Train position calculation device and train management system

Abstract

To provide a train position calculation device and train management system that can accurately correct the train's travel distance by correcting the wheel diameter according to the load on the wheels. [Solution] The train position calculation device 100 includes a wheel diameter correction unit 11 and a distance calculation unit 12. The wheel diameter correction unit 11 makes necessary corrections to the wheel diameter information in accordance with changes in the load on the wheels RB of the train TR, and the distance calculation unit 12 calculates the travel distance of the train TR based on the wheel diameter information, thereby correcting the travel distance.

Description

Technical Field

[0001] The present invention relates to a train position calculation device and a train management system that calculate the position of a train in a railway.

Background Art

[0002] For example, as a train control system, there is known one that corrects the deviation of the wheel diameter based on information such as the stop position information (see Patent Document 1).

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] However, in the case of Patent Document 1 above, for example, when the wheel diameter may increase or decrease due to the load on the wheel, it is unclear whether accurate correction of the wheel diameter can be performed.

[0005] The present invention has been made in view of the above points, and an object thereof is to provide a train position calculation device and a train management system that can accurately correct the moving distance of a train by correcting the wheel diameter information according to the load on the wheel.

Means for Solving the Problems

[0006] A train position calculation device for achieving the above object includes a wheel diameter correction unit that corrects wheel diameter information according to a change in the load on the wheel, and a distance calculation unit that calculates the moving distance of the train based on the wheel diameter information, and corrects the moving distance.

[0007] The above-mentioned train position calculation device can quickly and accurately correct for changes in wheel diameter due to load on the wheels, and then calculate the train's travel distance, thereby correcting the travel distance according to the load on the train.

[0008] In a specific aspect of the present invention, the system includes a load measuring unit for measuring the degree of load on the wheel, and a wheel diameter correction unit that receives information on the degree of load measured by the load measuring unit and corrects the wheel diameter information based on the received information. In this case, it becomes possible to correct the wheel diameter information based on the measurement results from the load measuring unit.

[0009] In another aspect of the present invention, the load measurement unit is a weighing unit that measures the vehicle weight, which indicates the load on the wheels. In this case, it becomes possible to correct the wheel diameter information based on the measurement results of the vehicle weight at the weighing unit.

[0010] In yet another aspect of the present invention, the load measurement unit is a passenger load calculation unit that calculates the train passenger load, which indicates the load on the wheels. In this case, it becomes possible to correct the wheel diameter information based on the calculation result of the train passenger load by the passenger load calculation unit.

[0011] In yet another aspect of the present invention, the wheel is made of a rubber tire, and the wheel diameter correction unit sets the wheel diameter to a smaller value in response to an increase in the load on the wheel. In this case, the wheel diameter can be corrected according to the load on the rubber tire as a wheel.

[0012] In yet another aspect of the present invention, a tachogenerator is provided to measure the wheel rotation speed, and the distance calculation unit calculates the travel distance based on the wheel diameter value as wheel diameter information corrected by the wheel diameter correction unit and the wheel rotation speed measured by the tachogenerator. In this case, the travel distance of the train can be calculated quickly and accurately based on the wheel diameter value from the wheel diameter correction unit and the wheel rotation speed from the tachogenerator.

[0013] A train management system for achieving the above objectives comprises one of the above-mentioned train position calculation devices and an operation management unit that manages train operations based on train position information from the train position calculation device.

[0014] The above-mentioned train management system, by incorporating the above-mentioned train position calculation device, enables the operations management department to manage operations based on train position information in which the travel distance has been accurately corrected according to the train's status. [Brief explanation of the drawing]

[0015] [Figure 1] This is a conceptual diagram showing an example of a train management system including a train position calculation device in one embodiment. [Figure 2] This is a conceptual diagram illustrating the train management situation between trains located one ahead of the other. [Figure 3] This is a functional block diagram showing an example configuration of a train equipped with a train position calculation device. [Figure 4] (A) and (B) are side views and block diagrams illustrating the measurement of wheel load and rotational speed. [Figure 5] Sequence diagrams illustrating the series of processes in each configuration. [Figure 6] This is a flowchart illustrating the series of processes involved in calculating train position. [Figure 7] (A) to (D) are conceptual diagrams illustrating the operation of the train position calculation device during train operation between stations. [Figure 8] This block diagram outlines the configuration of the train position calculation device. [Modes for carrying out the invention]

[0016] Hereinafter, an example of a train position calculation device and train management system according to one embodiment will be described with reference to Figure 1 and other figures. Figure 1 is a conceptual diagram showing an example of a train position calculation device 100 and a train control system 500 including the same according to this embodiment.

[0017] In an example shown in the figure, the train control system 500 includes a plurality of on-vehicle facilities 200, 200,... respectively mounted on a plurality of trains TR, and a train control device SC that functions as an operation management unit for managing the running (operation) of these trains TR on the ground side.

[0018] Among the train control systems 500 as described above, the train control device SC is provided with a main control unit MP composed of an MPU or the like for overall operation control. In the main control unit MP, train position information, which is the position information of each train TR, is obtained by communicating with a plurality of trains TR. As described above, the train control device SC is a central device CC that manages the operation of the train TR based on the obtained train position information.

[0019] On the other hand, an on-vehicle facility 200 provided for each train TR is provided with a train position calculation device 100, and the train position calculation device 100 calculates the position of the mounted train TR. The train position information, that is, the position information of the train TR as a result calculated by the train position calculation device 100, is transmitted from the communication device COt that constitutes the on-vehicle facility 200, received by the communication device COm that constitutes the train control device SC, and transmitted to the main control unit MP via the communication device COm.

[0020] In an example shown in the figure, it is assumed that operation control is performed for each train TR traveling in the direction indicated by arrow DD1. Among these, for example, the position information of the leading train TRα calculated by the train position calculation device 100α that constitutes the on-vehicle upper equipment 200α mounted on the leading train TRα located at the head in the figure is transmitted to the train control device SC which is the central device CC. Based on the transmitted position information of the leading train TRα, the train control device SC sets the travelable range for the following train TRβ following the leading train TRα, and information about the set range is transmitted from the train control device SC to the following train TRβ. The following train TRβ adjusts its travel based on the information transmitted from the train control device SC. Note that the following train TRβ also transmits the train position information calculated by the train position calculation device 100β that constitutes the on-vehicle upper equipment 200β it is equipped with to the train control device SC. Based on this, the train control device SC similarly sets the travelable range based on the position information of the following train TRβ for the trains TR following the following train TRβ. By sequentially performing the operations as described above, overall management of train operation is carried out. It is assumed that ground elements GR are laid on the road surface RR on which each train TR travels. The ground elements GR communicate (short-range communication) with the train TR when the train TR passes. Since the ground elements GR are installed at predetermined positions (known positions) on the ground side, the train TR can accurately grasp its own position by communicating when passing over the ground elements GR. That is, the ground elements GR function as a train absolute position detection device that gives information on an absolute reference position to the train TR.

[0021] Also, here, as an example, it is assumed that the wheels RB of the train TR are composed of rubber tires. That is, it is assumed that the wheels RB are composed of something that can deform. In this case, the wheel diameter will also change according to the change in the load (weight) on the wheels RB.

[0022] The following explanation will describe the train management situation between trains located one after the other (between the preceding train TRα and the following train TRβ), referring to the conceptual diagram shown in Figure 2. In the situation shown in the figure, that is, when there is a preceding train TRα and a following train TRβ whose direction of travel is indicated by arrow DD1, as previously described, the range in which the following train TRβ can travel is determined according to the position of the preceding train TRα. Therefore, the accuracy of determining the position of the preceding train TRα becomes an issue. A typical method for calculating (determining) the position of the preceding train TRα is to calculate the theoretical distance L from the position of the ground beacon GR, which indicates the absolute reference position, to the current point, using the assumed wheel diameter d of the wheel RB that constitutes the preceding train TRα, as shown in the example in the figure. In other words, the theoretical distance L is calculated by the assumed wheel diameter d and the number of wheel rotations n of the wheel RB from the ground beacon GR to the current point. LJπnd This is expressed as follows. However, as mentioned above, if the train TR's wheels RB are made of a deformable material such as rubber tires, the actual wheel diameter d' may differ from the assumed wheel diameter d depending on the change in load (weight) on the wheels RB. In other words, in this case, the actual distance traveled L' from the ground beacon GR is, L'=πnd' Therefore, the actual distance may differ from the theoretical distance L. In one example of the illustration, the dashed and solid lines show that, compared to the theoretical distance L based on the assumed wheel diameter d, the actual wheel diameter d' becomes smaller than the assumed wheel diameter d as the load on wheel RB increases, resulting in the actual travel distance L' being shorter than the theoretical distance L. A typical example is when the wheel diameter when train TR is empty is assumed to be the wheel diameter d, and as the number of passengers on train TR increases, the load on wheel RB increases, causing the actual wheel diameter d' to become smaller than the assumed wheel diameter d. Note that in one example of the illustration, the deformation of wheel RB due to the increase in load is exaggerated to make it easier to understand, and the actual deformation is very small.

[0023] As described above, if there is a difference between the theoretical distance L and the actual distance traveled L', for example, the actual position of the preceding train TRα may be closer in the direction of travel than the assumed position. If the braking pattern is set based on the assumed position of the preceding train TRα and within the range of travel possible for the following train TRβ, there is a possibility that the following train TRβ will collide with the preceding train TRα.

[0024] To avoid such a situation, the train position calculation device 100 of this embodiment converts the theoretical distance L for each train TR to the actual travel distance L', so that the position correction can be performed correctly.

[0025] Hereinafter, with reference to Figure 3 and other figures, an example configuration of the functional aspects of the train position calculation device 100 of this embodiment will be described.

[0026] Figure 3 is a functional block diagram showing one example configuration of a train TR equipped with a train position calculation device 100. As shown in the figure, the train position calculation device 100 comprises a train position correction unit 10, a load measurement unit WM, and a tachogenerator TG.

[0027] The load measurement unit WM is a wheel load measuring device WW that measures the degree of load on the wheel RB, and consists of, for example, a weighing unit that measures the vehicle weight and a passenger load calculation unit that calculates the train passenger load. The load measurement unit WM outputs the measurement results regarding the load on the wheel RB to the train position correction unit 10.

[0028] The tachogenerator TG is a wheel rotation speed measuring device RM that measures the wheel rotation speed of wheel RB. The tachogenerator TG outputs information on the wheel rotation speed to the train position correction unit 10.

[0029] The train position correction unit 10 comprises a wheel diameter correction unit 11, a distance calculation unit 12, and a load / wheel diameter data table DT. The train position correction unit 10 receives measurement results measured by the load measurement unit WM, i.e., information on the degree of load on the wheel RB, and the measured rotational speed measured by the tachogenerator TG, and based on these, corrects the travel distance of the train TR as necessary, i.e., corrects the position of the train TR.

[0030] Of the train position correction unit 10, the wheel diameter correction unit 11 receives information on the degree of load measured by the load measurement unit WM and corrects the wheel diameter information based on the received information. That is, the wheel diameter correction unit 11 corrects the wheel diameter information in accordance with the change in load on the wheel RB that can be read from the received information. More specifically, when the wheel diameter correction unit 11 obtains information on the load as a measurement result from the load measurement unit WM, it refers to the load / wheel diameter data table DT. The load / wheel diameter data table DT contains information on the change in wheel diameter according to the load and the error corresponding thereto, as shown in a partially enlarged view in the figure. In the illustrated example, an error of up to 3% occurs depending on the difference in load from when the train TR is empty, i.e., there are no passengers, to when it is full, i.e., the train is full of passengers. That is, an error of up to 30m per 1000m can occur. Anticipating this situation, the wheel diameter correction unit 11 sets the actual wheel diameter d' by correcting the wheel diameter information, i.e., the value of the assumed wheel diameter d, in accordance with the change in load on the wheel RB. As shown in the load / wheel diameter data table DT, in this example, the wheel diameter correction unit 11 sets the actual wheel diameter d' to a value smaller than the assumed wheel diameter d in response to the increase in load on wheel RB.

[0031] Of the train position correction unit 10, the distance calculation unit 12 calculates the actual travel distance L' based on the actual wheel diameter d', which is wheel diameter information corrected by the wheel diameter correction unit 11, and the wheel rotation speed n measured by the tachogenerator TG. As a result, the corrected position is calculated from the train position based on the theoretical distance L.

[0032] The following describes an example of a train TR configuration in which the train position calculation device 100 described above is implemented on the on-board equipment 200, with reference to Figure 4 and other figures.

[0033] Figure 4(A) is a side view illustrating one configuration for measuring the load and rotational speed of the wheels RB using various devices installed on the train TR, and Figure 4(B) is a block diagram illustrating the functions of the various devices shown in Figure 4(A).

[0034] As shown in the example in Figure 4(A), the train TR in this case is equipped with the aforementioned communication device COt and tachogenerator TG as a wheel rotation speed measuring device RM, as well as the pneumatic measuring unit PM, onboard unit PI, and train speed detection device SD, which constitute the wheel load measuring device WW (load measuring unit WM). In other words, the onboard equipment 200 is composed of these components.

[0035] Here, the train speed detection device SD, which is responsible for detecting the speed and position of the train TR, is connected to the wheel load measuring device WW (load measuring unit WM), which consists of the pneumatic measuring unit PM, the wheel rotation speed measuring device RM (tachogenerator TG), and the onboard unit PI, to determine the speed and position of the train TR. In doing so, the train speed detection device SD performs position correction taking into account the wheel diameter correction mentioned above, and as a result, functions as the main part of the train position calculation device 100. Figure 4(B) is a diagram that explains the above configuration from a functional perspective.

[0036] The following describes in more detail each component of the train position calculation device 100 in the above implementation example.

[0037] The air pressure measuring unit PM is a device for measuring the air pressure inside the spring of the air spring AS. The air spring AS is a rubber-like device installed between the bogie TT (wheel RB and the frame containing it) and the car body BO of the train TR, and the air pressure measuring unit PM measures the air pressure of the air spring AS. The measured air pressure is the sum of the air pressure supporting the weight of the car body BO and the air pressure supporting the total weight of the passengers present inside the car body BO. Therefore, the air pressure measuring unit PM functions as a weighing unit that measures the vehicle weight (including the total weight of the passengers), that is, the air pressure measuring unit PM can be considered as constituting the wheel load measuring device WW (load measuring unit WM). In other words, the configuration of the train position calculation device 100 makes it possible to capture the load on the wheel RB and changes in the load based on the measurement results of the air pressure measuring unit PM.

[0038] The onboard unit PI receives a message (ground beacon message) from the ground beacon GR and reads the ID information (ground beacon ID) of the ground beacon GR contained in the message. As previously mentioned, the ground beacon GR is installed in a predetermined location (a known location), and the ID information (ground beacon ID) of the ground beacon GR read by the onboard unit PI indicates the information of an absolute reference location.

[0039] The train speed detection device SD detects train speed and position based on the wheel rotation speed n of wheel RB measured by the wheel rotation speed measuring device RM (tachogenerator TG), the load on wheel RB measured by the pneumatic measuring unit PM which functions as a wheel load measuring device WW, and the ID information (ground beacon ID) of ground beacon GR read by the onboard beacon PI. In the illustrated example, the train speed detection device SD has a train speed / distance calculation unit VD, and the train speed / distance calculation unit VD performs calculation processing of speed and position based on this information.

[0040] By utilizing, for example, the measured value of the vehicle weight (including the total weight of passengers) from the pneumatic pressure measuring unit PM and the calculation results from the train speed detection device SD, it becomes possible to consider, for example, the appropriate acceleration force for running the train.

[0041] In particular, in this embodiment, the train speed / distance calculation unit VD calculates the position and speed taking into account the change in wheel diameter corresponding to the load on wheel RB and the corresponding error. That is, the train speed detection device SD, which includes the train speed / distance calculation unit VD, functions as the train position correction unit 10 as explained with reference to Figure 3, etc. More specifically, in the block diagram shown as Figure 4(B), the train speed / distance calculation unit VD includes a load / wheel diameter data table DT, and functions as a wheel diameter correction unit 11 by referring to the load / wheel diameter data table DT according to the load on wheel RB from the wheel load measuring device WW and correcting the wheel diameter as necessary. Furthermore, it functions as a distance calculation unit 12 by calculating the distance traveled from the ID information (ground beacon ID) of the ground beacon GR to the present time, for example, from the wheel diameter corrected as necessary and the wheel rotation speed n of wheel RB measured by the wheel rotation speed measuring device RM (tachogenerator TG).

[0042] As previously mentioned, the train speed detection device SD, which includes the train speed / distance calculation unit VD, calculates a corrected train position to function as the train position correction unit 10, and is also capable of correcting the train speed in accordance with changes in wheel diameter.

[0043] As described above, the train position calculation device 100 makes appropriate corrections to the train's position and speed, making it possible for the train TR to accurately determine its own position and speed.

[0044] In the above embodiment, the calculation results from the train speed detection device SD are transmitted (output) to the ground side via the communication device COt. However, it is also possible to configure the system so that the train position is determined within the train TR by the train position calculation device 100 without transmitting the results to the outside from the train TR.

[0045] Furthermore, while the above assumes that the air pressure measuring unit PM, which constitutes the load measuring unit WM (wheel load measuring device WW), is a weighing unit that measures vehicle weight (including the total weight of passengers), it can also be considered that the load measuring unit WM is constituted by functioning as an occupancy rate calculation unit by, for example, calculating the train occupancy rate from air pressure measurements. Moreover, it is conceivable that the load measuring unit WM could be constituted by calculating the train occupancy rate using methods other than air pressure measurement.

[0046] The following describes the series of processes in each configuration of the train position calculation device 100 illustrated in Figure 4, with reference to the sequence diagram shown in Figure 5.

[0047] Each time the train TR passes one of the ground beacons GR (see Figure 1), which are multiple train absolute position detection devices laid on the ground, a transmission and reception (process SG1) occurs between the ground beacon GR and the onboard beacon PI of the onboard equipment 200. On the train TR side, i.e., onboard, the onboard beacon PI receives the ID information (ground beacon ID), i.e., reference position information, from the ground beacon GR and outputs the received information to the train speed detection device SD. When the train speed detection device SD receives the reference position information from the onboard beacon PI, it performs reference position setting (process SB1) or reference position updating (process SB2). Here, reference position setting (process SB1) is performed when reference position information is received at the point where the train TR first stops (starting point), and reference position updating (process SB2) is performed when reference position information is received at a point where the train TR stops or is traveling for the second time or later.

[0048] On the other hand, when the wheel load measuring device WW performs load measurement (process SB3) in response to an increase or decrease in the number of passengers, the wheel load measuring device WW outputs the load measurement results to the train speed detection device SD. A typical example is when the train TR reaches a station, which is its stopping point, it receives reference position information from the ground beacon GR installed at the station, thereby setting the reference position (process SB1) and updating the reference position (process SB2). Simultaneously, an increase or decrease in the number of passengers due to boarding and alighting occurs, and load measurement (process SB3) is performed in the wheel load measuring device WW.

[0049] The train speed detection device SD performs calculation processing regarding the train's position upon receiving the various types of information described above. Specifically, for example, upon receiving load measurement (process SB3), it updates the wheel diameter information according to the change in load (process SB4), i.e., performs wheel diameter correction processing. At this time, the load / wheel diameter data table DT is referenced (process SB5).

[0050] Furthermore, the train speed detection device SD periodically (at regular intervals) calculates the travel distance according to the wheel diameter (process SB6). If, for example, the wheel diameter information is updated (process SB4), the travel distance is calculated accordingly.

[0051] During the calculation of the distance traveled (process SB6), the measurement result of the wheel rotation speed measurement (process SB7) of wheel RB in the wheel rotation speed measuring device RM (tachogenerator TG) is referenced. It is assumed that the rotation speed measurement (process SB7) and the output of the measurement result to the train speed detection device SD will be output from the wheel rotation speed measuring device RM (tachogenerator TG) at a constant period, for example, corresponding to the timing of the calculation of the distance traveled (process SB6).

[0052] As described above, the train's position is updated sequentially as the distance traveled is updated. In addition, if, for example, the reference position is updated at a point in the train's movement (process SB2), the train's position is also updated based on the newly acquired reference position information. As a result, the train's position is calculated or corrected by the train speed detection device SD (process SB8).

[0053] Once the train TR's position calculation or correction (processing SB8) is complete, the calculation result is transmitted via the communication device COt to the ground-side central device CC (train control device SC) as train TR's position information.

[0054] The central unit CC receives information about the position of train TR from the onboard unit (processing SG2). The central unit CC also transmits information about the position of other train TR to the onboard unit (processing SG3). Typically, information about the position of a preceding train is transmitted to a following train as another train TR.

[0055] The following example illustrates a series of processes related to calculating the train's position on board the train, referring to the flowchart shown in Figure 6. Here, the train speed detection device SD calculates the distance traveled at regular intervals (times), that is, it calculates the distance traveled per unit time.

[0056] First, when the train TR departs, the train position calculation device 100, which is part of the on-board equipment 200, is activated, and the train speed detection device SD sets initial values ​​for the position, speed, and wheel diameter (assumed wheel diameter) of the train TR (step S101), and begins to check whether or not the load (weight) on the new rubber tires, i.e., the wheels RW, has been measured (step S102).

[0057] If it is confirmed in step S102 that the load (weight) measurement has been performed (step S102: Yes), the train speed detection device SD converts the wheel diameter to one corresponding to the load on the rubber tire (wheel RW) (wheel diameter d → wheel diameter d') (step S103) and overwrites the wheel diameter information (step S104).

[0058] On the other hand, if it is not confirmed that a load (weight) measurement has been performed in step S102 (step S102: No), the train speed detection device SD maintains the current wheel diameter value of the rubber tire (wheel RW) (step S105).

[0059] After step S104 or step S105, the train speed detection device SD checks whether new reference position information has been received (step S106). Typical examples of new reference position information include whether or not the ID information of the ground beacon GR (ground beacon ID) has been obtained through transmission and reception between the ground beacon GR and the on-board beacon PI as described above. Here, the information (data) indicating an absolute position reference as described above is also referred to as fixed point data.

[0060] In step S106, if new reference position information is received (step S106: Yes), the train speed detection device SD performs a reference position resetting process (step S107). On the other hand, if new reference position information is not received in step S106 (step S106: No), the current reference position is maintained (step S108).

[0061] After step S107 or step S108, the train speed detection device SD calculates the distance traveled per unit time from the reference position in the train speed / distance calculation unit VD (step S109) and calculates the position of the train TR (step S110). The train speed detection device SD confirms that the position calculation in the train speed / distance calculation unit VD is complete (step S111), and if completion is confirmed (step S111: Yes), it outputs data on the calculation result of the position of the train TR to the communication device COt (step S112).

[0062] After completing the output processing in step S112, the train speed detection device SD checks whether the train TR has completed its journey (typically whether the train TR has reached its destination) (step S113). If it has not completed its journey (step S113: No), it repeats the operation from step S102. If it is confirmed in step S113 that the train TR has completed its journey (step S113: Yes), the series of processes ends.

[0063] The operation of the train position calculation device 100 during operation between stations will be explained below as an example of the operation of the train position calculation device 100, referring to the conceptual diagrams shown in Figures 7(A) to 7(D).

[0064] In one example of the diagram, the process for train TR is shown, from its arrival at station STα, its departure from STα, and its arrival at the next station STβ. Each station STα and STβ is equipped with a ground beacon GR. Each time train TR stops at either STα or STβ, the onboard beacon PI acquires reference position information (fixed point data) from the ground beacon GR. Additionally, passengers board and alight at the station, and the resulting load is measured, thus confirming changes in the load.

[0065] In the above case, first, as shown in Figure 7(A), train TR, whose direction of travel is indicated by arrow DD1, travels while continuing to calculate the position of train TR. Then, when it reaches station STα and stops, as shown in Figure 7(B), transmission and reception occur between the onboard unit PI and the ground unit GR, and passengers get on and off, meaning that the number of passengers increases or decreases. Accordingly, the air pressure measurement unit PM (load measurement unit WM) checks for changes in load based on the air pressure measurement. In other words, the train speed detection device SD performs conversion to the wheel diameter according to the load on the rubber tires (wheels RW) and resets the reference position.

[0066] After passengers have boarded and alighted, the train TR departs from station STα towards the next station STβ, as shown in Figure 7(C). During this time, the train speed detection device SD continues to periodically calculate the position of the train TR. However, after departing station STα, the position of the ground beacon GR installed at station STα is used as the reference position, and the distance traveled and position are calculated based on the converted wheel diameter value at station STα. In other words, the position is calculated after appropriate corrections based on the conversion of the wheel diameter, etc. Subsequently, when the train TR arrives at station STβ, the same series of processes as described above at station STα are performed by the train speed detection device SD.

[0067] By repeating the above steps at each arrival station, it becomes possible to accurately determine the train's position along the route to its destination (final station).

[0068] The configuration of the train position calculation device 100 described above will be explained below, with reference to the block diagram shown in Figure 8.

[0069] In this embodiment, the train position calculation device 100 corrects the travel distance by performing necessary corrections to the wheel diameter information (information on the wheel diameter d of wheel RB as illustrated in Figure 2) in the wheel diameter correction unit 11 in accordance with changes in the load on the wheel RB of the train TR, and by calculating the travel distance of the train TR based on the said wheel diameter information in the distance calculation unit 12. As a result, even when the wheel diameter d increases or decreases due to the load on wheel RB, the train position calculation device 100 in this embodiment can quickly and accurately correct the wheel diameter d and then calculate the travel distance of the train TR, thereby correcting the travel distance according to the load on the train TR.

[0070] 〔others〕 This invention is not limited to the embodiments described above, and can be implemented in various forms without departing from its spirit.

[0071] First, regarding the timing of load measurement on the wheel RB by the load measurement unit WM in the above embodiment, one example shown is the timing of passengers getting on and off while the train is stopped at a station. However, this is not limited to this, and load measurement may be performed at various timings, such as when passengers get on and off in the middle of a station during an emergency.

[0072] Furthermore, regarding the initial setting of the assumed wheel diameter d, various configurations are possible, in addition to setting it to the lightest state of an empty vehicle with no passengers.

[0073] Furthermore, in the above embodiment, it is conceivable that the system could be applied not only to trains with crews, but also to unmanned trains, or to automated trains regardless of whether they are manned or unmanned.

[0074] Furthermore, the tolerance range for the wheel diameter can be modified or adjusted in various ways depending on the characteristics of the material used for the wheel RB, the range assumed to be the full capacity of the train, the number of years the wheel RB has been in use, etc.

[0075] Furthermore, the invention described above can be applied not only to trains, but also to various transportation systems that have vehicles, such as BRT, LRT, or monorails. [Explanation of symbols]

[0076] 10…Train position correction unit, 11…Wheel diameter correction unit, 12…Distance calculation unit, 100, 100α, 100β…Train position calculation device, 200, 200α, 200β…On-board equipment, 500…Train control system, AS…Air spring, BO…Car body, CC…Central device, COm…Communication device, COt…Communication device, DD1…Arrow, DT…Load / wheel diameter data table, GR…Ground coil, L…Theoretical distance, L'…Actual travel distance, MP…Main control unit, PI… Onboard unit, PM...Air pressure measurement unit, RB...Wheel, RM...Wheel rotation speed measurement device, RR...Road surface, RW...Wheel, SC...Train control device, SD...Train speed detection device, STα...Station, STα,STβ...Station, TG...Tachogenerator, TR...Train, TRα...Preceding train, TRβ...Following train, TT...Bogie, VD...Train speed / distance calculation unit, WM...Load measurement unit, WW...Wheel load measurement device, d...Assumed wheel diameter, d'...Actual wheel diameter, n...Wheel rotation speed

Claims

1. A wheel diameter correction unit corrects wheel diameter information in accordance with changes in the load on the wheel, A distance calculation unit that calculates the train's travel distance based on the wheel diameter information. A train position calculation device comprising the above, which corrects the aforementioned travel distance.

2. It is equipped with a load measuring unit that measures the degree of load on the wheel, The train position calculation device according to claim 1, wherein the wheel diameter correction unit receives information on the degree of load measured by the load measurement unit and corrects the wheel diameter information based on the received information.

3. The train position calculation device according to claim 2, wherein the load measuring unit is a weighing unit that measures the vehicle weight indicating the load on the wheels.

4. The train position calculation device according to claim 2, wherein the load measuring unit is a passenger load calculation unit that calculates the passenger load indicating the load on the wheels.

5. The aforementioned wheels are made of rubber tires. The train position calculation device according to claim 1, wherein the wheel diameter correction unit sets the wheel diameter to a smaller value in response to an increase in the load on the wheel.

6. Equipped with a tachogenerator to measure wheel rotation speed, The train position calculation device according to claim 1, wherein the distance calculation unit calculates the travel distance based on the value of the wheel diameter as wheel diameter information corrected by the wheel diameter correction unit and the number of wheel rotations measured by the tachogenerator.

7. A train position calculation device according to any one of claims 1 to 7, The train operation management unit manages train operations based on train position information from the train position calculation device. A train management system equipped with the following features.

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