Speed ​​and position calculation device, driver assistance device, and automatic driving device

Abstract

To reduce influence of a zero-point error of an acceleration sensor to improve speed / position calculation accuracy in a low-speed range.SOLUTION: A speed / position calculation device is mounted on a railway vehicle and calculates a speed and a position of the railway vehicle. The speed / position calculation device includes: an acceleration difference calculation unit, which, while the railway vehicle is traveling in a traveling area in which a gradient can be regarded as constant, calculates an acceleration difference between an acceleration based on measurement data of an acceleration sensor mounted on the railway vehicle and an acceleration difference which is a difference from an acceleration obtained by differentiating a speed calculated based on an output of a tachometer generator; an acceleration correction part which corrects the measured acceleration of the acceleration sensor on the basis of the calculated acceleration difference; and an acceleration integrated speed calculation unit which integrates the corrected acceleration to calculate the speed in a predetermined low-speed region where the output of the tachometer generator becomes unstable.SELECTED DRAWING: Figure 1

Description

Technical Field

[0004] ,

[0001] Embodiments of the present invention relate to a speed / position calculation device, a driving support device, and an automatic driving device.

Background Art

[0002] In order to accurately stop at a predetermined position of a station during automatic train operation, it is necessary to improve the calculation accuracy of speed and position. In the conventional speed / position calculation using a speed generator, the output of the speed generator becomes unstable in a low-speed range, and there is a risk of deterioration in accuracy. In addition, since the speed is calculated based on the rotation state of the wheels measured by the speed generator, the accuracy may decrease when wheel spin or skidding occurs. For this reason, a method of calculating speed / position by integrating the acceleration measured by an acceleration sensor has been proposed. Since the acceleration sensor cannot measure the acceleration generated in the vehicle due to the gradient, it is necessary to correct the acceleration according to the gradient of the current position.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] In addition, in the speed / position calculation by acceleration integration, a slight deviation of the zero point of the acceleration sensor is integrated, which may cause a large error. The zero point of the acceleration sensor can be calibrated while the vehicle is stopped at a location where the gradient is known. However, if the gradient value is different from the actual gradient, a zero point error will occur. In addition, there is a risk that the zero point will shift due to temperature changes after calibration or subtle changes in the inclination of the vehicle body. <00000In view of the above issues, the present invention aims to provide a speed and position calculation device, a driving assistance device, and an automated driving device that can reduce the influence of zero-point errors in acceleration sensors and improve the accuracy of speed and position calculation in the low-speed range. [Means for solving the problem]

[0005] The speed and position calculation device of the embodiment is a speed and position calculation device mounted on a railway vehicle that calculates the speed and position of the railway vehicle, and the railway vehicle is in a running range where the gradient can be considered to be constant. And when no skidding occurs The acceleration difference is calculated as the difference between the first acceleration, which is based on measurement data from an acceleration sensor mounted on the railway vehicle, and the second acceleration, which is obtained by differentiating the velocity calculated based on the output of the speed generator. Then, the average value of the acceleration difference over a predetermined period of time is calculated and used as the correction value. Acceleration difference calculation unit and the calculated Correction value The system includes an acceleration correction unit that corrects the acceleration measured by the acceleration sensor based on the above and outputs a corrected first acceleration, and an acceleration integrated speed calculation unit that calculates the speed of the railway vehicle by integrating the corrected first acceleration in a predetermined low-speed range where the output of the speed generator becomes unstable. [Brief explanation of the drawing]

[0006] [Figure 1] Figure 1 is a block diagram showing an example configuration of a railway vehicle equipped with a speed and position calculation device according to the first embodiment. [Figure 2] Figure 2 is a block diagram showing an example of the configuration of the arithmetic processing unit. [Figure 3] Figure 3 is a flowchart showing an example of the process performed by the speed and position calculation device according to the first embodiment. [Figure 4] Figure 4 is an explanatory diagram illustrating an example of speed calculation performed by the speed and position calculation device according to the first embodiment. [Figure 5] Figure 5 is an explanatory diagram illustrating another example of speed calculation performed by the speed and position calculation device according to the first embodiment. [Figure 6] Figure 6 is a block diagram showing an example configuration of a railway vehicle according to the second embodiment. [Figure 7]Figure 7 is a block diagram showing an example of the configuration of a railway vehicle according to the third embodiment. [Modes for carrying out the invention]

[0007] Embodiments of the present invention will be described below with reference to the drawings. [1] First Embodiment Figure 1 is a block diagram showing an example configuration of a railway vehicle equipped with a speed and position calculation device according to the first embodiment.

[0008] The railway vehicle 10 is equipped with a speed and position calculation device 11, a speed generator 12, and wheels WL for running on rails RL.

[0009] In the above configuration, the acceleration sensor 21 of the speed and position calculation device 11 is configured as, for example, a 3-axis acceleration sensor module, and outputs acceleration measurement data AC of the railway vehicle 10 to the calculation processing unit 22. The speed generator 12 is installed on the axle of the wheel WL of the railway vehicle 10 and outputs speed measurement data SP, which is a signal corresponding to the rotation speed of the wheel, to the arithmetic processing unit 22. The arithmetic processing unit 22 calculates the speed and position data SPOS of the railway vehicle 10 from the acceleration measurement data AC and the speed measurement data SP.

[0010] Figure 2 is a block diagram showing an example of the configuration of the arithmetic processing unit. The arithmetic processing unit 22 includes an input interface unit 31, a velocity calculation unit 32, a position calculation unit 33, a controller 34, and an output interface unit 35.

[0011] The input interface unit 31 converts the data format of the input acceleration measurement data AC under the control of the controller 34 and outputs it to the velocity calculation unit 32. The velocity calculation unit 32 calculates the first acceleration AC1 based on the acceleration data AC, performing zero-point calibration and the like. In addition, the input interface unit 31 counts the number of pulses per unit time corresponding to the rotation of the wheels based on the speed measurement data SP which is the output of the speed generator 12 under the control of the controller 34, and outputs the result to the speed calculation unit 32. The speed calculation unit 32 calculates the second speed SPD2 based on the number of pulses per unit time and the wheel diameter acquired in advance.

[0012] The speed calculation unit 32 functions as an acceleration correction unit, and corrects the first acceleration AC1 as will be described later under the control of the controller 34 to calculate the corrected first acceleration AC1C. The speed calculation unit 32 functions as an acceleration integrated speed calculation unit, integrates the corrected first acceleration AC1C, and calculates the first speed SPD1.

[0013] The speed calculation unit 32 functions as an acceleration difference calculation unit, and calculates an acceleration difference ΔAC, which is the difference between the first acceleration AC1 based on the acceleration measurement data AC and the second acceleration AC2 obtained by differentiating the second speed SPD2 based on the output of the speed generator 12, as an acceleration correction value while the railway vehicle 10 is traveling in a traveling region where the gradient can be regarded as constant.

[0014] It is desirable to calculate the acceleration difference ΔAC only when no skidding occurs. This is because when skidding occurs, the second acceleration AC2 is different from the actual acceleration of the railway vehicle 10.

[0015] When calculating the first speed SPD1 by acceleration integration, the corrected first acceleration AC1C (= AC1 + ΔAC) obtained by correcting the acceleration difference ΔAC is used.

[0016] Here, a traveling region where the gradient can be regarded as constant is, for example, a station platform, and it is a region where the difference between the first acceleration AC1 based on the acceleration measurement data AC and the second acceleration AC2 obtained by differentiating the second speed SPD2 based on the output of the speed generator 12 is theoretically constant. The second acceleration AC2 is the actual acceleration of the railway vehicle 10 including the influence of the gradient, and the first acceleration AC1 is the acceleration not including the influence of the gradient. Therefore, in a traveling region where the gradient is not constant, the difference between the second acceleration AC2 and the first acceleration AC1 does not remain constant and changes according to the gradient.

[0017] Under the control of the controller 34, in the low-speed range where the output of the speed measurement data SP, which is the output of the speed generator 12, becomes unstable, the speed calculation unit 32 outputs the first speed SPD1 as the speed data SPD to the position calculation unit 33.

[0018] On the other hand, under the control of the controller 34, outside the low-speed range where the output of the speed measurement data SP, which is the output of the speed generator 12, becomes unstable, the speed calculation unit 32 outputs the second speed SPD2 as the speed data SPD to the position calculation unit 33.

[0019] Under the control of the controller 34, the position calculation unit 33 calculates position data POS (for example, the kilometer count) based on the speed data SPD and outputs it to the output interface unit 35. Specifically, the speed is integrated to obtain the moving distance, and the current kilometer count is calculated by adding the moving distance to the kilometer count of the departure station.

[0020] Under the control of the controller 34, the output interface unit 35 adjusts the data formats of the speed data SPD and the position data POS according to the use of the output destination, and outputs the speed-position data SPOS combining the speed data SPD and the position data POS. The speed-position data SPOS is used in a driving support device, an automatic driving device (not shown), etc. in which the speed-position calculation device 11 is incorporated.

[0021] Next, the operation of the speed-position calculation device 11 according to the first embodiment will be described. FIG. 3 is a flowchart showing an example of the processing performed by the speed-position calculation device according to the first embodiment. In this description, it is assumed that the railway vehicle 10 travels between stations without idling or skidding.

[0022] First, the speed calculation unit 32 of the arithmetic processing unit 22 calculates the speed based on the output of the speed generator. Specifically, the second speed SPD2 is calculated based on the number of pulses per unit time of the speed measurement data SP input from the speed generator 12 and the wheel diameter acquired in advance (step S11). Next, the velocity calculation unit 32 calculates the velocity differential acceleration. Specifically, it calculates the second acceleration AC2 by differentiating the second velocity SPD2 (step S12).

[0023] Specifically, for example, using multiple second velocities SPD2 from a predetermined past time, the slope of the velocity with respect to time is determined by the least squares method or the like, and this is defined as the second acceleration AC2.

[0024] Meanwhile, the speed calculation unit 32 calculates the measured acceleration from the acceleration sensor. Specifically, it calculates the first acceleration AC1 by performing zero-point calibration and the like based on the measurement data from the acceleration sensor 21 acquired via the input interface unit (step S13).

[0025] Next, the velocity calculation unit 32 calculates the difference between the acceleration measured by the acceleration sensor and the differential velocity acceleration. Specifically, it calculates the difference between the first acceleration AC1 obtained in step S13 and the second acceleration AC2 (= differential velocity acceleration) calculated in step S12, and uses this as the acceleration difference ΔAC (step S14). If the fluctuation of the acceleration difference ΔAC is large, it calculates the average value of multiple acceleration differences ΔAC over a predetermined past period.

[0026] Next, based on the second speed SPD2 obtained in step S11, it is determined whether the current speed of the railway vehicle 10 belongs to a predetermined low-speed range (step S15). The specified low-speed range is the speed range in which the output of the speed generator 12 becomes unstable.

[0027] Specifically, for example, the output of the speed generator 12 becomes unstable in the speed range below 5 km / h, and the accuracy of the second speed SPD2 decreases. In the determination in step S15, if the current speed of the railway vehicle 10 does not fall within a predetermined low-speed range, the speed and position are calculated using the second speed SPD2 based on the output of the speed generator 12 (step S20).

[0028] Next, it is determined whether the railway vehicle 10 has finished its journey, that is, whether it has come to a stop (step S21). If the determination in step S21 indicates that the railway vehicle 10 has not finished running (No in step S21), the process proceeds to step S11. In the determination in step S21, if the railway vehicle 10 has finished running (Yes in step S21), the process is terminated.

[0029] In the determination in step S15, if the current speed of the railway vehicle 10 falls within a predetermined low-speed range (Yes in step S15), it is further determined whether or not this is the first time that it has been determined to be in a low-speed range (step S16). In the determination in step S16, if it is the first time that it has been determined to be in the low-speed range (Yes in step S16), that is, if it was not in the low-speed range in the previous determination, the difference in acceleration is set as the acceleration correction value. Specifically, the acceleration difference ΔAC at that time is set as the correction value for the first acceleration AC1 (step S17). If the fluctuation of the acceleration difference ΔAC is large, the average value of multiple acceleration differences ΔAC over a predetermined past period is used as the correction value. Next, in the initial processing at low speed, initial values ​​for velocity and position calculation using acceleration integration are set. Specifically, the velocity and position calculated using the second velocity SPD2 calculated in S11 are set as initial values ​​for velocity and position calculation using acceleration integration (step S18). Next, it is determined whether the railway vehicle 10 has finished its journey, that is, whether it has come to a stop (step S21). If the determination in step S21 indicates that the railway vehicle 10 has not finished running (No in step S21), the process proceeds to step S11. In the determination in step S21, if the railway vehicle 10 has finished running (Yes in step S21), the process is terminated.

[0030] In the determination in step S16, if it is not the first time that it has been determined to be in the low-speed range (No in step S16), then velocity and position are calculated by acceleration integration (step S19). The acceleration used for this acceleration integration is the first acceleration AC1 calculated from the measurement data AC of the acceleration sensor 21 in step S13, corrected by the correction value ΔAC set in step S17. Next, it is determined whether the railway vehicle 10 has finished its journey, that is, whether it has come to a stop (step S21). If the determination in step S21 indicates that the railway vehicle 10 has not finished running (No in step S21), the process proceeds to step S11. In the determination in step S21, if the railway vehicle 10 has finished running (Yes in step S21), the process is terminated. The above process is repeated at regular intervals (for example, every 0.1 seconds).

[0031] Here, we will explain the setting of the correction value in step S17. If wheel slippage or skidding does not occur, the difference between the acceleration measured by the acceleration sensor and the velocity differential acceleration is due to the zero-point error of the acceleration sensor and the effect of the gradient. In a section with a zero gradient, if the zero point of the acceleration sensor is misaligned, a difference equal to the zero-point error will occur between the acceleration measured by the acceleration sensor and the actual acceleration of the vehicle, which is the velocity differential acceleration.

[0032] Furthermore, in acceleration sensors, the inertial force on the acceleration generated in the railway vehicle due to the gradient cancels out with the component of gravity in the direction of the slope. Therefore, when traveling on a gradient section, the acceleration sensor measures the actual acceleration of the railway vehicle minus the acceleration caused by the gradient. Consequently, there is a difference between the acceleration measured by the acceleration sensor and the actual acceleration of the vehicle, which is the differential acceleration due to the gradient.

[0033] Thus, the difference between the acceleration measured by the accelerometer and the velocity differential acceleration (acceleration difference) includes both the zero-point error and the effect of the gradient. Conversely, by setting this difference (acceleration difference) as a correction value and correcting the acceleration measured by the accelerometer, both the zero-point error and the effect of the gradient can be compensated for. Furthermore, in the low-speed range, the output of the speed generator becomes unstable, making the velocity differential acceleration uncertain and preventing the accurate calculation of the difference (acceleration difference). Therefore, the difference (acceleration difference) calculated before entering the low-speed range is used as a correction value. Specifically, during velocity calculation by acceleration integration, the difference (acceleration difference) at the start of acceleration integration (the first time in the low-speed range) is used as a correction value.

[0034] Note that the acceleration and velocity differential acceleration measured by the acceleration sensor fluctuate, and the difference between them (acceleration difference) also fluctuates. Therefore, the average over a predetermined period of time is taken and the result is smoothed. However, if the averaging time is extended too long, the data range will broaden, potentially including data from the incline section before the station platform. In that case, the difference (acceleration difference) will include the influence of a different gradient than that in the low-speed region where acceleration integration is performed, resulting in an inaccurate calculation. Therefore, it is desirable to calculate the average within an appropriate time range, taking into account the points where the gradient changes. Furthermore, since differential acceleration becomes inaccurate when skidding occurs, it is desirable to exclude data from skidding when calculating the difference (acceleration difference).

[0035] The difference (acceleration difference) used as a correction value changes according to the gradient. Therefore, the gradient of the data range used to calculate the correction value (the range of a predetermined time before entering the low-speed range) and the gradient of the range to which the correction value is applied (the range from entering the low-speed range where speed and position are calculated by acceleration integration until stopping) must be the same and constant. The distance from entering the low-speed range until the railway vehicle 10 stops is, for example, about 10m from a speed of 10km / h until stopping. It is sufficient for the gradient to be constant in a range of about 30m, which is the data range for calculating the average difference (acceleration difference) before entering the low-speed range (a few seconds of travel), and this condition is considered to be met at a railway station (especially a station platform).

[0036] Figure 4 is an explanatory diagram illustrating an example of speed calculation performed by the speed and position calculation device according to the first embodiment. Figure 4 shows an example of train operation when stopping at a station with a gradient of 0 (‰). Figure 4(A) is an explanatory diagram of velocity, where the vertical axis represents velocity (km / h) and the horizontal axis represents time (s). Figure 4(B) is an explanatory diagram of acceleration, where the vertical axis represents acceleration (km / h / s) and the horizontal axis represents time (s).

[0037] Figure 4(A) shows the uncorrected first speed SPD1X, which is obtained by integrating the second speed SPD2 based on the output of the speed generator 12, the first acceleration AC1 corresponding to the measurement data AC of the acceleration sensor 21 without correction, and the first speed SPD1, which is obtained by integrating the corrected first acceleration AC1C, which is obtained by correcting the first acceleration AC1 using the initial acceleration difference ΔAC in the low-speed range.

[0038] Figure 4(B) shows the second acceleration AC2 obtained by differentiating the second velocity SPD2 based on the output of the speed generator 12, the first acceleration AC1 corresponding to the measurement data of the acceleration sensor 21, and the corrected first acceleration AC1C corrected using the initial acceleration difference ΔAC in the low speed range (less than 10 km / h).

[0039] In Figure 4(B), the point where the value of the first acceleration AC1 fluctuates significantly around 0 is considered to be the timing when the railway vehicle 10 stopped. As shown in Figure 4(A), the uncorrected first velocity data SPD1X, obtained by integrating the first acceleration AC1 without correction, does not have a velocity of 0 km / h at the stopping timing.

[0040] In contrast, the first velocity SPD1, which is calculated by integrating the corrected first acceleration AC1C corrected using the acceleration difference ΔAC, is close to 0 km / h at the stopping point. In this case, despite the gradient being 0‰, the first acceleration AC1 after stopping is not 0 (km / h / s). Therefore, although there is a possibility that the zero point of the acceleration sensor 21 is misaligned or that there is an error in the gradient value, it is thought that such errors could be compensated for by using the corrected first acceleration AC1C.

[0041] Figure 5 is an explanatory diagram illustrating another example of speed calculation performed by the speed and position calculation device according to the first embodiment. Figure 5 shows an example of a train running when it stops at a station with a constant gradient of 10‰. Figure 5(A) is an explanatory diagram of velocity, where the vertical axis represents velocity (km / h) and the horizontal axis represents time (s). Figure 5(B) is an explanatory diagram of acceleration, where the vertical axis represents acceleration (km / h / s) and the horizontal axis represents time (s).

[0042] Figure 5(A) shows the uncorrected first speed SPD1X, which is obtained by integrating the second speed SPD2 based on the output of the speed generator 12, the first acceleration AC1 corresponding to the measurement data AC of the acceleration sensor 21 without correction, and the first speed SPD1, which is obtained by integrating the corrected first acceleration AC1C, which is obtained by correcting the first acceleration AC1 using the initial acceleration difference ΔAC in the low-speed range.

[0043] Figure 5(B) shows the second acceleration AC2 obtained by differentiating the second velocity SPD2 based on the output of the speed generator 12, the first acceleration AC1 corresponding to the measurement data of the acceleration sensor 21, and the corrected first acceleration AC1C corrected using the initial acceleration difference ΔAC in the low speed range (less than 10 km / h).

[0044] In Figure 5(B), the point where the value of the first acceleration AC1 fluctuates significantly near 0 is considered to be the timing when the railway vehicle 10 stopped. As shown in Figure 5(A), the uncorrected first velocity SPD1X, obtained by integrating the first acceleration AC1 without correction, does not have a velocity of 0 km / h at the stopping timing.

[0045] In contrast, the first velocity SPD1, which is calculated by integrating the corrected first acceleration AC1C corrected using the acceleration difference ΔAC, is close to 0 km / h at the stopping point. In this case, the first acceleration AC1 does not include the acceleration due to the 10‰ gradient, but it is thought that the effect of the gradient could be compensated for by using the corrected first acceleration AC1C, which is obtained by correcting ΔAC, which includes the effect of the 10‰ gradient.

[0046] As described above, according to this first embodiment, even in a predetermined low-speed range where the output of the speed generator becomes unstable, appropriate acceleration correction can be performed even if there is a zero-point error in the acceleration sensor, and speed and position can be calculated with high accuracy by acceleration integration. Furthermore, even in the presence of a gradient, the system can compensate for the effects of both the gradient and zero-point error without using gradient information, enabling highly accurate calculation of speed and position.

[0047] [2] Second embodiment Figure 6 is a block diagram showing an example configuration of a railway vehicle according to the second embodiment. In Figure 6, the same reference numerals are used for parts that are the same as those in the first embodiment of Figure 1.

[0048] The railway vehicle 10A is equipped with a speed generator 12, a driving support device 50, and wheels WL for running on rails RL. The driver assistance device 50 includes a speed / position calculation device 11 and a support information creation unit 13.

[0049] Next, we will describe the general operation of the second embodiment. The configuration and operation of the speed and position calculation device 11 are the same as in the first embodiment.

[0050] The speed and position calculation device 11 outputs the calculated speed and position data SPOS to the support information creation unit 13.

[0051] The support information creation unit 13 creates driving support information based on speed and location data SPOS, and presents it to the driver (not shown). Specifically, it displays support information for braking just before stopping on a display or notifies the driver using voice or other means.

[0052] The support information creation unit 13 can create appropriate driving support information even in low-speed ranges where the output of the speed generator 12 becomes unstable, by using the speed and position data SPOS from the speed and position calculation device. By following the driving support information, the driver can achieve proper driving. Proper driving, for example, means stopping accurately at a predetermined position.

[0053] As described above, according to this second embodiment, in the low-speed range where the output of the speed generator becomes unstable, driving support information can be created based on highly accurate speed and position, thereby enabling more appropriate driving support.

[0054] [3] Third embodiment Figure 7 is a block diagram showing an example of the configuration of a railway vehicle according to the third embodiment. In Figure 7, the same reference numerals are used for parts that are the same as those in the first embodiment of Figure 1.

[0055] The railway vehicle 10B is equipped with a speed generator 12, an automatic driving device 60, and wheels WL for running on rails RL. The automatic driving system 60 includes a speed / position calculation device 11 and a driving control unit 15.

[0056] Next, we will describe the general operation of the third embodiment. The configuration and operation of the speed and position calculation device 11 are the same as in the first embodiment.

[0057] The speed and position calculation device outputs the calculated speed and position data SPOS to the operation control unit 15.

[0058] The driving control unit 15 creates driving control information based on the speed and position data SPOS, and outputs it to the drive / braking control device (not shown) of the railway vehicle 10B. The drive / braking control device can achieve appropriate automatic driving by following the driving control information. Appropriate automatic driving is, for example, precise stopping at a predetermined position.

[0059] As described above, according to this third embodiment, in the low-speed range where the output of the speed generator becomes unstable, operation control information can be created based on highly accurate speed and position, thereby enabling more appropriate automated operation.

[0060] In the above explanation, the speed and position calculation device was described as being equipped with an acceleration sensor, but it is also possible to configure it to connect an external acceleration sensor.

[0061] The speed / position calculation device, driving assistance device, or automatic driving device of this embodiment includes a control device such as a CPU, a storage device such as ROM (Read Only Memory) or RAM, an external storage device such as an HDD or SSD (Solid State Drive), and various input devices, and has a hardware configuration that utilizes a normal computer.

[0062] The programs executed by the speed / position calculation device, driving assistance device, or automatic driving device of this embodiment are provided as installable or executable files recorded on a computer-readable recording medium such as a USB memory stick, SSD, or DVD (Digital Versatile Disk).

[0063] Furthermore, the program executed by the speed / position calculation device, driving assistance device, or autonomous driving device of this embodiment may be stored on a computer connected to a network such as the Internet and provided by being downloaded via the network. Alternatively, the program executed by the speed / position calculation device, driving assistance device, or autonomous driving device of this embodiment may be provided or distributed via a network such as the Internet.

[0064] Furthermore, the programs for the speed / position calculation device, driving support device, or automatic driving device of this embodiment may be provided pre-installed in a ROM or the like.

[0065] Although several embodiments of the present invention have been described above, these embodiments are presented as examples only and are not intended to limit the scope of the invention. These novel embodiments can be implemented in various other forms, and various omissions, substitutions, and modifications can be made without departing from the spirit of the invention. These embodiments and their variations are included in the scope and spirit of the invention, as well as in the claims of the invention and its equivalents. [Explanation of symbols]

[0066] 10, 10A, 10B Railway vehicles 11 Speed / position calculation device 12 Speed ​​Generator 13. Support Information Creation Department 15 Operation Control Unit 21 Accelerometer 22 Arithmetic Processing Unit 31 Input Interface Section 32 Speed ​​calculation section 33 Position calculation section 34 controllers 35 Output Interface Section 50 Driving assistance devices 60. Automated driving system AC acceleration measurement data AC1 1st acceleration AC1C Corrected First Acceleration AC2 2nd acceleration POS location data RL Rail SP Speed ​​Measurement Data SPD speed data SPOS speed / position data SPD1 1st speed SPD2 2nd speed SPD1X Uncorrected 1st speed WL wheels ΔAC Acceleration difference

Claims

1. A speed and position calculation device mounted on a railway vehicle, which calculates the speed and position of the said railway vehicle, An acceleration difference calculation unit calculates the difference between a first acceleration based on measurement data from an acceleration sensor mounted on the railway vehicle and a second acceleration obtained by differentiating the velocity calculated based on the output of a speed generator, when the railway vehicle is traveling in a region where the gradient can be considered constant and no skidding is occurring, calculates the average value of the acceleration difference over a predetermined period of time, and uses it as a correction value. An acceleration correction unit corrects the measured acceleration of the acceleration sensor based on the calculated correction value and outputs a first corrected acceleration, An acceleration integration speed calculation unit calculates the speed of the railway vehicle by integrating the corrected first acceleration in a predetermined low-speed range where the output of the speed generator becomes unstable, A speed and position calculation device equipped with the following features.

2. The acceleration difference calculation unit calculates the acceleration difference based on the acquired first acceleration and second acceleration when no sliding occurs. The speed and position calculation device according to claim 1.

3. The acceleration difference calculation unit calculates the average of the acceleration difference over a predetermined period of time. The speed and position calculation device according to claim 1.

4. The system includes a distance calculation unit that calculates the distance traveled by the railway vehicle by integrating the speed of the railway vehicle calculated by the acceleration integration speed calculation unit. The speed and position calculation device according to claim 1.

5. In a driver assistance system that provides driver assistance for railway vehicles, The speed and position calculation device according to claim 4, A driver support information creation unit generates and presents driver support information based on the speed and position of the railway vehicle calculated by the speed and position calculation device, A driver assistance device equipped with this device.

6. In an automated driving system for the automatic operation of railway vehicles, The speed and position calculation device according to claim 4, Based on the speed and position of the railway vehicle calculated by the speed and position calculation device, the operation control unit controls the drive and braking systems of the railway vehicle. An automatic driving system equipped with this feature.

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