JP6534701B2 - Position detection system - Google Patents

Description

  The present invention relates to a position detection device and a position detection system for detecting a travel position of a train (vehicle) based on GNSS signals.

  As a technology for grasping the travel position of a train, there is a technology for detecting the travel position of a train by integrating the distance traveled by the train based on, for example, a signal acquired from a speed generator (hereinafter referred to as "TG"). is there. There is also a technology using GNSS (Global Navigation Satellite System). In the technology using GNSS, for example, there is a technology of acquiring a radio wave from a GNSS satellite with a GNSS receiver provided on a train to detect a current position of the train or controlling a train speed (see Patent Document 1).

JP, 2016-194497, A

  By the way, in the technique disclosed in Patent Document 1, when a characteristic position such as a curve or a tunnel is detected using data for operation, a traveling position is corrected, but it is separated from such a characteristic position If this is done, there is a problem that the detection accuracy of the traveling position is lowered due to the accumulation of the error.

  The present invention has been made in view of the above circumstances, and an object thereof is to provide a technique for solving the above-mentioned problems.

The position detection system according to the present invention is a position detection system that calculates the position of the vehicle by an on-board device mounted on the vehicle and a ground device installed on the ground side, and the on-vehicle device is A first GNSS antenna and a second GNSS antenna for receiving GNSS signals from GNSS satellites, spaced apart by a predetermined distance in the front-rear direction of the two vehicles, a first GNSS receiver connected to the first GNSS antenna, and the first GNSS antenna A second GNSS receiver connected to the 2GN SS antenna, a position calculator for calculating the position of the vehicle based on the GNSS signal, the first GNSS receiver and the second GNSS receiver, and GNSS error information from equipment on the ground side An error information acquisition unit to acquire, an upper communication unit communicating with the ground device, and an upper operation control to control the operation of the vehicle A third GNSS antenna installed at a station and receiving the GNSS signal from the GNSS satellite, a third GNSS receiver connected to the third GNSS antenna, and a third GNSS antenna A ground side control unit which holds the measured fixed position information and calculates the GNSS error information from the position information calculated from the GNSS signal received by the third GNSS antenna, and the GNSS error information on the vehicle comprising a ground side communication unit for transmitting to the device, wherein the ground device calculates the positional information by receiving the GNSS signals to calculate the GNSS error information from said fixed position information and the position information, the vehicle If but that within a predetermined communication area, and transmits the GNSS error information, the on-board device, said vehicle upper operation control unit, the If it is determined that both are located within the predetermined communication area, and it is determined that the vehicle is located within the communication area, the GNSS error information is acquired, and the position calculation unit is configured to receive the first GNSS receiver and If it is determined that the GNSS error information is reflected on the result of calculating the position of the vehicle based on the GNSS signal based on the GNSS signal by the second GNSS receiver, and it is determined that the vehicle is not positioned within the communication area Instead of using the GNSS error information, the position calculation unit determines the position of the vehicle as a result of the first GNSS receiver and the second GNSS receiver calculating the position of the vehicle based on the GNSS signal.
The present invention is a position detection system for calculating the position of the vehicle by an on-board device mounted on a vehicle, a ground device installed on the ground side, and a command center, wherein the on-vehicle device is one of: A first GNSS antenna and a second GNSS antenna for receiving GNSS signals from GNSS satellites, spaced apart by a predetermined distance in the front-rear direction of the vehicle, a first GNSS receiving unit connected to the first GNSS antenna, and the second GNSS A vehicle position information based on the GNSS signal of a second GNSS receiver connected to an antenna, the first GNSS receiver and the second GNSS receiver is notified to the command center, and the vehicle is determined based on the vehicle position information. A position calculation unit that calculates the position of the vehicle, and an upper communication unit that communicates with the ground device and the command center The ground device is installed at a station, and a third GNSS antenna for receiving the GNSS signal from the GNSS satellite, a third GNSS reception unit connected to the third GNSS antenna, and a measured fixed position of the third GNSS antenna A ground-side control unit that holds information and calculates GNSS error information from position information calculated from the GNSS signal received by the third GNSS antenna, and notifies the command center, the on-vehicle device, and the command comprising a ground-side communication unit which communicates with the center, and the ground device calculates the positional information by receiving the GNSS signals to calculate the GNSS error information from said fixed position information and the position information, the vehicle If but that within a predetermined communication area, and transmits the GNSS error information, the command center may communicate with on the vehicle device Acquires the vehicle position information performs operation control of said vehicle Te, from said ground device to receive the GNSS error information to correct the vehicle position information, based on the position information after correction, operation of the vehicle Manage.

  According to the present invention, it is possible to realize a technology for detecting the position of a train (vehicle) more accurately using GNSS.

It is a functional block diagram which shows the structure of the train provided with the traveling position detection function by a GNSS signal based on this embodiment. It is a figure explaining the test | inspection process principle at the time of performing the traveling position detection function by a GNSS signal based on this embodiment. It is a figure explaining the traveling position detection function by the GNSS signal based on this embodiment. It is a figure explaining the traveling position detection function by the GNSS signal based on this embodiment. It is a functional block diagram which shows the structure of the on-board apparatus mounted in the head vehicle based on this embodiment. It is a figure explaining the concept of GNSS error amendment concerning this embodiment. It is a flowchart of the position calculation process by a GNSS signal based on this embodiment.

  Next, modes for carrying out the present invention (hereinafter, simply referred to as “embodiments”) will be specifically described with reference to the drawings.

  FIG. 1 is a diagram showing an outline of a train operation system 1 according to the present embodiment. FIG. 2 is a block diagram of the train operation system 1. FIG. 1 shows a state in which the leading end of the vehicle 10 traveling in the right direction in the figure has entered the platform 88.

  As shown in FIG. 1, the train operation system 1 is provided with a first GNSS unit 15, a second GNSS unit 16 and an on-board device 20 on the leading vehicle 10 as a device on the vehicle side, and a station platform A ground device 60 and a third GNSS unit 61 are provided at 88. Furthermore, the train operation system 1 is provided with a command center 70 that controls the vehicle 10 and the on-board device 20 as a device on the ground side and performs operation management in an integrated manner.

  In this embodiment, the calculation accuracy of the vehicle position in the vicinity of the station (platform 88) is improved by using the first GNSS unit 15 and the second GNSS unit 16 on the vehicle side and the third GNSS unit 61 on the ground side.

  The ground device 60 transmits the GNSS information acquired by the third GNSS unit 61 to the on-vehicle device 20 when the train enters a predetermined communication area. The absolute position of the third GNSS reception unit 61a of the third GNSS unit 61 is known, and, for example, the on-vehicle apparatus 20 is notified of the difference between the acquired GNSS information and the absolute value (hereinafter referred to as "GNSS error"). The vehicle 10 (the first GNSS unit 15 and the second GNSS unit 16) present near the platform 88 calculates position information based on GNSS information from the same GNSS satellite 98 as the third GNSS unit 61.

  Also, the on-board device 20 of the vehicle 10 may transmit the position information by the first GNSS unit 15 and the second GNSS unit 16 and the ground device 60 may transmit the GNSS error information of the third GNSS unit 61 to the command center 70 on the ground side. . In this case, the command center 70 can correct the position of the vehicle 10 accurately, and can perform interlocking control and signal control based on the train position (the position of the vehicle 10 after the correction).

  The calculated position information has a high probability that the GNSS error calculated by the third GNSS unit 61 is included. Therefore, in the on-vehicle device 20, when calculating position information based on the GNSS information of the first GNSS unit 15 and the second GNSS unit 16, the GNSS error calculated by the third GNSS unit 61 is acquired and reflected as GNSS error information. , Process to eliminate GNSS errors. Note that, as described above, when the command center 70 acquires position information from the vehicle 10 or the ground device 60, the command center 70 may perform processing to eliminate the GNSS error. Below, the case where the exclusion process of a GNSS error is mainly performed by the vehicle 10 and the ground apparatus 60 is demonstrated.

  In the configuration of the vehicle 10, the first GNSS unit 15 includes a first GNSS antenna 15a and a first GNSS reception unit 15b. The second GNSS unit 16 includes a second GNSS antenna 16a and a second GNSS receiver 16b.

  The first GNSS antenna 15 a is installed near the upper front end of the vehicle 10. The second GNSS antenna 16 a is installed near the upper rear end of the vehicle 10. The first GNSS antenna 15a and the second GNSS antenna 16a are spaced apart by a predetermined distance (hereinafter, referred to as "installation distance a"). For example, when the length of the vehicle 10 is 20 m, the installation distance a is about 17 m.

  The first GNSS receiver 15b calculates positional information of the first GNSS antenna 15a based on the GNSS signal received by the first GNSS antenna 15a, and calculates a velocity vector at the position of the first GNSS antenna 15a, and calculates each calculation result Output to upper device 20.

  The second GNSS receiver 16b calculates positional information of the second GNSS antenna 16a based on the GNSS signal received by the second GNSS antenna 16a, calculates a velocity vector at the position of the second GNSS antenna 16a, and calculates each calculation result Output to upper device 20.

  When the on-vehicle device 20 detects the feature point of the velocity vector, the on-vehicle device 20 identifies the position of the vehicle 10 in comparison with the system-specific information provided in advance. Further, when the on-vehicle device 20 acquires the position information of the third GNSS unit 61 from the ground device 60, the on-vehicle device 20 reflects the position information on the calculation results of the first GNSS unit 15 and the second GNSS unit 16 and corrects the position information. Do.

  Here, with reference to FIGS. 3 to 5, the principle of traveling position detection by the GNSS signal and the correction process of the position information will be described. In the present embodiment, as described above, when the on-vehicle device 20 detects a predetermined feature point at which the velocity vector changes, the on-vehicle device 20 compares the information with the system-specific information (information in the operation data unit 31) provided in advance. If it is determined that the feature point matches the assumed feature point, it is determined that "it is in the position recorded in the database". Here, the feature point is, for example, a start point or an end point when the track 99 curves. Before the feature point detection process, a GNSS test is performed to determine whether or not position information calculation process based on the GNSS signal may be performed. Further, in an area requiring highly accurate position information such as a station (platform 88) or the like, the GNSS error is corrected based on the position information on the ground side and the GNSS information of the point.

<Basic technology>
1. GNSS Test The GNSS test is performed to improve the reliability of GNSS information. The location information based on the GNSS information is used for locating the vehicle 10 only when the GNSS test passes. Two GNSS receivers (a first GNSS receiver 15b and a second GNSS receiver 16b) of the vehicle 10 are used for the GNSS test.

  As described above, the first GNSS antenna 15a and the second GNSS antenna 16a are installed at the installation distance a without correlation. Specifically, the first GNSS antenna 15a and the second GNSS antenna 16a are installed at the front and rear ends of the vehicle 10 (for example, two places on the front side and the connection side of the leading vehicle 10). At this time, not only the installation distance a but an uncorrelated environment of the radio wave environment by the roof of the vehicle 10 is constructed. That is, different fading environments are established in the first and second GNSS antennas 15a, 16a. Thus, the two GNSS receivers (first and second GNSS receivers 15b and 16b) are configured not to output erroneous information under the influence of the same fading.

  The logic of the GNSS test compares the information from the GNSS satellites 98 with system specific information and uses GNSS information only if the test passes.

2. Position detection by travel distance integration using speed information of GNSS information Position detection by integration of speed information of GNSS information is performed by calculating the travel distance by integrating the speed information after the absolute position is determined.

  For the GNSS test logic, the “trace” test of FIG. 3 (a), the “position” test of FIG. 3 (b), and the “direction (Dp)” test of FIG. 3 (c) are used. The speed information based on GNSS information is used only when the test passes. If the assay fails, velocity information from other velocity detection means such as TG 32 (see FIG. 5) is used. At the time of the test, the operation data unit 31 is referred to and compared with the recorded data.

  The "trace" test is to determine whether or not the vehicle is traveling on a planned travel route. The “position” test refers to whether the distance between the first and second GNSS antennas 15a and 16a obtained from the GNSS signal (“measured distance D” in FIG. 4 described later) matches the actual installation distance a. It is to judge. The "orientation" test is to determine whether or not it matches the scheduled direction (orbit direction).

3. Absolute position detection using GNSS velocity information For absolute position detection using GNSS velocity information, velocity vectors calculated by two GNSS receivers (first GNSS receiver 15b and second GNSS receiver 16b) are used. Take advantage of the ever-changing curve of the trajectory 99. This change in velocity vector in the curve of the orbit is indistinguishable from the change against the effects of GNSS failure, receiver failure, and fading, provided that the following conditions (a) to (c) are satisfied: The probability of becoming
(A) The start point of the curve is scheduled to come before the curve start point by TG or the like.
(B) Pass the GNSS test from before the curve start point to after the curve end point.
(C) Absolute position detection information is registered in the route database (data portion 31 for operation).

(1) Position Detection by Curvature of Trajectory The position detection processing based on the curvature of the trajectory 99 will be described with reference to FIG. Here, the radius of curvature R is used instead of the curvature. The velocity vector V (V1, V2) obtained from the two GNSS receivers (the first GNSS receiver 15b and the second GNSS receiver 16b) is the trajectory 99 (curve 99b) when the vehicle 10 enters the curve 99b from the straight line 99a. The angle θ changes according to the radius of curvature R of Here, an angle between the velocity vector V1 of the first GNSS antenna 15a and the velocity vector V2 of the second GNSS antenna 16a is defined as an angle θ.

The curvature radius R of the track 99 (curve 99b) is calculated from the angle θ according to the following equation, and is compared with the curvature (curvature radius) of the track 99 registered in the route database (data portion 31 for operation). The curve position (start point C1 and end point C2) is specified, and absolute position detection is performed at a point where θ = 0 degrees at the end point C2.
Sin (θ / 2) = (D / 2) / R
R = (D / 2) / Sin (θ / 2)
D: Measured distance between the first GNSS antenna 15a and the second GNSS antenna 16a calculated based on the GNSS signal.

(2) Position detection based on curve travel distance of track In the case of position detection based on the curvature (curvature radius R) of the track 99 described above, the absolute value of the angle θ decreases if the curvature is large. There is. Therefore, when the curvature is larger than a predetermined value, position detection is performed based on the curved travel distance LR of the track 99. That is, the curve travel distance LR from the start point C1 to the end point C2 where the track 99 is the curve 99b is calculated, and the curve position is compared by comparing with the distance of the curve 99b registered in the route database (data portion 31 for operation). It is specified and absolute position detection is performed at a point where θ = 0 degrees at the curve end point.

(3) Position Detection by Curve Change Point of Trajectory As shown in FIG. 5, the velocity vector difference obtained from the first GNSS antenna 15a and the second GNSS antenna 16a is such that the trajectory 99 changes from the right curve 99d to the left curve 99e and the left curve When changing to the right curve, the sign (positive or negative) is reversed when the difference between the velocity vectors V1 and V2 is taken. The GNSS test is passed before and after the curve change point C3 of this trajectory, and the curve change point C3 is specified by satisfying the above conditions (a) and (b), and the absolute position is detected at the curve change point C3. .

(4) Application to system In addition, the method of position detection of said (1)-(3) will be selected according to an application line area, and will be assembled.

4. Position correction using GNSS information on the ground side In an area requiring high-precision position information such as a station (platform 88), the GNSS error is corrected based on the position information on the ground side and GNSS information at the point. Do. FIG. 6 is a diagram for explaining the concept of GNSS error correction.

The measured fixed position information P3 (X3_0, Y3_0) of the third GNSS antenna 61b is recorded in the third GNSS receiving unit 61a. The position information P3 is a fixed value, and is indicated by, for example, longitude and latitude. The third GNSS receiver 61a calculates the GNSS error ΔP3 (Δx, Δy) which is the difference between the position information P3_G (X3_g, Y3_g) obtained based on the GNSS satellite 98 and the fixed position information P3 (X3_0, Y3_0). Do.
ΔP3 (Δx, Δy) = (X3_g, Y3_g)-(X3_0, Y3_0)
= (X3_g-X3_0, Y3_g-Y3_0)
The third GNSS receiving unit 61a transmits the GNSS error ΔP3 (Δx, Δy) to the on-vehicle apparatus 20 as GNSS error information.

In the on-vehicle apparatus 20, the GNSS error ΔP3 (Δx, Δy) is reflected on the GNSS information P1_G (X1_g, Y1_g) and P2_G (X2_g, Y2_g) of the first GNSS unit 15 and the second GNSS unit 16 and the corrected GNSS information P1_0 (X1_0, Y1_0) and P2_G (X2_0, Y2_0) are calculated.
P1_0 (X1_0, Y1_0) = (X1_g-Δx, Y1_g-Δy)
P2_0 (X2_0, Y2_0) = (X2_g-Δx, Y2_g-Δy)

  Here, by setting the distance between the vehicle 10 (on-board device 20) and the ground device 60 when applying GNSS error information to a range sufficiently close to using the same GNSS satellite 98, the first GNSS unit 15 and the The measurement error in the 2GNSS unit 16 can be substantially canceled, and the accuracy of the train position of the vehicle 10 calculated using the first GNSS unit 15 and the second GNSS unit 16 can be improved.

<Specific technology>
A configuration for executing the above-mentioned absolute position detection processing and GNSS error correction processing will be described with reference to FIG.

  The ground device 60 includes a ground-side operation control unit 62 and a ground communication unit 63. The ground-side operation control unit 62 holds the position information of the installation position of the third GNSS antenna 61b, acquires the GNSS signal received by the third GNSS unit 61, and calculates the position information of the installation position and the position information calculated from the GNSS signal. Difference (GNSS error information) is calculated and transmitted to the on-vehicle device 20 via the ground communication unit 63. The ground communication unit 63 communicates with the on-board device 20 (on-vehicle communication unit 33).

  The on-vehicle apparatus 20 is provided in the vehicle 10 in which the first GNSS unit 15 and the second GNSS unit 16 are installed, and controls the operation of the train (vehicle 10). Specifically, the on-board device 20 grasps the operation state of the train (vehicle 10) by controlling the train speed, estimating the train position, and estimating the train direction, and the appropriate train It is to carry out the operation. In addition, the on-vehicle device 20 communicates with the ground device 60 to perform processing such as track closing directly or indirectly.

  The on-vehicle apparatus 20 includes an on-board operation control unit 30, a train state identification unit 40, an operation data unit 31, a TG 32, an on-vehicle communication unit 33, and a travel history unit 34.

  The operation data unit 31 records information (operation information) of the route on which the train (vehicle 10) operates. The operation information includes route information on which the train (vehicle 10) travels, point information, direction Dp in the direction of train movement at each point, curve information (start point, end point, radius of curvature), speed limit information for each speed limit section, etc. .

  The travel history unit 34 records the travel history of the vehicle 10. The TG 32 is a speed measuring device that measures the speed based on the rotation of a wheel that has been conventionally used. The on-vehicle communication unit 33 wirelessly transmits / receives information to / from the ground communication unit 63 of the ground device 60 and other external devices (for example, the operation command unit etc.).

  The on-board operation control unit 30 performs train operation control using the train state identification unit 40, the TG 32, and the operation data unit 31. With train operation control, for example, the position of the train (vehicle 10) is specified, the speed is calculated, and the calculation result and the like are displayed on a predetermined display device. In the display of the velocity, either one of the velocities may be displayed or both of the velocities may be displayed.

  The train state identification unit 40 includes a train position calculation unit 42, a train direction calculation unit 44, a GNSS verification unit 46, and a specific position detection unit 48.

  The train position calculation unit 42 acquires position information detected by each of the first GNSS unit 15 and the second GNSS unit 16. The train position calculation unit 42 also calculates an actual measurement distance D between the first GNSS antenna 15 a and the second GNSS antenna 16 a based on the position information output from the first and second GNSS units 15 and 16.

  The train direction calculation unit 44 calculates the traveling direction (azimuth) of the vehicle 10 based on the position information acquired by the train position calculation unit 42. The calculated traveling direction (orientation) is output to the specific position detection unit 48.

  The GNSS test unit 46 performs the above-described GNSS test process. That is, the GNSS test unit 46 performs the processing shown in the “trace” test of FIG. 3A, the “position” test of FIG. 3B, and the “orientation” test of FIG. 3C. At this time, the GNSS verification unit 46 refers to the operation data unit 31.

  When it is determined that the GNSS test has passed, the specific position detection unit 48 performs an absolute position detection process using the GNSS speed information described above. When the absolute position detection process is performed, position information for various controls of the train (vehicle 10) performed by the on-board operation control unit 30 or the like is updated to the detected position information. That is, for example, by using TG 32 in grasping the traveling state before the absolute position detection processing is performed, even if an error occurs due to idling of the wheel, sliding, etc., the error is properly made. It is canceled. When the generated error is larger than a predetermined value, the vehicle-side operation control unit 30 may have a problem with a wheel of the train (vehicle 10) or the like, or the data in the operation data unit 31 may have an error It may be determined that the driver is warned, or the operation command unit or the like may be notified via the on-vehicle communication unit 33.

  For the absolute position detection process, the specific position detection unit 48 has three types: (1) position detection by curvature of track, (2) position detection by curve travel distance of track, and (3) position detection by curve change point of track Position detection method is selectively used. You may combine them as needed.

  Further, when the vehicle 10 is located within a predetermined distance from the ground device 60, the specific position detection unit 48 acquires GNSS error information from the ground device 60, and the position information detected by the first GNSS unit 15 and the second GNSS unit 16 To reflect.

The processing with the above configuration will be collectively described with reference to the flowchart of FIG.
In the on-vehicle apparatus 20, the train position calculation unit 42 of the train state identification unit 40 calculates position information based on the GNSS signals received by the first GNSS unit 15 and the second GNSS unit 16 (S10). Subsequently, the GNSS test unit 46 performs the GNSS test to determine whether the GNSS information can be used (S12).

  If the GNSS test fails (N in S14), the on-board operation control unit 30 performs a train position calculation process using the TG 32, and performs operation control based thereon (S16). If the GNSS test is successful (Y in S14), the on-board operation control unit 30 determines whether it is in the area using the GNSS information of the ground device 60 (the third GNSS unit 61) after communication with the ground device 60 S18). In the case of not using the GNSS information of the ground device 60 (third GNSS unit 61) (N in S18), that is, in the area where the GNSS error information is not used, the on-vehicle device 20 uses on-vehicle GNSS data (first GNSS unit 15, 2) The train position is calculated using the GNSS information of the GNSS unit 16 and the operation control is performed based thereon (S20).

  When it is in the area using GNSS information of the ground device 60 (third GNSS unit 61) (Y in S18), the on-vehicle device 20 acquires GNSS error information from the ground device 60 (S22), and the on-vehicle GNSS data (third GNSS error information is reflected on the GNSS unit 15 and GNSS information of the second GNSS unit 16 (S24), the corrected train position is calculated, and operation control is performed using the train position (S26).

  As described above, according to the present embodiment, in the vehicle 10, the first and second GNSS receiving units connected to the first and second GNSS antennas 15a and 16a provided at a predetermined distance a apart by a predetermined installation distance a The absolute position of the train (vehicle 10) can be stably determined with high accuracy based on the information output from 15b and 16b. In particular, in the case where a train enters a station, for example, in order to perform them quickly and safely in signal switching or level crossing operations, highly accurate train position detection is required. More specifically, it is necessary to set and release the closed section of the track at an appropriate timing. In such a case, the GNSS error information of the third GNSS unit 61 of the ground device 60 of the platform 88 is reflected on the positional information obtained by the first GNSS unit 15 and the second GNSS unit 16 of the vehicle 10 to eliminate the positional information error. Operation can be performed quickly and safely using the position information.

  The present invention has been described above based on the embodiments. This embodiment is an exemplification, and it is understood by those skilled in the art that various modifications can be made to the combination of the respective constituent elements, and such modifications are also within the scope of the present invention.

1 Train Operation System (Position Detection System)
10 Vehicle 15 First GNSS unit 15a First GNSS antenna 15b First GNSS reception unit 16 Second GNSS unit 16a Second GNSS antenna 16b Second GNSS reception unit 20 On-vehicle device (position detection device)
30 Vehicle upper side operation control unit 31 Operation data unit 32 TG
33 on-vehicle communication unit 34 travel history unit 40 train state specification unit 42 train position calculation unit 44 train direction calculation unit 46 GNSS test unit 48 specific position detection unit 60 ground device 61 third GNSS unit 61a third GNSS reception unit 61b third GNSS antenna 62 Ground side operation control unit 63 Ground communication unit 70 Command center 88 Platform 99 Track

Claims (2)

A position detection system that calculates the position of the vehicle by an on-vehicle device mounted on the vehicle and a ground device installed on the ground side,
The on-board device is
A first GNSS antenna and a second GNSS antenna for receiving GNSS signals from GNSS satellites spaced apart by a predetermined distance in the front-rear direction of one vehicle.
A first GNSS receiver connected to the first GNSS antenna;
A second GNSS receiver connected to the second GNSS antenna;
A position calculation unit in which the first GNSS reception unit and the second GNSS reception unit calculate the position of the vehicle based on the GNSS signal;
An error information acquisition unit that acquires GNSS error information from equipment on the ground side;
An upper communication unit communicating with the ground device;
An on-board operation control unit that controls the operation of the vehicle;
Equipped with
The above ground device
Installed at the station,
A third GNSS antenna for receiving the GNSS signal from the GNSS satellite;
A third GNSS receiver connected to the third GNSS antenna;
A ground side control unit that holds the measured fixed position information of the third GNSS antenna and calculates the GNSS error information from position information calculated from the GNSS signal received by the third GNSS antenna;
A ground communication unit that transmits the GNSS error information to the on-board device;
Equipped with
The ground device calculates the positional information by receiving the GNSS signals to calculate the GNSS error information from said fixed position information and the position information, when the vehicle enters the predetermined communication area, the Send GNSS error information,
The onboard apparatus, the vehicle upper operation control unit, the vehicle is judged whether the position in the predetermined communication area, when said vehicle is determined to be located in the communication area, the GNSS error information The GNSS error information is reflected on the result that the first GNSS receiver and the second GNSS receiver calculate the position of the vehicle based on the GNSS signal, and the position calculator determines the position of the vehicle as the position of the vehicle. When it is determined that the vehicle is not located in the communication area, the position calculation unit does not use the GNSS error information, and the first GNSS reception unit and the second GNSS reception unit are based on the GNSS signal and the position calculation unit A position detection system characterized by using the result of calculating the position as the position of the vehicle. A position detection system that calculates the position of the vehicle by an on-board device mounted on the vehicle, and a ground device and a command center installed on the ground side,
The on-board device is
A first GNSS antenna and a second GNSS antenna for receiving GNSS signals from GNSS satellites spaced apart by a predetermined distance in the front-rear direction of one vehicle.
A first GNSS receiver connected to the first GNSS antenna;
A second GNSS receiver connected to the second GNSS antenna;
A position calculation unit for notifying the command center of vehicle position information based on the GNSS signal of the first GNSS reception unit and the second GNSS reception unit, and calculating the position of the vehicle based on the vehicle position information;
An upper communication unit communicating with the ground apparatus and the command center;
Equipped with
The above ground device
Installed at the station,
A third GNSS antenna for receiving the GNSS signal from the GNSS satellite;
A third GNSS receiver connected to the third GNSS antenna;
Ground side control that holds GNSS error information calculated from position information calculated from the GNSS signal received by the third GNSS antenna and holds the measured fixed position information of the third GNSS antenna and notifies the command center Department,
A ground communication unit that communicates with the on-board device and the command center;
Equipped with
The ground device calculates the positional information by receiving the GNSS signals to calculate the GNSS error information from said fixed position information and the position information, when the vehicle enters the predetermined communication area, the Send GNSS error information,
The command center may communicate with on the vehicle device acquires the vehicle position information performs operation control of said vehicle, for receiving the GNSS error information to correct the vehicle position information from said ground device, corrected The position detection system which performs operation management of the said vehicle based on the positional information on these.

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