Vehicle position estimation device

Abstract

To provide a vehicle position estimating device capable of improving, for example, the occurrence of an error with the lapse of time and the occurrence of an error based on a difference in height between a transmission side and a reception side.SOLUTION: The receiver RE receives the radio waves RW from the train TR at the plurality of reception antennas Rx1, Rx2, Rz1, and Rz2. Distances and azimuths from a transmitting position S1 to a receiving position R1 are calculated on the basis of arrival angles (elevation angles θ and azimuth angles ψ) of two axes obtained from reception results at a plurality of receiving antennas Rx1, Rx2, Rz1, and Rz2 and a difference DD1 in height between the transmitting position S1 and the receiving position R1.SELECTED DRAWING: Figure 1

Description

[Technical Field]

[0001] The present invention relates to a vehicle position estimation device that estimates the position of a vehicle on a track by using transmission and reception of radio waves. [Background technology]

[0002] For example, a mobile object position detection device (see Patent Document 1) is known that calculates the radio wave arrival angle of a radio wave using an array antenna and further calculates the distance using the radio wave round trip time. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Publication No. 2020-165788 Summary of the Invention [Problem to be solved by the invention]

[0004] However, in the above-mentioned Patent Document 1, there is a possibility that errors may occur in the calculation results as the vehicle moves over time, and errors may occur due to the installation height of the antenna for transmission and reception.

[0005] The present invention has been made in consideration of the above-mentioned points, and aims to provide a vehicle position estimation device that can improve errors that occur over time or that are due to differences in altitude between the transmitting and receiving sides. [Means for solving the problem]

[0006] To achieve the above object, a vehicle position estimation device includes a receiving device that receives radio waves from a vehicle using multiple antennas, calculates the distance and direction from the transmitting position to the receiving position based on at least two-axis arrival angles obtained from the reception results at the multiple antennas and the difference in height between the transmitting position and the receiving position, and estimates the vehicle position on the track based on the calculated distance and direction and track information.

[0007] In the vehicle position estimation device, the receiving device can accurately calculate the distance and direction from the transmitting position to the receiving position by considering the biaxial angle of arrival obtained based on the reception of radio waves transmitted from the vehicle and the difference in altitude between the transmitting side and the receiving side. Furthermore, by referring to the calculated distance and direction with track information, the vehicle position on the track can be accurately estimated. Furthermore, by adopting the above-mentioned aspect, it is possible to estimate the vehicle position through one-way transmission and reception, thereby improving the occurrence of errors over time and reducing or avoiding errors due to the difference in altitude between the transmitting side and the receiving side.

[0008] In a specific aspect of the present invention, the multiple antennas are arranged to have a spread in the horizontal and vertical directions, and the receiving device calculates the elevation / depression angles and azimuth angles as two-axis arrival angles based on the reception results of the multiple antennas. In this case, the vehicle position can be estimated based on the calculated elevation / depression angles and azimuth angles.

[0009] In another aspect of the present invention, radio waves are received at the location where the level crossing equipment is installed, and the level crossing equipment is notified of the approaching vehicle based on the path on the track from the vehicle's position on the track to the location where the level crossing equipment is installed. In this case, the level crossing equipment can use the information on the approaching vehicle.

[0010] In yet another aspect of the present invention, the vehicle position on the track is corrected in accordance with the result of comparing the distance and direction with the track information, thereby making it possible to accurately determine the vehicle position on the track.

[0011] In yet another aspect of the present invention, a lead vehicle radio wave transmitted from the lead vehicle and a tail vehicle radio wave transmitted from the tail vehicle are received as radio waves, and the vehicle length is estimated based on the reception results of the lead vehicle radio wave and the tail vehicle radio wave. In this case, the vehicle length can be estimated along with the vehicle position. [Brief explanation of the drawings]

[0012] [Figure 1]1 is a conceptual perspective view showing a train communication system incorporating a vehicle position estimation device according to a first embodiment. [Figure 2] 1A is a conceptual front view for explaining a method for calculating a vehicle traveling position, and FIG. 1B is a plan view. [Figure 3] 1 is a block diagram for explaining an example of the configuration of a train communication system including a vehicle position estimation device. [Figure 4] 4 is a flowchart illustrating a series of operations in the vehicle position estimation device. [Figure 5] 10(A) to 10(C) are conceptual plan views for explaining an example of a method for determining a vehicle's traveling trajectory. [Figure 6] 10(A) to 10(E) are conceptual plan views for explaining a matching (mapping) process for a traveling position on a track. [Figure 7] 4 is a flowchart illustrating a series of processes related to position correction in the vehicle position estimation device. [Figure 8] FIG. 10 is a conceptual perspective view showing a train communication system incorporating a vehicle position estimation device according to a second embodiment. [Figure 9] FIG. 11 is a conceptual perspective view showing a train communication system incorporating a vehicle position estimation device according to a third embodiment. [Figure 10] 1 is a block diagram for explaining an example of the configuration of a train communication system including a vehicle position estimation device. [Figure 11] FIG. 1 is a conceptual diagram showing an overview of a vehicle position estimation device. DETAILED DESCRIPTION OF THE INVENTION

[0013] [First embodiment] An example of the vehicle position estimation device of the first embodiment will be described below with reference to Fig. 1 etc. Fig. 1 is a conceptual perspective view showing how a vehicle position is estimated in an application example of the vehicle position estimation device 100 of this embodiment. In the illustrated example, the vehicle position estimation device 100 and a train communication system 500 incorporating the vehicle position estimation device 100 are installed between a train TR, which is a moving side and is made up of one or more vehicles, and a railroad crossing (railroad crossing facility) RC, which is a fixed side and is provided along the tracks. Also, Fig. 1 illustrates an example of the train TR traveling in a direction approaching the railroad crossing RC, as indicated by an arrow AR1, and the train TR is assumed to be the target for estimating the vehicle position by the vehicle position estimation device 100.

[0014] The train communication system 500 includes a vehicle position estimation device 100 that is installed near a railroad crossing RC and constitutes a fixed station side, and an on-board device 200 that is mounted on the train TR and constitutes a mobile station side. That is, in the train communication system 500, communication is performed between the vehicle position estimation device 100 that is installed and fixed on the ground and the on-board device 200 that is mounted on the train side and moves together with it, so that the running status of the train TR can be grasped on the ground side.

[0015] As shown in the figure, the installation position of the vehicle position estimation device 100, which is fixedly installed at a predetermined position near the railroad crossing RC on the ground side, is taken as the reference (origin position O), the direction in which the track (rail) of the train TR passing through the railroad crossing RC extends, i.e., the horizontal direction from left to right, is taken as the x direction, the direction in which the train crosses the railroad crossing RC, i.e., the horizontal direction crossing the track (rail), is taken as the y direction, and the up-down direction perpendicular to these, i.e., the vertical direction, is taken as the z direction. Furthermore, communication between the vehicle position estimation device 100 and the on-board device 200 is such that the radio wave RW transmitted from the on-board device 200 side is received by the vehicle position estimation device 100 side, and here the position of the source of the radio wave RW on the on-board device 200 side is taken as transmission position S1, and the position at which the radio wave RW is received on the vehicle position estimation device 100 side is taken as reception position R1. The transmitting position S1 on the train TR is determined based on the position of the transmitting antenna Tx provided on the on-board device 200, and the receiving position R1 on the ground is determined based on the positions of a plurality of receiving antennas Rx1, Rx2, Rz1, and Rz2 (four in the illustrated example) provided on the vehicle position estimation device 100, which will be described later. In this embodiment, the vehicle position is estimated by estimating the position of the receiving position R1, which is on the moving side relative to the receiving position R1, which is on the fixed side.

[0016] First, in the train communication system 500, the vehicle position estimation device 100 is installed at a location where a railroad crossing RC is installed, and has a receiving device RE that receives radio waves RW transmitted from the train TR at that location using multiple receiving antennas Rx1, Rx2, Rz1, and Rz2. This is a railroad crossing-side (ground-side) radio station that estimates the running position of the train TR based on the received radio waves RW. In the illustrated example, the installation position of the vehicle position estimation device 100 on the ground is set as a reference (origin position O), and the multiple receiving antennas Rx1, Rx2, Rz1, and Rz2 are arranged at a predetermined height from that position. In the illustrated example, the multiple receiving antennas Rx1, Rx2, Rz1, and Rz2 are arranged at a higher position than the railroad crossing RC and the train TR (including the transmitting antenna Tx provided on the on-board device 200).

[0017] In the vehicle position estimation device 100, the multiple receiving antennas Rx1, Rx2, Rz1, and Rz2 are capable of receiving radio waves RW transmitted from the transmitting antenna Tx within a range of, for example, approximately 1 km before the railroad crossing RC. As shown in the partially enlarged view in the figure, the multiple receiving antennas Rx1, Rx2, Rz1, and Rz2 in the receiving device RE are arranged with a spread in the horizontal direction (x direction) and the vertical direction (z direction). That is, the multiple receiving antennas Rx1, Rx2, Rz1, and Rz2 are arranged two-dimensionally in a plane parallel to the xz plane. More specifically, the multiple receiving antennas Rx1, Rx2, Rz1, and Rz2 in the figure are composed of a pair of receiving antennas Rx1 and Rx2 arranged along the x axis and a pair of receiving antennas Rz1 and Rz2 arranged along the z axis. In this case, an antenna array is formed with at least two antennas on each of the x and z axes. By receiving signals at the receiving antennas Rx1, Rx2, Rz1, and Rz2 arranged in this manner, the vehicle position estimation device 100 can calculate the arrival angles along two axes, the elevation / depression angle θ and the azimuth angle ψ, at the receiving device RE. For example, the vehicle position is estimated using the AoA (Angle of Arrival) positioning method (hereinafter simply referred to as the AoA method or AoA) by using the multiple receiving antennas Rx1, Rx2, Rz1, and Rz2.

[0018] It is also assumed that the vehicle position estimation device 100 has pre-stored information about the installation height H (the size in the +z direction from the origin position O) of the vehicle position estimation device 100 (railroad crossing side radio station), and that this information is available as needed.

[0019] Next, in the train communication system 500, the on-board device 200 has a transmitting antenna Tx installed at a predetermined position on the train TR. As described above, radio waves RW are transmitted from the transmitting antenna Tx and received by the vehicle position estimation device 100. Various modes of transmitting the radio waves RW are conceivable, but a typical example is a mode in which radio waves in a band (e.g., sub-GHz band) that provides stable communication performance over a wide range are continuously transmitted at regular intervals. Furthermore, with regard to the transmission position S1 of the radio waves RW from the transmitting antenna Tx, the height in the z direction, i.e., the size in the +z direction relative to the origin position O, is assumed to be known, and this is assumed to be the installation height Hr of the on-board device 200 (vehicle-side radio station). Furthermore, here, it is assumed that information about the installation height Hr is available on the ground. Various methods are conceivable for acquiring information on the installation height Hr on the ground side. For example, it is conceivable that the various information transmitted from the transmitting antenna Tx to the radio wave RW includes information on the installation height Hr in addition to ID information that enables identification of the train TR. Alternatively, it is conceivable that the ground-side vehicle position estimation device 100 has in advance table data that associates ID information on the train TR with information on the installation height Hr, and obtains information on the installation height Hr by referring to the table data for the ID information on the train TR read from the received radio wave RW. Note that, as an example, the former information on the installation height Hr is described here as being transmitted from on board the vehicle together with ID information on the train.

[0020] In the illustrated example, the device is installed at the front of the vehicle, but it can be installed at various positions on the vehicle as long as communication performance is ensured and the installation position is clear.

[0021] In this embodiment, the difference between the installation height H of the vehicle position estimation device 100 and the installation height Hr of the on-board device 200 is used as the height difference DD1 between the transmission position S1 and the reception position R1. The vehicle position estimation device 100 calculates the distance and direction from the transmission position S1 to the reception position R1 based on the elevation / depression angle θ and the azimuth angle ψ, which are two-axis arrival angles obtained from the reception results of multiple antennas (receiving antennas) Rx1, Rx2, Rz1, and Rz2, and the height difference DD1. Furthermore, the vehicle position estimation device 100 estimates the vehicle position on the track, i.e., the position of the train TR, based on the calculated distance and direction and pre-stored track information. An example of this will be described in more detail below.

[0022] An example of a method for calculating a vehicle running position in the vehicle position estimation device 100 will be outlined below with reference to Fig. 2. Fig. 2(A) is a conceptual front view for explaining the positional relationship between a train TR and the vehicle position estimation device 100, and Fig. 2(B) is a plan view. As shown in Fig. 2(B), it is assumed that the train TR is running on a track OR.

[0023] First, it is assumed that the elevation / depression angle θ with respect to the -z direction and the azimuth angle ψ with respect to the +x direction are calculated based on the radio wave reception at the above-mentioned multiple receiving antennas Rx1, Rx2, Rz1, and Rz2, as shown in Figures 2(A) and 2(B). Also, as mentioned above, it is assumed that the installation heights H and Hr are known in advance, that is, the height difference DD1 between the transmitting position S1 and the receiving position S1, which is determined by the difference between the installation heights H and Hr, is known in advance. In the above case, for example, as shown in Figure 2(A), the elevation / depression angle θ and the height difference DD1 can be used to calculate the distance D between the wireless stations using trigonometric ratios. S and the horizontal distance D between the radio stations SH and can be calculated using the following formula: D S =(|H-Hr|)*secθ D SH =(|H-Hr|)*tanθ

[0024] Furthermore, as shown in FIG. 2(B), the position on the xy plane corresponding to the transmission position S1 is defined as the vehicle travel position P T =(X PT ,Y PT ), then the azimuth angle ψ and the horizontal distance D between the radio stations SH From this, the vehicle running position P T =(X PT ,Y PT ) can be calculated using the following formula: X PT =D SH *cosψ Y PT =D SH *sinψ In this way, the vehicle running position P T In other words, the vehicle position of the running train TR is estimated. Furthermore, for example, the vehicle position estimation device 100 is assumed to have data (map data) relating to the track indicating the position where the train TR passes as track information, and the track information (map data) and the calculated vehicle running position P T The vehicle position on the track can be estimated by comparing the above and making appropriate corrections as necessary. Here, the running position on the track estimated as described above is determined as the track running position, which is the final result of the estimation.

[0025] Hereinafter, with reference to the block diagram shown in FIG. 3, a functional configuration example of the vehicle position estimation device 100 for performing the above-described processing and a train communication system 500 incorporating the vehicle position estimation device 100 will be described.

[0026] As shown in the figure, and as already described, the vehicle position estimation device 100 is composed of the vehicle position estimation device 100, which is a fixed radio station on the ground side (railroad crossing side), and the on-board device 200, which is a mobile radio station on the on-board side (train side), and the radio waves RW transmitted by the on-board device 200 are received by the vehicle position estimation device 100.

[0027] First, in the train communication system 500, the on-board device 200 includes a communication unit 210 and a storage unit 220 for transmitting radio waves RW.

[0028] The communication unit 210 is an interface unit that includes the above-mentioned transmitting antenna Tx and a control circuit 211 that controls the transmission operation. The control circuit 211 controls the transmission operation to transmit radio waves RW at regular intervals, for example.

[0029] The memory unit 220 is composed of various storage devices and the like, and stores various information related to the on-board side of the train that should be superimposed on the radio wave RW. Here, as the ID information of the train TR, the ID information (radio device ID) of the on-board device 200, which is a radio device mounted on the train TR, and the installation height Hr of the on-board device 200 are stored. In other words, the radio wave RW transmitted from the communication unit 210 includes information about the radio device ID and the installation height Hr.

[0030] Meanwhile, in the train communication system 500, the vehicle position estimation device 100 is provided with a communication unit 110, a control unit 120, a calculation unit 130, and a memory unit 140 in order to function as a receiving device RE that receives radio waves RW from the on-board device 200 and performs analysis processing thereon. The memory unit 140 is configured with various storage devices and the like, and stores various data such as the installation height H of the vehicle position estimation device 100 (fixed wireless station) described above and track information (map data) within the communication area available to the communication unit 110.

[0031] In addition to the above, the vehicle position estimation device 100 also includes an output unit 150 for outputting to, for example, an external device. Here, information about the running conditions on the vehicle (train side) obtained by processing in each unit of the vehicle position estimation device 100 described above is output to a railroad crossing RC (see FIG. 1) as an external device.

[0032] In the vehicle position estimation device 100, the communication unit 110 is an interface unit that includes the above-mentioned multiple receiving antennas Rx1, Rx2, Rz1, and Rz2, and a control circuit 111 that controls the receiving operation in accordance with instructions from the control unit 120.

[0033] The control unit 120 is composed of a CPU, various circuit boards, etc., and is connected to the above-mentioned components constituting the vehicle position estimation device 100, and performs overall control of the operations. The control unit 120 determines the vehicle traveling position P T (see FIG. 2) The control unit 120 outputs a command signal to the calculation unit 130 to make the calculation unit 130 perform calculation processing to calculate the on-board device 200 ID (see FIG. 2). On the other hand, the control unit 120 performs various processes other than those described above, such as identifying the ID information of the on-board device 200, which is a radio device (radio device ID identification), to extract the ID information of the train TR on which the on-board device 200 is installed.

[0034] The calculation unit 130 is composed of a CPU, various circuit boards, etc., and calculates the vehicle running position P T =(X PT ,Y PT ) and performs various calculation processes to calculate the AoA (Area over AoA) and the vehicle travel position (vehicle speed) of the vehicle. For this reason, in the illustrated example, the calculation unit 130 includes an AoA processing unit 131, a vehicle travel position calculation unit 132, a vehicle speed calculation unit 133, a track position matching unit 134, and a vehicle travel position correction unit 135, or functions as these units.

[0035] The AoA processing unit 131 performs calculations to calculate the two-axis arrival angle (elevation / depression angle θ and azimuth angle ψ) based on the AoA method, and the vehicle running position calculation unit 132 acquires the arrival angle (elevation / depression angle θ and azimuth angle ψ), the installation height H stored in the storage unit 140, and further the installation height Hr as information included in the radio wave RW from the on-board device 200, and thereby calculates the vehicle running position P T =(X PT ,Y PT) is calculated. In addition, the vehicle speed calculation unit 133 calculates the vehicle speed ν, i.e., the running speed of the train TR. The vehicle speed ν can be calculated, for example, by calculating the vehicle running position P T is measured at regular intervals, and the vehicle running position P T The track position comparison unit 134 calculates the change in the vehicle travel position P calculated by the vehicle travel position calculation unit 132 (the amount of displacement of the path on the track). T This is compared with the track information (map data) stored in the storage unit 140. In this way, the vehicle position on the track (the position of the train TR on the track) is estimated.

[0036] Furthermore, the vehicle running position P calculated by the track position checking unit 134 T Based on the result of comparing the vehicle position information with the track information, the vehicle travel position correction unit 135 corrects the vehicle position on the track as necessary. Note that an example of a specific method of correction by the vehicle travel position correction unit 135 will be described later with reference to FIG. 5 etc.

[0037] The output unit 150 outputs the results of the position estimation of the traveling vehicle acquired as described above to a railroad crossing RC (see FIG. 1) as an external device. For example, the output unit 150 may determine the degree of approach based on the calculation result and the distance on the track from the vehicle position on the track of the target train TR to the location of the railroad crossing RC, and then notify the railroad crossing RC of the approaching vehicle.

[0038] A series of operations in the vehicle position estimation device 100 will be described below with reference to the flowchart shown in FIG.

[0039] First, when the train TR (on-board device 200) which is the transmitter enters the communication area (for example, within about 1 km from the railroad crossing RC) of the vehicle position estimation device 100 which is the receiver (step S101), the control unit 120 of the vehicle position estimation device 100 receives the radio wave RW from the on-board device 200 and identifies the ID information of the on-board device 200 (radio device ID identification), i.e., extracts the ID information of the train TR (step S102). Note that in step S102, as the train TR (vehicle) is identified, the location of the source of the radio wave RW is identified as the transmission position S1, i.e., the installation height Hr of the on-board device 200 (vehicle-side radio station) is identified.

[0040] When the extraction of the ID information of the train TR in step S102, i.e., the identification of the train TR (vehicle), is completed, vehicle position detection based on wireless communication between radio stations is started (step S103). That is, the control unit 120 outputs a command signal to cause the calculation unit 130 to perform various calculations, and the calculation unit 130 executes various calculation processes in accordance with the command signal.

[0041] First, in the calculation unit 130, the AoA processing unit 131 calculates the arrival angle (the elevation / depression angle θ and the azimuth angle ψ) by the AoA method (step S104). T Then, the vehicle speed calculation unit 133 calculates the vehicle speed v (step S105). Then, if necessary, that is, depending on the result of the comparison by the track position comparison unit 134, the vehicle travel position P T The correction is performed (step S106), and the series of processes ends.

[0042] 5, 6 and 7, the vehicle travel position P T An example of the correction method, that is, the correction content in step S106, will be described.

[0043] 5(A) to 5(C) are conceptual plan views for explaining an example of a method for determining a vehicle's running trajectory. Generally, when a vehicle such as a train TR runs on a track, the degree of change in the vehicle position differs depending on whether the track is a straight track or a curved track. As shown as an example in FIG. 5(A), it is assumed that the track in the direction in which the vehicle approaches, indicated by the arrow AR2, is such that a straight track OR1 and a curved track OR2 merge toward the installation location of the vehicle position estimation device 100. In this case, the amount of change in the azimuth angle ψ per unit time differs between when the train runs on the straight track OR1 and when the train runs on the curved track OR2. Specifically, as shown in FIG. 5(B), when the azimuth angle ψ is measured continuously at a regular interval for a train TR running on the straight track OR1, the current (current time) azimuth angle ψ is calculated as the azimuth angle ψ N and the azimuth angle ψ at the time of the previous period N-1 In the figure, the current (present) azimuth angle is shown by a solid line, and the previous period is shown by a broken line. Similarly, as shown in FIG. 5(C), for the train TR running on the curved track OR2, the azimuth angle ψ is measured continuously at regular intervals, and the current (present) azimuth angle ψ is calculated as the azimuth angle ψ N and the azimuth angle ψ at the time of the previous period N-1 In Figures 5(B) and 5(C), the state of the other figure is drawn superimposed with dotted lines in order to compare part of the running situation in each figure. In the case of a track configured as shown in the figure, the amount of change in azimuth angle ψ is Δψ=ψ N -ψ N-1 5B, it can be seen that the value of the change amount Δψ is larger in the case of FIG. 5C than in the case of FIG. 5C. Therefore, here, the threshold value ψ for the change amount Δψ is TH is determined in advance, and it is determined whether the train TR is traveling on a straight track OR1 or a curved track OR2 (vehicle traveling position P T When it becomes necessary to perform a correction to select which orbit the object is on, the calculated change Δψ is used as the threshold ψ TH It is possible to make a judgment (or make a correction by selection) based on whether it is greater than or not.

[0044] As another example of the correction of the vehicle position, the vehicle travel position P T As a result of the comparison by the orbit position comparison unit 134, it may be determined that the position is not on the orbit (off the orbit), and it may be necessary to correct the position so that it is on the orbit.

[0045] 6(A) to 6(E) are conceptual plan views for explaining the matching (mapping) process for the running position on the track.

[0046] FIG. 6(A) conceptually illustrates an example of the state of a track OR as map data (track information) stored in, for example, the storage unit 140 (see FIG. 3). For example, as shown in FIG. 6(A), in this example, the map data for the track OR is assumed to be composed of track nodes P0, P1, P2, P3, ... and track links L1, L2, L3, L4, ... connecting these nodes, and the track node P0 on the y-axis is set as the starting reference point. That is, the starting reference point P0 is the closest point of approach of the train TR to the vehicle position estimation device 100. In addition, in the illustrated example, track links L1 and L4 are linear tracks, while track links L2 and L3 are curved tracks. Here, the curved track links L2 and L3 have radii of curvature R2 and R3. It is assumed that various information about the track, including the radii of curvature R2 and R3, is stored in the storage unit 140 as map data (track information).

[0047] In the above-described embodiment, for example, as a result of the comparison by the track position comparison unit 134, the current vehicle running position P T is located on the track OR, as shown in Figure 6(C), the current vehicle running position P T The track running position (vehicle running position on the track) P T0In other words, in this case, the matching (mapping) process is completed without any special correction regarding the position. T is on the track link L3 connecting the track node P2 and the track node P3. In this case, as shown in FIG. 6(C), the track link L1 and L2 are connected to the track node P2 from the track node P3. T (Track running position P T0 ) is added to calculate the current distance L3' to the starting reference point P0 of the train TR.

[0048] On the other hand, as shown in FIG. 6(D), the current vehicle running position P T If the point is not located on the trajectory OR, the current vehicle running position P T The point considered to be the closest position from the track running position P T0 In the example shown in FIG. 6(E), the current vehicle running position P T The line segment connecting these points is perpendicular to the tangent of the track OR at that point (corresponding to the normal line). T0 It is possible to adopt it as such.

[0049] A series of processes related to position correction in the vehicle position estimation device 100 will be described below with reference to the flowchart shown in Fig. 7. Note that it is assumed here that various corrections of the vehicle position described with reference to Figs. 5 and 6 are also performed as necessary.

[0050] First, the calculation unit 130 (vehicle travel position correction unit 135) calculates the current (current time) azimuth angle ψ N and the azimuth angle ψ at the previous point N-1 Information on and is acquired (step S201), and the amount of change Δψ (difference) between them is calculated (step S202).

[0051] The change amount Δψ calculated in step S202 is compared with the predetermined threshold value ψ as described with reference to FIG. THIt is checked whether it is larger than the above (step S203), and if it is larger (step S203: Yes), it is determined that the train TR (vehicle) is traveling on a straight track (step S204), and if it is not larger (step S203: No), it is determined that the train TR (vehicle) is traveling on a curved track (step S205).

[0052] After step S204 or step S205, the calculation unit 130 calculates the current vehicle running position P T is acquired (step S206).

[0053] Thereafter, using the comparison made by the track position comparison unit 134 of the calculation unit 130, the vehicle travel position correction unit 135 calculates the vehicle travel position P T That is, as described with reference to FIG. 6, the current vehicle running position P T (The vehicle travel position P T ) is in orbit and no correction is required.

[0054] In step S207, if it is determined that the vehicle is on the track (step S207: Yes), the current vehicle running position P T The track running position P T0 and adopts this (step S208).

[0055] On the other hand, if it is determined in step S207 that the vehicle is not on the track (step S207: No), the current vehicle running position P T The intersection of the track with the shortest perpendicular line from each track to the track running position P T0 This is adopted (step S209).

[0056] After step S208 or step S209, the track running position P T0 is determined, the calculation unit 130 including the vehicle travel position correction unit 135 completes the series of processes.

[0057] As described above, the vehicle position estimation device 100 of this embodiment includes a receiving device RE that receives radio waves RW from vehicles constituting a train TR using multiple antennas (multiple receiving antennas Rx1, Rx2, Rz1, and Rz2). The receiving device calculates the distance and direction from the transmitting position S1 to the receiving position R1 based on the two-axis arrival angle (elevation / depression angle θ, azimuth angle ψ) obtained from the reception results of the multiple receiving antennas Rx1, Rx2, Rz1, and Rz2 and the difference in elevation DD1 between the transmitting position S1 and the receiving position R1. The vehicle position on the track is estimated based on the calculated distance and direction and track information. Thus, the receiving device RE can accurately calculate the distance and direction from the transmitting position S1 to the receiving position R1 by considering the two-axis arrival angle (elevation / depression angle θ, azimuth angle ψ) obtained based on the reception of radio waves transmitted from the train TR and the difference in elevation DD1 between the transmitting side and the receiving side. Furthermore, by referring to the track information for the calculated distance and direction, the vehicle position on the track can be accurately estimated. Furthermore, by adopting the above-described configuration, it is possible to estimate the vehicle position through one-way transmission and reception, thereby improving the occurrence of errors over time and reducing or avoiding errors due to differences in altitude between the transmitting and receiving sides. Furthermore, it is also conceivable to adopt a configuration in which the vehicle position is confirmed based on the vehicle position estimation device 100 of this embodiment, instead of or in addition to confirming the vehicle position using a ground coil or the like.

[0058] Second Embodiment The vehicle position estimation device of the second embodiment will be described below with reference to Fig. 8. Fig. 8 is a conceptual perspective view showing the vehicle position estimation device 100 of the present embodiment and a train communication system 500 incorporating the vehicle position estimation device 100, and corresponds to Fig. 1.

[0059] 1 and 8, this embodiment differs from the first embodiment in that, for a train TR whose position is to be estimated, position estimation is performed for both its leading car CAs and its trailing car CAe. Specifically, in this embodiment, of the trains TR made up of multiple trains, the leading car CAs in the direction of travel indicated by the arrow AR1 is equipped with an on-board device 200s having a transmitting antenna Txs, and the trailing car CAe is equipped with an on-board device 200e having a transmitting antenna Txe.

[0060] In the vehicle position estimation device 100, information on the installation height Hrs of the on-board device 200s is acquired based on the lead vehicle radio wave RW1 transmitted from the transmission antenna Txs of the lead vehicle CAs, and the arrival angle (the elevation / depression angle θ S , azimuth ψ S ) and the distance between radio stations D S The vehicle running position P of the leading vehicle CAs is calculated. ST Similarly, based on the radio wave RW2 of the rearmost vehicle CAe transmitted from the transmitting antenna Txe of the rearmost vehicle CAe, information on the installation height Hre of the on-board device 200e is acquired, and the arrival angle of the two axes (the elevation and depression angles θ E , azimuth ψ E ) and the distance between radio stations D E The vehicle running position P of the rearmost vehicle CAe is calculated. ET is estimated.

[0061] As described above, the vehicle position estimation device 100 receives the leading vehicle radio wave RW1 transmitted from the leading vehicle CAs and the trailing vehicle radio wave RW2 transmitted from the trailing vehicle CAe as radio waves RW, and further estimates the vehicle length LT based on the reception results of the leading vehicle radio wave RW1 and the reception results of the trailing vehicle radio wave RW2 using the information. ST and vehicle running position P ETThe position of the train is corrected as necessary to determine the track running position, and then the length equivalent to the area occupied by the train TR on the track is determined as the vehicle length LT based on the track information.

[0062] In this embodiment as well, the vehicle positions on the track can be accurately estimated. In particular, in this embodiment, the vehicle positions of the leading vehicle CAs and the trailing vehicle CAe of the train TR can be estimated, as well as the vehicle length LT of the train TR.

[0063] Third Embodiment The vehicle position estimation device of the third embodiment will be described below with reference to Fig. 9 etc. Fig. 9 is a conceptual perspective view showing the vehicle position estimation device 100 of this embodiment and a train communication system 500 incorporating the vehicle position estimation device 100, and is a diagram corresponding to Fig. 1. Fig. 10 is a block diagram for explaining an example of the configuration of the train communication system 500 including the vehicle position estimation device 100, and is a diagram corresponding to Fig. 3.

[0064] As is clear from a comparison between Figures 1 and 9, this embodiment differs from the other embodiments in that the vehicle position estimation device 100 in the train communication system 500 is provided with a display unit (display device) DP.

[0065] As shown in FIG. 10, the display unit DP is connected to the receiving device RE, which is the main body of the vehicle position estimation device 100, and based on the processing results in the receiving device RE, it is possible to provide various display guidance to, for example, automobiles and pedestrians (not shown) present near the railroad crossing RC.

[0066] To enable the above aspect, the vehicle position estimation device 100 of this embodiment, as shown in the block diagram of Fig. 10, includes a communication unit 110, a control unit 120, etc., as in the example illustrated in Fig. 3, and also includes a display control unit 160 and a display unit DP. The display control unit 160 is composed of, for example, various circuit elements, etc., and creates a display screen as content to be displayed on the display unit DP in accordance with instructions from the control unit, and outputs a drive signal corresponding to the content of the display image to the display unit DP. The display unit DP is composed of, for example, LED elements or organic EL elements arranged in a matrix, and performs display operation in accordance with the drive signal from the display control unit 160.

[0067] Various display contents, i.e., contents to be notified, are conceivable, but for example, it is conceivable to notify whether or not a train is approaching. That is, in the mode illustrated in Fig. 9, the vehicle position estimation device 100 receives radio waves RW at the location of the railroad crossing CR, and based on the path on the track from the vehicle position of the train TR on the track to the location of the railroad crossing CR, notifies people (car passengers, pedestrians, etc.) around the railroad crossing CR of the approaching vehicle by the display unit DP.

[0068] In addition, although the above describes an embodiment in which a display unit DP is provided in the vehicle position estimation device 100, it is also possible to provide a display unit DP at the railroad crossing CR and output various information to be notified from the vehicle position estimation device 100 to the railroad crossing CR.

[0069] In this embodiment as well, the vehicle position on the track can be accurately estimated. In particular, in this embodiment, the display unit DP can be used to provide (notify) various information based on the results of vehicle position estimation.

[0070] 〔others〕 The present invention is not limited to the above-described embodiment, and can be embodied in various forms without departing from the spirit and scope of the present invention.

[0071] Hereinafter, with reference to the conceptual diagram shown in FIG. 11, the main points (overview) of the vehicle position estimation device 100 common to the above-described embodiments will be summarized.

[0072] As shown in FIG. 11, the vehicle position estimation device 100 receives radio waves RW from a transmission position S1 of a vehicle CA of a train TR at multiple receiving antennas Rx1, Rx2, Rz1, and Rz2 provided in the receiving device RE. At this time, the multiple receiving antennas Rx1, Rx2, Rz1, and Rz2 are arranged, for example, in a two-dimensional manner, so that the receiving device RE calculates the two-axis arrival angle, consisting of the elevation / depression angle θ and the azimuth angle ψ, based on the radio waves RW. Meanwhile, based on the identification of the target train TR based on the reception results of the radio waves RW, the height difference DD1 between the transmission position S1 and the receiving position R1 is determined. The vehicle position estimation device 100 calculates the distance and direction from the transmission position S1 to the receiving position R1 based on the two-axis arrival angle (the elevation / depression angle θ and the azimuth angle ψ) and the height difference DD1 acquired as described above. Furthermore, the vehicle position estimation device 100 estimates the vehicle position on the track from the calculated distance and direction and the track information stored in the storage unit 140.

[0073] As described above, the vehicle position estimation device 100 can accurately and quickly estimate the position of the vehicle CA (train TR) on the track with high precision by reducing or avoiding errors.

[0074] Furthermore, in the above, as an example of an arrangement of multiple receiving antennas Rx1, Rx2, Rz1, Rz2 that has expansion in the horizontal direction (x direction) and the vertical direction (z direction), Figure 1 shows an arrangement of four receiving antennas Rx1, Rx2, Rz1, Rz2, two in each of the horizontal direction (x direction) and the vertical direction (z direction), but the arrangement of multiple receiving antennas Rx1, Rx2, Rz1, Rz2 is not limited to this and can be various as long as it is possible to obtain the necessary information, and for example, it can be arranged in a matrix or circular shape in the xz plane.

[0075] In the above example, the vehicle position estimation device 100 can also be considered to include the railroad crossing RC facilities.

[0076] Furthermore, it is also conceivable that the vehicle position estimation device 100 is provided at or near facilities other than the railroad crossing RC.

[0077] In addition, in the example shown in the figure, the vehicle position estimation device 100 is installed at a position higher in the height direction (z direction) than the railroad crossing RC, and the receiving position R1 is higher than the transmitting position S1, which causes a height difference DD1 and an elevation / depression angle θ (depression angle), but it is also possible to install the vehicle position estimation device 100 at a lower position and cause the above-mentioned height difference and angle (elevation angle).

[0078] Furthermore, in the above, position estimation is performed between the moving side and the fixed side, but if the necessary elevation difference, etc. can be ensured, it is also possible to perform position estimation between trains.

[0079] Furthermore, the above-described embodiments may be combined as appropriate as long as no contradictions arise, etc. For example, it is conceivable that the vehicle position estimation device 100 estimates the time until the train TR finishes passing the railroad crossing RC based on the estimation result of the vehicle length LT in the second embodiment, and the estimation result is displayed on the display unit DP in the third embodiment, i.e., the time until the railroad crossing RC opens. [Explanation of symbols]

[0080] 100...vehicle position estimation device, 110...communication unit, 111...control circuit, 120...control unit, 130...calculation unit, 131...AoA processing unit, 132...vehicle running position calculation unit, 133...vehicle speed calculation unit, 134...track position matching unit, 135...vehicle running position correction unit, 140...storage unit, 150...output unit, 160...display control unit, 200, 200e, 200s...on-board devices, 210...communication unit, 211...control circuit, 220...storage unit, 500...train communication system, AR1, AR2...arrow, CA...vehicle, CAe...last vehicle, CAs...leading vehicle, CR...railroad crossing, DD1...height difference, DP...display unit, D E ,D S …distance between radio stations, D SH ...Horizontal distance between radio stations, L1, L2, L3, L4...Track link, LT...Vehicle length, O...Origin position, OR...Track, OR1...Straight track, OR2...Curved track, P0...Track node (starting reference point), P1, P2, P3...Track node, P T ,P ET ,P ST …vehicle driving position, P T0 ...track running position, R1...receiving position, R2, R3...radius of curvature, RC...railroad crossing (railroad crossing equipment), RE...receiving device, RW...radio wave, RW1...leading vehicle radio wave, RW2...rearmost vehicle radio wave, Rx...receiving antenna, S1...transmitting position, TR...train, Tx, Txe, Txs...transmitting antenna, Δψ...amount of change, θ, θ E ,θ S ... elevation / depression angle, ν... vehicle speed, ψ,ψ N ,ψ N-1 ,ψ E ,ψ S ...Azimuth, ψ TH …threshold

Claims

1. a receiving device that receives radio waves from a vehicle using a plurality of antennas; a vehicle position estimation device that calculates a distance and a direction from the transmitting position to the receiving position based on at least two-axis angles of arrival obtained from the reception results at the multiple antennas and a difference in height between the transmitting position and the receiving position, and estimates a vehicle position on a track based on the calculated distance and direction and track information.

2. The plurality of antennas are arranged to have a spread in the horizontal direction and the vertical direction, The vehicle position estimation device according to claim 1 , wherein the receiving device calculates an elevation / depression angle and an azimuth angle as the two-axis angles of arrival based on reception results from the plurality of antennas.

3. A vehicle position estimation device as described in claim 1, which receives the radio waves at a location where a railroad crossing facility is installed and notifies the railroad crossing facility of the approach of the vehicle based on the path on the track from the vehicle's position on the track to the location where the railroad crossing facility is installed.

4. 2. The vehicle position estimation device according to claim 1, wherein the vehicle position on the track is corrected in accordance with a result of comparing the distance and the direction with the track information.

5. 2. The vehicle position estimation device according to claim 1, wherein the radio waves received are a leading vehicle radio wave transmitted from the leading vehicle and a trailing vehicle radio wave transmitted from the trailing vehicle, and the vehicle length is estimated based on the reception results of the leading vehicle radio wave and the reception results of the trailing vehicle radio wave.

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