve length D T = 100 m,
When the curve length threshold value d 0 = 80 m and the absolute value of the correction amount | D m −d 0 | = 30 m, the measured intermediate point d
Since the position of m is between BTC and ETC of the corresponding curve on the line data, the curves before and after the corresponding curve of the line data are not compared.
【００３７】しかし補正量の絶対値｜Ｄm−ｄ0｜＝６０
ｍの場合は、｜Ｄm−ｄ0｜＞ＤT／２となり、測定した
曲線中間地点ｄmの位置は、線路データ上の該当する曲
線のＢＴＣからＥＴＣの間からはずれる。もしこの場
合、該当する曲線の前後の曲線が近接していると、この
前後の曲線と照合してしまい誤補正をする可能性があ
る。以上の理由により、補正量の絶対値｜Ｄm−ｄ0｜＞
ＤT／２の場合は、誤補正を防止するために車両の走行
位置を補正しない。However, the absolute value of the correction amount | D m −d 0 | = 60
In the case of m, | D m −d 0 |> D T / 2, and the position of the measured curve midpoint d m deviates from between BTC and ETC of the corresponding curve on the line data. In this case, if the curves before and after the corresponding curve are close to each other, the curves before and after the curve may be collated with each other to cause erroneous correction. For the above reason, the absolute value of the correction amount | D m −d 0 |>
In the case of DT / 2, the traveling position of the vehicle is not corrected in order to prevent erroneous correction.
【００３８】本発明の実施により地点補正を行なった場
合と比較のため地点補正を行なわない場合のそれぞれに
ついて、線路データ上の曲率と測定した曲率とを比較し
て図９に示す。図９（Ａ）の結果より、本発明の実施に
よれば線路データ上の曲率がずれていても走行位置が補
正されることにより、次の曲線からは線路データと実際
の曲線位置が一致することがわかる。しかし、比較例の
図９（Ｂ）に示すように、地点補正をしない場合は、曲
線データと実際の曲線位置がずれていることがわかる。FIG. 9 shows a comparison between the curvatures on the line data and the measured curvatures for the case where the spot correction is performed according to the present invention and the case where the spot correction is not performed for comparison. From the result of FIG. 9A, according to the embodiment of the present invention, the traveling position is corrected even if the curvature on the track data is deviated, so that the track data and the actual curve position match from the next curve. I understand. However, as shown in FIG. 9B of the comparative example, it is understood that the curve data and the actual curve position are deviated when the point correction is not performed.
【００３９】計測位置検知の精度比較例として、本発明
法と比較例（従来の技術としてあげた特開平６−２１１
１３２号公報記載の発明）について、４種類の計測した
曲率で補正量を比較した例を図１０（Ａ）〜（Ｅ）に、
またその際の補正量をまとめて表１に示す。As a comparative example of the accuracy of the measurement position detection, the method of the present invention and a comparative example (Japanese Unexamined Patent Publication No. 6-211 mentioned above as a conventional technique).
132), an example in which correction amounts are compared with four types of measured curvatures is shown in FIGS.
In addition, the correction amounts in that case are summarized in Table 1.
【００４０】[0040]
【表１】 [Table 1]
【００４１】図１０（Ａ）は、データ上の曲率を示す線
図であり、ｄ1は３０ｍ地点、ｄ2は１７０ｍ地点で、ｄ
＝１７０−３０＝１４０ｍ、したがって曲線の中間点は
１００ｍ地点である。図１０（Ｂ）のＮｏ．１と図１０
（Ｃ）のＮｏ．２の場合は、いずれも５ｍ補正してい
る。そして、図１０（Ｄ）のＮｏ．３のと図１０（Ｅ）
のＮｏ．４の場合は、比較例は５ｍ補正しているが、本
発明は補正量が零である。FIG. 10A is a diagram showing the curvature on the data, where d 1 is 30 m point, d 2 is 170 m point, and d is
= 170-30 = 140 m, so the midpoint of the curve is at 100 m. No. 1 in FIG. 1 and FIG.
(C) No. In the case of 2, both are corrected by 5 m. Then, No. 1 in FIG. 3 and FIG. 10 (E)
No. In the case of 4, the comparative example corrects by 5 m, but in the present invention, the correction amount is zero.
【００４２】次に、２つの曲線が近接し、車両の走行距
離の累積誤差が大きくなり、車両はＮｏ．１曲線を通過
したにもかかわらず、曲線データ上はＮｏ．２曲線を通
過中と判断しかねない場合の例を図１１（Ａ）（Ｂ）に
示す。この場合、請求項１に記載した発明のみによれ
ば、Ｎｏ．２曲線を通過中と判断し誤補正が行なわれ
る。その結果、（Ｎｏ．２曲線地点）−（Ｎｏ．１曲線
地点）＝１４０−３０＝１１０ｍの地点のずれを生じ
る。Next, the two curves come close to each other, and the cumulative error of the traveling distance of the vehicle becomes large. No. 1 on the curve data despite passing through 1 curve. An example in which it may be determined that the vehicle is passing through two curves is shown in FIGS. In this case, according to only the invention described in claim 1, No. It is determined that the vehicle is passing through two curves and erroneous correction is performed. As a result, a deviation of (No. 2 curve point)-(No. 1 curve point) = 140-30 = 110 m occurs.
【００４３】また、請求項１の発明に請求項２の発明の
方法を加えて行なえば、図１１（Ｂ）に示すように、し
きい値ｒ0をまたぐ距離ｄ＝５５ｍであることから、測
定による曲線はＮｏ．１曲線であることを判断し、正常
に走行位置を補正する。そのため、地点のずれは零とな
る。Further, when the method of the invention of claim 2 is added to the invention of claim 1, as shown in FIG. 11B, since the distance d = 55 m across the threshold value r 0 , The measured curve is No. It is determined that the curve is one, and the traveling position is corrected normally. Therefore, the deviation of the points is zero.
【００４４】なお、請求項１の発明に請求項５の発明の
方法を加えて行なえば、Ｎｏ．２曲線を通過中と判断
し、誤補正が行われる。そのため、１１０ｍｍの地点の
ずれが生じる。When the method of the invention of claim 5 is added to the invention of claim 1, No. It is determined that the vehicle is passing through two curves, and erroneous correction is performed. Therefore, a deviation of 110 mm occurs.
【００４５】更に、短い曲線に近接して分岐器があり、
車両が分岐側へ走行することによって、分岐器通過時に
測定した曲率に短い曲線と同様な波形が現れた場合を図
１２（Ａ）に示す。この場合、請求項１に記載した発明
のみによれば、分岐器通過を短い曲線を通過中と判断し
誤補正が行われる。その結果、（短い曲線地点）−（３
５０ｍ地点）＝４００−３５０＝５０ｍの走行地点のず
れを生じる。Furthermore, there is a branching device near the short curve,
FIG. 12 (A) shows a case where a curve similar to a short curve appears in the curvature measured when the vehicle passes the branching device as the vehicle travels to the branching side. In this case, according to only the invention described in claim 1, erroneous correction is performed by determining that the branching device is passing through a short curve. As a result, (short curve point)-(3
50m point) = 400-350 = 50m, there is a deviation of the running point.
【００４６】また、請求項１の発明に請求項２の発明の
方法を加えて行なえば、図１２（Ｂ）に示すように、し
きい値ｒ0をまたぐ距離ｄ＝３５ｍで、誤補正防止の条
件に合致するため、短い曲線通過と判断し、誤補正が行
われる。その結果、５０ｍの走行地点のずれを生じる。Further, if the method of the invention of claim 2 is added to the invention of claim 1, as shown in FIG. 12B, erroneous correction is prevented at a distance d = 35 m across the threshold value r 0. Since the condition is satisfied, it is determined that the curve has passed through a short curve and erroneous correction is performed. As a result, a deviation of the travel point of 50 m occurs.
【００４７】なお、請求項１の発明に請求項５の発明の
方法を加えて行なえば、短い曲線の曲線長が４０ｍと短
く、曲線長のしきい値５０ｍ以上の条件を満足しないた
め、分岐器で誤補正しない。If the method of the invention of claim 5 is added to the invention of claim 1, the curve length of the short curve is as short as 40 m, and the condition of the curve length threshold value of 50 m or more is not satisfied. Do not erroneously correct with a vessel.
【００４８】更に、短い曲線の場合について別の例を図
１２（Ｃ）に示す。短い曲線の曲線長が６０ｍで、曲線
長のしきい値５０ｍ以上の条件を満足している。しか
し、補正量が５１０−３５０＝６０ｍとなり、もう一つ
の条件である補正量が該当する曲線長の１／２以上の条
件を満たすため補正せず、この分岐器では誤補正が生じ
ない。Another example of the case of a short curve is shown in FIG. The curve length of the short curve is 60 m, which satisfies the condition that the curve length threshold is 50 m or more. However, the correction amount becomes 510-350 = 60 m, and the correction amount, which is another condition, satisfies the condition of ½ or more of the corresponding curve length, so that the correction is not performed and the erroneous correction does not occur in this branching device.
【００４９】[0049]
【発明の効果】本発明の実施によれば、車両の計測走行
位置に基づく曲線位置と実際の曲線位置との誤差を僅少
にでき、曲線位置検知の精度が向上する。また、誤補正
を防止できるため、曲線検知の信頼性が向上する。According to the embodiments of the present invention, the error between the curve position based on the measured traveling position of the vehicle and the actual curve position can be reduced, and the accuracy of curve position detection is improved. Further, since erroneous correction can be prevented, the reliability of curve detection is improved.
【図１】この発明を実施するのに必要な装置を備えた鉄
道車両の一例を示す説明図である。FIG. 1 is an explanatory view showing an example of a railway vehicle equipped with a device necessary for carrying out the present invention.
【図２】図１の車両が直線路を走行している際の車体と
台車との位置関係を示す説明図である。FIG. 2 is an explanatory diagram showing a positional relationship between a vehicle body and a bogie when the vehicle of FIG. 1 is traveling on a straight road.
【図３】図１の車両が曲線路を走行している際の車体と
台車との位置関係を示す説明図である。FIG. 3 is an explanatory diagram showing a positional relationship between a vehicle body and a bogie when the vehicle of FIG. 1 is traveling on a curved road.
【図４】図１の車両における変位計の変位量と曲線半径
との関係を簡略化して示す説明図である。FIG. 4 is an explanatory view showing a simplified relationship between a displacement amount of a displacement meter and a curve radius in the vehicle of FIG.
【図５】この発明の実施により走行位置を補正する際の
操作の前半を示すフローチャートである。FIG. 5 is a flowchart showing the first half of the operation when correcting the traveling position according to the embodiment of the present invention.
【図６】この発明の実施により走行位置を補正する際の
図５に引き続いて行われる操作の後半を示すフローチャ
ートである。FIG. 6 is a flowchart showing the latter half of the operation performed subsequent to FIG. 5 when correcting the traveling position according to the embodiment of the present invention.
【図７】本発明の実施において図６に示す線路データと
の照合をする際のフローチャートである。FIG. 7 is a flowchart for collating with the line data shown in FIG. 6 in implementing the present invention.
【図８】（Ａ）は地点補正量の求め方を示す説明図、
（Ｂ）は図７中の符号を示した説明図である。FIG. 8A is an explanatory diagram showing how to obtain a spot correction amount;
(B) is an explanatory view showing the reference numerals in FIG. 7.
【図９】（Ａ）は本発明の実施により地点補正をした場
合の線路データ上の曲率と測定した曲率とを比較して示
すグラフ、（Ｂ）は地点補正をしない場合の線路データ
上の曲率と測定した曲率とを比較して示すグラフであ
る。FIG. 9A is a graph showing the curvature on the track data when the spot correction is performed according to the present invention and the measured curvature, and FIG. 9B is on the track data when the spot correction is not performed. It is a graph which shows and compares the curvature and the measured curvature.
【図１０】本発明法と従来法による比較例とにより、曲
線位置検知の精度を補正量で示した線図で、（Ａ）は曲
線データ上の曲率を示し、（Ｂ）〜（Ｅ）は計測した曲
率１〜４の場合を示す。FIG. 10 is a diagram showing the accuracy of curve position detection by a correction amount by the method of the present invention and a comparative example by the conventional method, (A) shows the curvature on the curve data, and (B) to (E). Indicates the case of measured curvatures 1 to 4.
【図１１】本発明により誤補正防止法を実施した場合の
線図で、（Ａ）は曲線データ上の曲率を示し、（Ｂ）は
計測した曲率を示す。FIG. 11 is a diagram in the case where an erroneous correction prevention method is implemented according to the present invention, where (A) shows the curvature on the curve data and (B) shows the measured curvature.
【図１２】本発明を短い曲線に分岐器が近接した場合に
実施した際の誤補正の発生を説明する線図で、（Ａ）は
曲線データ上の曲率を、（Ｂ）は測定した曲率を、
（Ｃ）は他の短い曲線のみを示す。FIG. 12 is a diagram illustrating the occurrence of erroneous correction when the present invention is carried out when a branching device is close to a short curve, (A) shows a curvature on curve data, and (B) shows a measured curvature. To
(C) shows only the other short curves.
【符号の説明】 １ 変位計 ２ 制御器 ３ 速度発電機 ４ 車体 ５ 台車 ６ 検知信号 ７ パルス信号 ａ 変位計の取付け位置 Ｌ 台車中心間距離の１／２長さ ｒ 曲線半径 ｘ 変位計の変位量 ｒ0 しきい値 ｄ ｄ1とｄ2間の距離 ｄ1 曲線進入地点 ｄ2 曲線脱出地点 ｄm 測定曲線の中間地点 ＤT 曲線長 ＤC 円曲線長 Ｄm 線路データ上の曲線の中間地点 ＢＴＣ 入口緩和曲線始点 ＢＣＣ 円曲線始点 ＥＣＣ 円曲線終点 ＥＴＣ 出口緩和曲線終点[Explanation of symbols] 1 Displacement meter 2 Controller 3 Speed generator 4 Vehicle body 5 Bogie 6 Detection signal 7 Pulse signal a Displacement gauge mounting position L Half distance between bogie centers r Curve radius x Displacement gauge displacement Quantity r 0 threshold d d distance between d 1 and d 2 curve d 1 curve entry point d 2 curve exit point d m midpoint of measurement curve D T curve length D C circle curve length D m midway of curve on line data Point BTC Entrance relaxation curve start point BCC Circle curve start point ECC Circle curve end point ETC Exit relaxation curve end point
───────────────────────────────────────────────────── フロントページの続き (72)発明者 名倉 宏明 大阪府大阪市中央区北浜４丁目５番33号 住友金属工業株式会社内 (56)参考文献 特開 平６−211132（ＪＰ，Ａ) 特開 昭48−46013（ＪＰ，Ａ) 特開 平８−26109（ＪＰ，Ａ) 特公 平３−73511（ＪＰ，Ｂ２) (58)調査した分野(Int.Cl.7，ＤＢ名) B61F 5/22 ─────────────────────────────────────────────────── ─── Continuation of the front page (72) Inventor Hiroaki Nagura 4-53-3 Kitahama, Chuo-ku, Osaka City, Osaka Prefecture Sumitomo Metal Industries, Ltd. (56) Reference JP-A-6-211132 (JP, A) Kai 48-46013 (JP, A) JP-A-8-26109 (JP, A) JP-B 3-73511 (JP, B2) (58) Fields investigated (Int.Cl. 7 , DB name) B61F 5 /twenty two
Claims (5)
回転変位を検出する装置と、車輪の回転数を検出する装
置と、これら装置からの検出信号を予め入力し記録され
ている線路データと比較し演算する制御装置を備えた鉄
道車両において、車体と台車間の相対回転変位より算出
した曲線半径と、車輪回転数より積算した走行距離に基
づく車両の走行位置とを、上記線路データの曲線半径、
曲線位置と比較し、線路データ中に該当する曲線が存在
する場合に、車輪回転数より積算した走行位置と線路デ
ータの曲線位置との差を補正量として車両の走行位置を
補正する方法において、相対回転変位より算出した曲線
半径ｒが予め設定したしきい値ｒ0以下になったときの
曲線進入地点ｄ1と前記しきい値ｒ0以上になったときの
曲線脱出地点ｄ2の中間地点ｄmに対し、線路データ中の
該当する曲線の中間地点Ｄmとの差を補正量として車両
の走行位置を補正することを特徴とする鉄道車両の走行
位置補正方法。1. A device for detecting a relative rotational displacement between a car body and a bogie due to a bogie of a bogie, a device for detecting a rotational speed of wheels, and line data recorded by previously inputting detection signals from these devices. In a railway vehicle equipped with a control device that compares and calculates, the curve radius calculated from the relative rotational displacement between the car body and the bogie, and the traveling position of the vehicle based on the traveling distance integrated from the wheel rotation speed, radius,
In the method of correcting the traveling position of the vehicle by comparing the curved position with a corresponding curve in the track data and using the difference between the traveling position integrated from the wheel rotation speed and the curved position of the track data as a correction amount, Intermediate point between the curve entry point d 1 when the curve radius r calculated from the relative rotational displacement becomes equal to or less than a preset threshold value r 0 and the curve exit point d 2 when the curve radius r becomes equal to or greater than the threshold value r 0. to d m, traveling position correcting method of a railway vehicle and correcting the running position of the vehicle the difference between the middle point D m of the corresponding curve in line data as the correction amount.
た曲線半径ｒが予め設定したしきい値ｒ0以下になった
ときの曲線進入地点ｄ1と前記しきい値ｒ0以上になった
ときの曲線脱出地点ｄ2の差が、線路データ中の該当す
る曲線の入口緩和曲線始点と出口緩和曲線終点との間の
距離である曲線長ＤTより長い場合、または線路データ
中の該当する曲線の円曲線始点と円曲線終点との間の距
離である円曲線長ＤCより短い場合は、請求項１記載の
走行位置補正方法による車両の走行位置の補正を行わ
ず、誤補正を防ぐことを特徴とする鉄道車両の走行位置
誤補正防止方法。2. The curve entry point d 1 when the curve radius r calculated from the relative rotational displacement between the vehicle body and the trolley becomes a preset threshold value r 0 or less and the threshold value r 0 or more The difference of the curve escape point d 2 at this time is between the entrance relaxation curve start point and the exit relaxation curve end point of the corresponding curve in the track data .
If the distance is longer than the curve length D T , or track data
Distance between the start point and end point of the corresponding curve
When the circular curve length D C, which is the separation, is shorter than the circular curve length, the method according to claim 1.
A method for preventing erroneous correction of a traveling position of a railway vehicle, which is characterized by preventing erroneous correction by not correcting the traveling position of a vehicle by the traveling position correction method.
い値ｒ0の値を、直線に近い値（１／ｒ0＝０）と曲線半
径ｒに近い値から離して設定することを特徴とする鉄道
車両の走行位置補正方法または誤補正防止方法。3. The threshold value r 0 according to claim 1 or 2, wherein the value is set apart from a value close to a straight line (1 / r 0 = 0) and a value close to a curve radius r. A method for correcting the traveling position of a railway vehicle or a method for preventing erroneous correction.
する各曲線の曲率半径の大きさに応じてしきい値ｒ0の
値を変更することを特徴とする鉄道車両の走行位置補正
方法または誤補正防止方法。4. The method for correcting the traveling position of a railway vehicle according to claim 1 or 2, characterized in that the value of the threshold value r 0 is changed according to the magnitude of the radius of curvature of each traveling curve. Miscorrection prevention method.
線長のしきい値ｒ0以上の曲線に限定し、かつ補正量が
該当する曲線長ＤTの１／２以上の場合は車両の走行位
置の補正を行わず、誤補正を防ぐことを特徴とする請求
項２記載の鉄道車両の走行位置誤補正防止方法。5. If the correction target curve is limited to a curve having a curve length threshold value r 0 or more in the curve of the track data and the correction amount is ½ or more of the corresponding curve length D T , The method for preventing erroneous correction of the traveling position of a railway vehicle according to claim 2, wherein erroneous correction is prevented without correcting the traveling position.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP05689797A JP3490584B2 (en) | 1997-02-24 | 1997-02-24 | Railway vehicle traveling position correction method and erroneous correction prevention method |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP05689797A JP3490584B2 (en) | 1997-02-24 | 1997-02-24 | Railway vehicle traveling position correction method and erroneous correction prevention method |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH10236305A JPH10236305A (en) | 1998-09-08 |
| JP3490584B2 true JP3490584B2 (en) | 2004-01-26 |
Family
ID=13040248
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP05689797A Expired - Fee Related JP3490584B2 (en) | 1997-02-24 | 1997-02-24 | Railway vehicle traveling position correction method and erroneous correction prevention method |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP3490584B2 (en) |
Families Citing this family (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| FR2794707B1 (en) * | 1999-06-11 | 2003-03-14 | Alstom | METHOD AND DEVICE FOR CONTROLLING THE TILT OF A PENDULUM RAIL VEHICLE |
| US7283897B2 (en) * | 2002-05-31 | 2007-10-16 | Quantum Engineering, Inc. | Method and system for compensating for wheel wear on a train |
| JP6086973B2 (en) * | 2013-02-21 | 2017-03-01 | 三菱重工業株式会社 | Track-type vehicle and vehicle body tilt control method |
-
1997
- 1997-02-24 JP JP05689797A patent/JP3490584B2/en not_active Expired - Fee Related
Also Published As
| Publication number | Publication date |
|---|---|
| JPH10236305A (en) | 1998-09-08 |
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