Train speed position calculation device, train operation support device, train operation control device, and train speed position calculation method

Abstract

To calculate the speed and position of a train accurately even when idling or slipping occurs.SOLUTION: A train speed position calculation device includes: a gradient information holding unit for holding gradient information of a track; an acceleration detection unit for detecting acceleration of a train in an advancing direction; an acceleration calibration unit, which obtains the gradient of an installation position of the acceleration detection unit by referring to the gradient information holding unit when the train stops, compares the acceleration in response to the obtained gradient with the detected value of the acceleration detection unit, calibrates a zero point of the acceleration detection unit, and calculates calibration acceleration; an actual acceleration estimation unit which obtains the gradient of the installation position of the acceleration detection unit by referring to the gradient information holding unit when the trains is traveling and estimates the actual acceleration of the train based on the acceleration in response to the gradient and the calculated calibrated acceleration, a position calculation unit which calculates the speed by time-integrating the estimated actual acceleration and calculates a traveling distance and a position of the train by time-integrating the speed; an acceleration error correction unit which calculates a plurality of traveling distances by using a plurality of acceleration offsets and selects an acceleration offset with the smallest distance error to correct the acceleration.SELECTED DRAWING: Figure 1

Description

Technical Field

[0001] Embodiments of the present invention relate to a train speed and position calculation device, a train operation support device, a train operation control device, and a train speed and position calculation method.

Background Art

[0002] In train operation support and operation control, it is necessary to accurately calculate the speed and position of the train. Generally, a speed generator or the like is used to calculate the speed and position of the train based on pulses generated in response to the rotation of the wheels. However, when wheel spin or skidding occurs, the rotation of the wheels does not correspond to the progress of the train, and the speed and position of the train cannot be accurately calculated. More specifically, this is because when wheel spin occurs, the train does not move forward even though the wheels are rotating. Also, when skidding occurs, the train moves forward even though the wheels are not rotating. To solve such problems, a technique has been proposed in which the speed and position of the train are calculated based on the acceleration detected by an acceleration sensor when wheel spin or skidding occurs (for example, Patent Document 1).

[0003] In the above conventional technique, the acceleration detected by the acceleration sensor is corrected according to the gradient of the train position, and the actual acceleration of the train is estimated. This is because in the acceleration sensor, the inertial force and the component of gravity in the inclined plane direction with respect to the acceleration and deceleration of the train according to the gradient cancel each other out, and the acceleration of the train during gradient travel cannot be accurately detected. Therefore, the actual acceleration of the train has been estimated.

[0004] And by integrating the estimated actual acceleration, the speed and position of the train can be accurately calculated even during gradient travel. Since the acceleration sensor does not use the rotation of the wheels and detects the acceleration by the inertial force with respect to the acceleration and deceleration in the traveling direction of the train, it is not affected by wheel spin or skidding. Therefore, the speed and position of the train can be accurately calculated even when wheel spin or skidding occurs.

[0005] On the other hand, in an acceleration sensor, a zero-point shift over time may occur due to the influence of temperature or the like. Due to the zero-point shift, a minute acceleration may be detected even though there is actually no acceleration. Then, the speed will change by integrating the detected acceleration. Even a minute zero-point shift may cause large calculation errors in speed and position due to long-term integration.

[0006] To solve such problems, a technique has been proposed to calibrate the zero point of the acceleration sensor every time the train stops to improve the accuracy of acceleration detection (for example, Patent Document 2). When there is a gradient at the station, the detected value of the acceleration sensor during stopping is not 0, and it should be a value corresponding to the gradient of the station.

[0007] Therefore, in the technique described in Patent Document 2, the gradient information is held as a database on the vehicle, and calibration is performed so that the detected value of the acceleration sensor during station stop becomes a value corresponding to the gradient of the station. By performing such correction, at a horizontal station, the detected value of the acceleration sensor becomes 0 during stopping.

Prior Art Documents

Patent Documents

[0008]

Patent Document 1

Patent Document 2

Summary of the Invention

Problems to be Solved by the Invention

[0009] However, in the technique described in Patent Document 2, if the gradient information used for zero-point calibration of the acceleration sensor contains an error, calculation errors in speed and position will occur due to the gradient error. The present invention has been made to solve the above problems, and an object thereof is to provide a train speed and position calculation device, a train operation support device, a train operation control device, and a train speed and position calculation method that can reduce the error of gradient information and improve the calculation accuracy of the train speed and position.

Means for Solving the Problems

[0010] The train speed and position calculation device according to the embodiment includes a gradient information holding unit that holds gradient information of a route on which the train travels, an acceleration detection unit that detects the acceleration in the traveling direction of the train, and when the train is stopped, the gradient of the installation position of the acceleration detection unit is obtained with reference to the gradient information holding unit, and an acceleration correction unit that corrects the zero point of the acceleration detection unit and calculates a corrected acceleration based on a comparison between the acceleration corresponding to the gradient and the detection value of the acceleration detection unit, and when the train is traveling, the gradient of the installation position of the acceleration detection unit is obtained with reference to the gradient information holding unit, and an actual acceleration estimation unit that estimates the actual acceleration of the train based on the acceleration corresponding to the gradient and the corrected acceleration calculated by the acceleration correction unit, a position calculation unit that calculates the speed by time-integrating the estimated actual acceleration and calculates the traveling distance and position of the train by time-integrating the speed, A plurality of acceleration offsets to be added to the acceleration calculated by the actual acceleration estimation unit are set. For the plurality of acceleration offsets, a plurality of travel distances are calculated by time-integrating the acceleration obtained by adding the acceleration offset to the acceleration calculated by the actual acceleration estimation unit. The distance error for each acceleration offset is calculated by comparing the actual travel distance with the plurality of travel distances, and the acceleration offset with the smallest distance error is selected and added to the acceleration calculated by the actual acceleration estimation unit and an acceleration error correction unit.

Brief Description of the Drawings

[0011]

Figure 1

Figure 2

Figure 3

Figure 4

Figure 5

Figure 6

[0012] Hereinafter, embodiments will be described with reference to the drawings. [1] First Embodiment FIG. 1 is a block diagram showing a configuration example of a train speed position calculation device and a train operation support device according to the first embodiment.

[0013] The train speed position calculation device 10 is mounted on the train 100 and calculates the speed and position of the train 100.

[0014] The train speed position calculation device 10 includes a gradient information holding unit 11, an acceleration detection unit 12, an acceleration correction unit 13, an actual acceleration estimation unit 14, an acceleration integrated speed calculation unit 15, an acceleration integrated position calculation unit 16, a gradient error correction unit 17, a speed generator 18, a pulse speed calculation unit 19, a pulse position calculation unit 20, and a train speed position determination unit 21.

[0015] The gradient information holding unit 11 holds information regarding the gradient of the track on which the train 100 runs, in association with the position of the train 100.

[0016] The acceleration detection unit 12 is a general-purpose acceleration sensor using, for example, MEMS (Micro Electro Mechanical Systems) technology.

[0017] The acceleration correction unit 13 corrects the acceleration detected by the acceleration detection unit 12. Specifically, when the train 100 is stopped at a station or the like, first, the gradient at the installation position of the acceleration detection unit 12 (for example, the position is generally different by the length of the train depending on whether it is installed in the leading vehicle or the trailing vehicle) is extracted from the gradient information holding unit 11.

[0018] Next, the difference between the acceleration detected by the acceleration detection unit 12 and the theoretical acceleration to be detected by the acceleration detection unit 12 according to the extracted gradient is calculated and used as the zero-point error. Then, the calibrated acceleration is calculated by subtracting the zero-point error from the acceleration detected by the acceleration detection unit 12.

[0019] During the running of the train 100, the actual acceleration estimation unit 14 estimates the actual acceleration of the train 100 based on the calibrated acceleration calculated by the acceleration calibration unit 13. Specifically, the actual acceleration of the train 100 is estimated by correcting the theoretical acceleration to be detected by the acceleration detection unit 12 according to the gradient at the installation position of the acceleration detection unit 12 for the calibrated acceleration calculated by the acceleration calibration unit 13.

[0020] The acceleration integrated velocity calculation unit 15 calculates the velocity of the train 100 by time-integrating the actual acceleration of the train 100 estimated by the actual acceleration estimation unit 14.

[0021] The acceleration integrated position calculation unit 16 obtains the running distance of the train by time-integrating the velocity of the train calculated by the acceleration integrated velocity calculation unit 15, and calculates the position of the train 100 by adding the running distance to the kilometer distance (distance from the reference point of the route) set at the time of station stop.

[0022] The gradient error correction unit 17 calculates the offset (positive or negative value) to be added to the acceleration calculated by the actual acceleration estimation unit 14 so that the running distance from departure to stop calculated by the acceleration integrated position calculation unit 16 is close to the actual running distance. Then, the gradient information at the departure position is corrected based on the calculated offset. Here, the departure position corresponds to the installation position of the acceleration detection unit 12 when calibration is performed by the acceleration calibration unit 13 during the stop before departure.

[0023] Specifically, the time-series data of the acceleration calculated by the actual acceleration estimation unit 14 during actual running is held, and the running distance obtained by adding the time-series data to each of the plurality of offsets and performing time integration is calculated. Then, select the offset that minimizes the difference from the actual travel distance. Assume that the selected offset is the acceleration error caused by the gradient error at the starting position of the time-series data.

[0024] Next, the gradient error correction unit 17 converts the assumed acceleration error into a corresponding gradient error, and corrects the gradient at the starting position of the time-series data by that gradient. As a result, the gradient error held in the gradient information holding unit 11 is reduced, and the calculation errors of the speed and position of the train can be reduced.

[0025] The tachogenerator 18 generates pulses corresponding to the rotation of the wheels of the train 100. The pulse speed calculation unit 19 calculates the speed of the train 100 based on the pulses generated by the tachogenerator 18.

[0026] Also, the pulse position calculation unit 20 calculates the travel distance and position of the train 100 based on the pulses generated by the tachogenerator 18.

[0027] The train speed and position determination unit 21 determines the speed and position of the train based on the speed calculated by the pulse speed calculation unit 19, the position calculated by the pulse position calculation unit 20, the speed calculated by the acceleration integration speed calculation unit 15, and the position calculated by the acceleration integration position calculation unit 16, according to the occurrence status of wheel spin and skid.

[0028] Note that the train speed and position determination unit 21 may correct the position information calculated by the acceleration integration position calculation unit 16 or the position information calculated by the pulse position calculation unit 20 based on information indicating the absolute position of the train 100 obtained from a GNSS (Global Navigation Satellite System) antenna (not shown) or a position correction transponder (not shown) installed on the ground.

[0029] Next, the configuration of the train operation support device 30 equipped with the train speed and position calculation device 10 will be described. The train operation support measure 30 is a device that creates and provides information for supporting the driving operation of the driver TRD of the train 100 based on the speed and position of the train calculated by the train speed and position calculation device 10 and the appropriate driving curve of the train 100. Here, the appropriate driving curve is, for example, a driving curve that saves energy while complying with the train schedule, and can be represented by a graph with the train position on the horizontal axis and the train speed on the vertical axis. The train operation support measure 30 supports the driver TRD to be able to perform the driving operation according to the appropriate driving curve.

[0030] The train operation support device 30 includes the above-mentioned train speed and position calculation device 10, a driving support information creation unit 31, and a driving support information presentation unit 32. The driving support information creation unit 31 holds the appropriate driving curve of the route on which the train 100 travels in a driving curve database (not shown), and extracts the appropriate driving curve corresponding to the section between stations where the train is traveling. Alternatively, based on a database (not shown) that holds route information and vehicle performance and the train schedule information, an appropriate driving curve corresponding to the section between stations where the train is traveling is created in real time. The extracted or generated optimal driving curve is output to the driving support information presentation unit 32 together with the speed and position of the train.

[0031] In addition, the driving support information creation unit 31 refers to the optimal driving curve of the section between stations where the train 100 travels based on the position of the train 100 calculated by the train speed and position calculation device 10, and extracts the target speed corresponding to the position of the train 100. Next, the target speed is compared with the speed of the train 100 calculated by the train speed and position calculation device 10, and the target driving operation (power running, coasting, or braking operation) necessary to follow the appropriate driving curve is determined. The target driving operation is output to the driving support information presentation unit 32 together with the target speed.

[0032] The driving support information presentation unit 32 is a device for presenting the information created by the driving support information creation unit 31 to the driver TRD. For example, it is configured as a liquid crystal display device. The driving support information presentation unit 32 presents the optimal driving curve acquired from the driving support information creation unit 31 to the driver TRD in conjunction with the speed and position of the train. As a result, the driver TRD can visually grasp the relationship between the optimal driving curve and the actual speed and position of the train, and it becomes easier to drive according to the appropriate driving curve. In addition, the driving support information presentation unit 32 presents the target driving operation and the target speed acquired from the driving support information creation unit 31 to the driver TRD. As a result, the driver TRD can visually grasp the necessary driving operation, and it becomes easier to drive according to the appropriate driving curve.

[0033] In this way, the driver TRD visually confirms the information displayed on the driving support information presentation unit 32 and performs driving operations according to the information, so that even if the driver is not skilled in driving operations, appropriate driving corresponding to the route and train schedule can be performed. Note that the driving support information presentation unit 32 may present the driving support information by voice or the like.

[0034] Next, the operation of the train speed and position calculation device 10 according to the first embodiment will be described. FIG. 2 is a diagram showing an example of a route on which a train travels according to the first embodiment. First, as shown by reference sign A in FIG. 2, the operation of the train speed and position calculation device 10 when the train 100 is stopped at the departure station SS will be described.

[0035] FIG. 3 is a flowchart showing an example of processing executed by the train speed and position calculation device according to the first embodiment when the train is stopped. As shown in FIG. 3, when the train 100 is stopped at the departure station SS, the acceleration integration position calculation unit 16 and the pulse position calculation unit 20 set the kilometer distance of the station where the train 100 is stopped as the position of the train 100 (step S11). Here, the kilometer distance is the distance from the reference point on the route R and is information indicating the absolute position.

[0036] The station where the train 100 is stopped is determined, for example, by an input operation by the driver TRD. Alternatively, the information of the train driver's route table may be acquired from the train 100, and the station where the train 100 is stopped may be specified based on the information of the route table and the time.

[0037] When there is no interface with the outside, for example, a GNSS information receiving device is installed in the train speed and position calculation device 10, and the corresponding information of the longitude and latitude of the station and the kilometer distance is stored as a database, and the station where the train 100 is stopped may be specified based on the GNSS information.

[0038] Next, the acceleration calibration unit 13 refers to the gradient information holding unit 11 and extracts and specifies the gradient of the route R at the installation position of the acceleration detection unit 12 (step S12). The position of the train 100 is usually based on the front end position of the train 100. When the installation position of the acceleration detection unit 12 is near the front end of the train, the gradient information holding unit 11 is referred to based on the position of the train 100 to extract the gradient. On the other hand, when the installation position of the acceleration detection unit 12 is near the rear end of the train, the gradient information holding unit 11 is referred to based on the position that is the length of the train behind the position of the train 100 to extract the gradient.

[0039] Next, the acceleration calibration unit 13 performs calibration of the acceleration detected by the acceleration detection unit 2 based on the gradient specified in step S12 (step S13). Specifically, the theoretical acceleration to be detected by the acceleration detection unit is calculated according to the gradient specified in step S12. That is, the acceleration corresponding to the component of gravity in the inclined plane direction of the gradient is calculated.

[0040] The difference between the acceleration detected by the acceleration detection unit 12 and the acceleration corresponding to the component of gravity in the inclined plane direction corresponds to the zero point error. Therefore, the acceleration calibration unit 13 calibrates the zero point of the acceleration detection unit 12 (acceleration sensor) so that the acceleration detected by the acceleration detection unit 12 coincides with the acceleration corresponding to the component of gravity in the inclined plane direction.

[0041] Here, when the train 100 is stopped at a sloped station, the acceleration detection unit 12 continues to detect the acceleration (≠0) corresponding to the component of the gravity in the slope direction. Therefore, when the train 100 is stopped, the acceleration integrated velocity calculation unit 15 does not calculate the velocity by time integration of the acceleration. Also, the acceleration integrated position calculation unit 16 does not calculate the position by time integration of the velocity.

[0042] When it is the departure time and the driver TRD engages the power notch and the train 100 starts to run, the acceleration integrated velocity calculation unit 15 starts calculating the velocity by time integration of the acceleration, and the acceleration integrated position calculation unit 16 starts calculating the position by time integration of the velocity.

[0043] The acceleration to be integrated over time by the acceleration integrated velocity calculation unit 15 is the actual acceleration estimated by the actual acceleration estimation unit 14 based on the calibrated acceleration calculated by the acceleration calibration unit 13. Also, the velocity to be integrated over time by the acceleration integrated position calculation unit 16 is the velocity calculated by the acceleration integrated velocity calculation unit 15.

[0044] Next, as shown by reference sign B in FIG. 2, the operation of the train speed position calculation device 10 when the train 100 is running between stations will be described.

[0045] FIG. 4 is a flowchart showing an example of the processing executed by the train speed position calculation device according to the first embodiment during the running of the train. As shown in FIG. 4, when the train 100 is running between stations, the actual acceleration estimation unit 14 refers to the gradient information holding unit 11 and extracts and specifies the gradient of the track R at the installation position of the acceleration detection unit 12 (step S21).

[0046] Next, the actual acceleration estimation unit 14 estimates the actual acceleration of the train 100 based on the gradient specified in step S21 (step S22). Specifically, an acceleration corresponding to the component of gravity in the slope direction at the gradient specified in step S21 is calculated, and the calculated acceleration is added to the corrected acceleration calculated by the acceleration correction unit 3 to obtain the actual acceleration.

[0047] Next, the acceleration integrated velocity calculation unit 15 calculates the velocity of the train 100 by performing a time integration of the actual acceleration estimated by the actual acceleration estimation unit 4 with reference to the velocity of the train 100 at the time of stopping (= zero) (step S23).

[0048] Note that when no wheel spin or skidding occurs, the time integration of the actual acceleration may be performed based on the velocity calculated by the pulse velocity calculation unit 19. Thereby, the integration error up to that point can be cleared, and the integration error can be suppressed.

[0049] Next, the acceleration integrated position calculation unit 16 calculates the position of the train 100 by adding the travel distance obtained by performing a time integration of the velocity of the train 100 calculated in step S23 with reference to the kilometer distance of the departure station (departure station SS in FIG. 2) (step S24).

[0050] When absolute position information can be obtained from a GNSS (not shown) or a transponder for position correction (not shown), the time integration of the velocity may be performed based on the absolute position information. Thereby, the integration error up to that point can be cleared, and the cumulative integration error can be suppressed.

[0051] The above-described series of processes, that is, steps S21 to S24 are repeated at a fixed cycle while the train 100 is running.

[0052] When the travel between stations is completed and the train 100 arrives at the next stop station SE, the acceleration integrated velocity calculation unit 15 stops calculating the velocity by time integration of the acceleration, and the acceleration integrated position calculation unit 16 stops calculating the position by time integration of the velocity. Also, the stop station SE is set as a new departure station SS, the velocity is set to 0, and the position is set to the kilometer distance of the station SE.

[0053] The train speed and position calculation device 10 repeats the above-described series of processes with the previous stopping station SE as the new departure station SS. Note that the acceleration correction performed by the acceleration correction unit 13 when the train stops may be performed not only at the stopping station but also, for example, when the train stops midway between stations on the route R.

[0054] Next, the operation of the gradient error correction unit 17 of the train speed and position calculation device 10 according to the first embodiment will be described. FIG. 5 is a diagram showing the relationship between the position and speed of the train calculated by the train speed and position calculation device. In FIG. 5, reference symbol L0 indicates the relationship between the acceleration integration position and the acceleration integration speed when the travel distance calculated by the train speed and position calculation device 10 coincides with the actual travel distance. In the case of L0, it is determined that the travel distance calculated by integrating the acceleration over time is correct, and the gradient of the installation position of the acceleration detection unit 12 during departure station stop extracted from the gradient information holding unit 11 is correct, and no gradient correction is performed.

[0055] On the other hand, reference symbol L1 indicates the relationship between the acceleration integration position and the acceleration integration speed when the travel distance calculated by the train speed and position calculation device 10 is 19 m longer than the actual travel distance. In the case of L1, there is a possibility that in the acceleration correction during departure station stop, under the influence of the gradient error, the acceleration is evaluated to be larger than the actual value. To estimate the gradient error, the gradient error correction unit 7 adds an offset to the time-series data of the acceleration from the departure station to the stopping station calculated by the actual acceleration estimation unit 4 to calculate the travel distance. The travel distance is calculated for a plurality of offsets, and the offset that minimizes the difference from the actual travel distance is selected.

[0056] For example, when the offset is set to -0.017 km / h / s for the acceleration data when creating L1, it is assumed that the difference from the actual travel distance becomes the smallest. That is, it is assumed that when the time-series data of the acceleration from the departure station to the stopping station is shifted by 0.017 km / h / s to the minus side and integrated, the difference from the actual travel distance becomes the smallest.

[0057] 0.017 km / h / s corresponds to a gradient of 0.5‰, and there may be an error of +0.5‰ in the gradient at the installation position of the acceleration detection unit 12 while the train is stopped at the departure station, which is held by the gradient information holding unit 1.

[0058] For example, when calibrating the acceleration assuming that the gradient at the installation position of the acceleration detection unit 12 while the train is stopped at the departure station is +0.5‰ (uphill gradient), the zero point is calibrated so that the acceleration during stopping becomes the acceleration corresponding to +0.5‰ (positive value, acceleration side), and the acceleration detected in the horizontal state becomes 0. At this time, if the actual gradient at the above installation position is 0‰, then the value of the acceleration corresponding to +0.5‰ (uphill gradient) in the horizontal state (positive value, acceleration side) will be detected, and the zero point will be shifted by the amount of acceleration corresponding to +0.5‰. This causes an over - evaluation of the acceleration.

[0059] When the selected offset is negative and the acceleration is considered to be over - evaluated, it is necessary to correct the gradient to the negative side. Therefore, the gradient at the installation position of the acceleration detection unit 12 while the train is stopped at the departure station, which is held by the gradient information holding unit 11, is corrected to be 0.5‰ smaller.

[0060] Also, the symbol L2 shows the relationship between the acceleration integration position and the acceleration integration speed when the travel distance calculated by the train speed position calculation device 10 is 19 m shorter than the actual travel distance. In the case of the symbol L2, in the acceleration calibration while the train is stopped at the departure station, there may be an influence of the gradient error, and the acceleration may be evaluated smaller than the actual value. To estimate the gradient error, the gradient error correction unit 7 adds an offset to the time - series data of the acceleration from the departure station to the stop station calculated by the actual acceleration estimation unit 4 to calculate the travel distance. The travel distance is calculated for a plurality of offsets, and the offset that makes the difference from the actual travel distance the smallest is selected.

[0061] For the acceleration data when the symbol L2 is created, for example, when the offset is set to +0.017 km / h, it is assumed that the difference from the actual travel distance becomes the smallest. That is, it is assumed that when the time-series data of the acceleration from the departure station to the stop station is shifted to the plus side by 0.017 km / h / s and integrated, the difference from the actual travel distance becomes the smallest.

[0062] 0.017 km / h / s corresponds to a gradient of 0.5‰, and there is a possibility that the gradient at the installation position of the acceleration detection unit 12 during departure station stop, which is held by the gradient information holding unit 11, has an error of 0.5‰.

[0063] For example, when the acceleration calibration is performed assuming that the gradient at the installation position of the acceleration detection unit 12 during departure station stop is -0.5‰ (downward gradient), the zero point is calibrated so that the acceleration during stop becomes the acceleration corresponding to -0.5‰ (negative value, deceleration side), and the acceleration detected in the horizontal state becomes 0. At this time, if the actual gradient at the above installation position is 0‰, the value of the acceleration corresponding to -0.5‰ (downward gradient) in the horizontal state (negative value, deceleration side) will be detected, and the zero point will be shifted by the amount of acceleration corresponding to -0.5‰. This causes an underestimation of the acceleration.

[0064] When the selected offset is positive and the acceleration is underestimated, it is necessary to correct the gradient to the plus side. Therefore, the gradient value at the installation position of the acceleration detection unit 2 during departure station stop held by the gradient information holding unit 11 is corrected to be 0.5‰ larger.

[0065] As shown in the example of FIG. 5, even with a gradient error of 0.5‰, a distance error of 19 m occurs. Therefore, correction of the gradient error is important for improving the calculation accuracy of speed and position.

[0066] As cases where such gradient errors occur, after setting the gradient of the gradient information holding unit 11 based on the civil engineering drawings of the route, the actual gradient changes due to additional construction or aging, or there are differences between the originally designed gradient and the actual gradient.

[0067] Further, when the installation position of the acceleration detection unit 2 during station stop is near the gradient change point, the vehicle on which the acceleration detection unit 2 is installed is in the track across sections with different gradients. Therefore, the gradient at the installation position of the acceleration detection unit 2 is an intermediate value between the front and rear gradient sections.

[0068] Also, when the gradient difference between the two sections is large, a vertical curve is inserted. However, when referring to the gradient information holding unit 11 at the installation position of the acceleration detection unit 2, one of the gradient values of different sections is extracted, resulting in a large gradient error.

[0069] In the above gradient error correction, as the actual travel distance, the distance calculated from the kilometer difference between the departure position and the arrival position of the section, or the distance calculated by the pulse position calculation unit 20 when there is no wheel spin or skid during the travel of the section is used. Also, the correction amounts of the above offset and gradient error may vary for each travel, and it is desirable to perform gradient correction based on the calculation results of multiple travels.

[0070] When using the distance calculated by the pulse position calculation unit 20, it is desirable to compare the travel distance and also compare it with the speed calculated by the pulse speed calculation unit 20 to determine whether gradient error correction is possible. This is because when only the travel distance matches and the speeds are different, it may be affected by the gradient error during travel rather than the shift of the zero point.

[0071] In this embodiment, the gradient error correction unit 7 is provided on the vehicle. However, data such as the speed, position, and acceleration of the train may be analyzed offline on the ground to correct the gradient error. For example, gradient information corrected using the data during the test run before the start of operation can be created and held in the gradient information holding unit 1.

[0072] As described above, according to the first embodiment, by correcting the gradient information of the gradient information holding unit 11, the accuracy of the actual acceleration estimated by the actual acceleration estimation unit 14 can be improved, and the speed and position of the train can be accurately calculated even when wheel spin or skid occurs.

[0073] Also, according to the train operation support device 30 including the train speed position calculation unit 10, appropriate operation support according to the actual situation can be performed based on the accurate speed and position of the train.

[0074] [2] Second Embodiment Next, the second embodiment will be described. The difference between this second embodiment and the first embodiment is that the train operation control device automatically controls the operation of the train 100 instead of the driver 40 manually operating it.

[0075] FIG. 6 is a schematic configuration block diagram showing a configuration example of the train speed position calculation device and the train operation control device according to the second embodiment. Note that since the configuration and operation of the train speed position calculation device 10 according to the second embodiment are the same as those of the first embodiment, detailed description thereof will be omitted below.

[0076] The train operation control device 40 includes a train speed position calculation device 10, a control command information creation unit 41, and a control command information transmission unit 42. The control command information creation unit 41 holds an appropriate operation curve of the route on which the train 100 travels as an operation curve database (not shown), and extracts an appropriate operation curve corresponding to the section between stations where the train is traveling. Alternatively, based on a database (not shown) holding route information and vehicle performance and the train schedule information, an appropriate operation curve corresponding to the section between stations where the train is traveling is created in real time.

[0077] Also, the control command information creation unit 41 refers to the optimal operation curve of the section between stations where the train 100 travels based on the position of the train 100 calculated by the train speed position calculation device 10, and extracts a target speed corresponding to the position of the train 100.

[0078] Next, the control command information creation unit 41 compares the target speed with the speed of the train 100 calculated by the train speed position calculation device 10, creates a control command for operating the drive braking control device 50 so as to follow the appropriate operation curve, and outputs it to the control command information transmission unit 42.

[0079] The control command information transmission unit 42 outputs the above control command to the drive braking control device 50 of the train 100 to control the operation of the train 100.

[0080] According to the second embodiment, similar to the first embodiment, by correcting the gradient information of the gradient information holding unit 11, the accuracy of the actual acceleration estimated by the actual acceleration estimation unit 14 can be improved, and even when wheel spin or skidding occurs, the speed and position of the train can be accurately calculated. Further, according to the train operation control device 40 provided with the train speed position calculation unit 10, appropriate operation control according to the actual situation can be performed based on the accurate speed and position of the train.

[0081] The embodiments of the present invention have been described above, but the above embodiments are merely examples and are not intended to limit the scope of the invention. The above embodiments can be implemented in various forms, and various omissions, replacements, and changes can be made without departing from the gist of the invention. The above embodiments and their modifications are included in the scope and gist of the invention, and are included in the invention described in the claims and its equivalent scope.

Explanation of reference numerals

[0082] 10 Train speed position calculation device 11 Gradient information holding unit 12 Acceleration detection unit 13 Acceleration correction unit 14 Actual acceleration estimation unit 15 Acceleration integrated speed calculation unit 16 Acceleration integrated position calculation unit 17 Gradient error correction unit 18 Speed generator 19 Pulse speed calculation unit 20 Pulse position calculation unit 21 Train speed position determination unit 30 Train operation support device 31 Operation support information creation unit 32 Operation support information presentation unit 40 Train operation control device 41 Control command information creation unit 42 Control Instruction Information Transmission Unit 50 Driving and Braking Control Device 100 Train

Claims

1. A gradient information holding unit that holds gradient information of a route on which a train travels; An acceleration detection unit that detects the acceleration of the train in the traveling direction; When the train is stopped, the gradient at the installation position of the acceleration detection unit is obtained with reference to the gradient information holding unit, and the zero point of the acceleration detection unit is calibrated based on a comparison between the acceleration corresponding to the gradient and the detected value of the acceleration detection unit to calculate a calibrated acceleration; When the train is running, the gradient at the installation position of the acceleration detection unit is obtained with reference to the gradient information holding unit, and the actual acceleration of the train is estimated based on the acceleration corresponding to the gradient and the calibrated acceleration calculated by the acceleration calibration unit; A position calculation unit that calculates the speed by time-integrating the estimated actual acceleration, and calculates the traveling distance and position of the train by time-integrating the speed; A plurality of acceleration offsets to be added to the acceleration calculated by the actual acceleration estimation unit are set, and for the plurality of acceleration offsets, a plurality of traveling distances are calculated by time-integrating the acceleration obtained by adding the acceleration offset to the acceleration calculated by the actual acceleration estimation unit, the distance error for each acceleration offset is calculated by comparing the actual traveling distance with the plurality of traveling distances, the acceleration offset with the smallest distance error is selected, and the selected acceleration offset is added to the acceleration calculated by the actual acceleration estimation unit; A train speed and position calculation device comprising the above.

2. The actual traveling distance is calculated and obtained from the difference in kilometers between the departure position and the arrival position. The train speed and position calculation device according to Claim 1.

3. A train operation support device that supports the operation of a train by an operator, comprising: The train speed and position calculation device according to Claim 1; Holding or creating an operation curve of a route on which the train travels, and using at least one of the operation curve and the speed and position of the train calculated by the train speed and position calculation device; To create An operation support information creation unit that creates operation support information for supporting the operation of the train by the operator; An operation support information presentation unit that presents the operation support information created by the operation support information creation unit to the operator; A train operation support device comprising the above.

4. The train speed and position calculation device according to Claim 1; Holding or creating an operation curve of a route on which the train travels, and the operation curve; A control command information creation unit that calculates a control command for the drive and brake control device of the train by using at least one of the speed and position of the train calculated by the train speed and position calculation device; A control command information transmission unit that transmits the control command calculated by the control command information creation unit to the drive and brake control device; A train operation control device comprising:

5. A gradient information holding unit that holds gradient information of the route on which the train runs; An acceleration detection unit that detects the acceleration in the traveling direction of the train; A train speed and position calculation method executed by a train speed and position calculation device comprising: When the train is stopped, obtaining the gradient of the installation position of the acceleration detection unit with reference to the gradient information holding unit, and calculating a calibrated acceleration by calibrating the zero point of the acceleration detection unit based on a comparison between the acceleration corresponding to the gradient and the detection value of the acceleration detection unit; When the train is running, obtaining the gradient of the installation position of the acceleration detection unit with reference to the gradient information holding unit, and estimating the actual acceleration of the train based on the acceleration corresponding to the gradient and the calibrated acceleration calculated in the process of calculating the calibrated acceleration; Calculating the speed by time-integrating the estimated actual acceleration, and calculating the running distance and position of the train by time-integrating the speed; Setting a plurality of acceleration offsets to be added to the acceleration calculated in the process of estimating the actual acceleration, calculating a plurality of running distances by time-integrating the acceleration obtained by adding the acceleration offset to the acceleration calculated in the process of estimating the actual acceleration for the plurality of acceleration offsets, calculating the distance error for each acceleration offset by comparing the actual running distance with the plurality of running distances, selecting the acceleration offset with the smallest distance error, and adding the selected acceleration offset to the acceleration calculated in the process of estimating the actual acceleration; A train speed and position calculation method comprising:

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