JP6971688B2 - Train automatic stop control device and position calculation device - Google Patents

Description

Embodiments of the present invention relates to a fixed-position stop control apparatus and the position calculation equipment.

In order to improve the stop accuracy of the train automatic stop control device, it is necessary to improve the position detection accuracy on the vehicle immediately before the stop. This is because even if the train position recognized on the car is used as an index to control the train to stop at a fixed position at the station, if the recognized position on the car and the actual train position are different, the stop position error will occur. This is because it occurs.

For this reason, conventionally, the position correction ground element installed immediately before the stop position is detected on the vehicle to correct the position, and after the correction, the moving distance is calculated based on the rotational state of the wheel to detect the position. Was there.

In this case, in order to correctly perform the position correction, it is necessary to accurately grasp the position of the ground element, and in order to reduce the error in calculating the moving distance after the correction, it is necessary to accurately grasp the wheel diameter of the wheel.
On the other hand, the wheel diameter of the wheel is set to a value measured at a depot or the like, but it gradually decreases due to wear, so it needs to be corrected.

Japanese Unexamined Patent Publication No. 2001-106070

By the way, in order to correct the wheel diameter of the wheel, it is necessary to know the section distance accurately. There is a method of correcting the wheel diameter of a wheel by assuming that the distance between the ground elements for position correction installed in the deceleration section of the station stop is known.

However, the actual installation position of the ground element for position correction may differ from the design value, and there is a problem that it is troublesome to accurately measure the position of a large number of ground elements existing on the line.

The present invention has been made in view of the above, and even if there is an error in the installation position of the ground element or an error in the wheel diameter of the wheel, the position recognized on the vehicle and the actual position with a simple configuration are and its object is to provide a fixed-position stop control apparatus and the position calculation equipment that can reduce the error.

In order to achieve the above object, the fixed position stop control device of the embodiment is a fixed position stop control device mounted on a railroad vehicle having a wheel rotation sensor that outputs a number of output pulses proportional to the number of rotations of the wheels.
The distance information holding unit holds distance reference information corresponding to the number of output pulses of the wheel rotation sensor when traveling in a plurality of sections for each section.
The pulse number calculation unit calculates the number of output pulses obtained when a railroad vehicle travels in the section.
As a result, the position calculation unit is obtained when the railroad vehicle actually travels in one section, which is the ratio of the value of the distance reference information corresponding to one section to the value of the distance reference information corresponding to the other section. Based on the number of output pulses and the number of output pulses obtained while the railway vehicle is actually traveling in other sections, the position of the railway vehicle in other sections is calculated.
In addition, ground elements for the railroad vehicle to detect its own position are arranged at the start position and end position of one section, and the railroad vehicle is placed at least at the start position of the start position and end position of the other sections. A ground element for detecting the self-position is arranged, and a ground element position calculation unit that calculates the ground element position based on the distance reference information and the number of output pulses when the railway vehicle actually travels between the ground elements. It is equipped with.
As a result, the ground element position calculation unit may perform a difference between the ratio of the number of output pulses of a plurality of sections during actual driving and the ratio of the number of output pulses of the plurality of sections corresponding to the distance reference information, or a plurality of times during actual driving. Based on the difference between the ratio of the distances of the sections and the ratio of the distances of multiple sections corresponding to the distance reference information, it is determined whether or not the wheels of the railroad vehicle are slipping or slipping, and it is acquired without slipping or slipping. The position of the ground element is calculated based on the number of output pulses generated.

FIG. 1 is a schematic block diagram of a vehicle equipped with the fixed-position stop control device of the embodiment. FIG. 2 is an explanatory diagram when two ground elements are provided in front of a predetermined stop position. FIG. 3 is an explanatory diagram of an example of an information holding state in the ground-based pulse information holding unit. FIG. 4 is a diagram showing an example of installation of a ground element on a line where fixed-position stop control is introduced. FIG. 5 is an explanatory diagram of an example of a more specific information holding state in the ground-based pulse information holding unit. FIG. 6 is an explanatory diagram for measuring the number of velocity pulses. FIG. 7 is a processing flowchart when the vehicle is actually running.

Hereinafter, the fixed-position stop control device of the embodiment will be described with reference to the drawings.
FIG. 1 is a schematic block diagram of a vehicle equipped with the fixed-position stop control device of the embodiment.
The vehicle 100 corresponds to a fixed position stop control device 11 for stopping the vehicle 100 at a fixed position at a station, a ground element detection unit 12 for sequentially detecting a plurality of ground elements, which will be described later, and a rotation speed of the wheels 101. It includes a speed generator 14 that outputs a speed pulse, and a drive braking control device 15 that controls driving and braking of the vehicle 100 based on an operation control command of the fixed position stop control device 11.

The fixed position stop control device 11 includes a speed position calculation unit 21 that calculates the speed and position of the vehicle 100 based on the speed pulse output by the speed generator 14 and the ground element detection information detected by the ground element detection unit 12, and the speed. Based on the speed and position of the vehicle 100 calculated by the position calculation unit 21, the control command calculation unit 22 for calculating the operation control command for stopping the vehicle 100 at the fixed position of the station and the control command calculation unit 22 calculated. It includes a control command transmission unit 23 that transmits an operation control command to the drive braking control device 15.

The velocity position calculation unit 21 has a ground element pulse information holding unit 31 that holds the number of velocity pulses detected between a plurality of ground elements as pulse information in association with the detection position, and a velocity pulse output by the velocity generator 14. And the ground element pulse number calculation unit 32 that calculates the number of pulses between ground elements while specifying which ground element was detected based on the ground element detection information detected by the ground element detection unit 12, and the ground. The diameter of the wheel 101 is calculated based on the pulse information between ground elements obtained by referring to the pulse information holding unit 31 between children and the actual number of velocity pulses between ground elements calculated by the pulse number calculation unit 32 between ground elements. A wheel diameter calculation unit 33 is provided.

Further, the velocity position calculation unit 21 includes pulse information between ground elements obtained by referring to the pulse information holding unit 31 between ground elements, the actual number of velocity pulses between ground elements calculated by the pulse number calculation unit 32 between ground elements, and the velocity pulse between ground elements. The ground element position calculation unit 34 that calculates the position of each ground element based on the diameter of the wheel 101 calculated by the wheel diameter calculation unit 33, the ground element detection information detected by the ground element detection unit 12, and the speed generator 14 output. The position calculation unit 35 that calculates the position of the vehicle 100 based on the pulse information, the diameter of the wheel 101 calculated by the wheel diameter calculation unit 33, and the ground element position calculated by the ground element position calculation unit 34, and the speed generator 14 It includes a speed calculation unit 36 that calculates the speed of the vehicle 100 based on the output speed pulse and the diameter of the wheel 101 calculated by the wheel diameter calculation unit 33.

First, prior to the description of the operation of the embodiment, the principle of the fixed position stop operation of the embodiment will be described.
FIG. 2 is an explanatory diagram when two ground elements are provided in front of a predetermined stop position.
As shown in FIG. 2, the first ground element 41 and the second ground element 42 are arranged apart from each other by a first predetermined distance L1, and the second ground element 42 and the stop position STP are the first. It is arranged so as to be separated by a predetermined distance L2 of 2.

FIG. 3 is an explanatory diagram of an example of an information holding state in the ground-based pulse information holding unit.
FIG. 3A is an example in which the number of velocity pulses is stored as the pulse information between ground elements.
The ground element pulse information holding unit 31 has a stop position information ST regarding the stop position at the stop station, and a standard (average) speed detected between the first ground element 41 and the second ground element 42. A pulse number An1 (first distance information) and a standard (average) velocity pulse number An2 (second distance information) detected between the second ground element 42 and the stop position are held. And.

In this case, the velocity pulse number n1 is detected between the detection of the first ground element 41 and the detection of the second ground element 42 when the vehicle 100 actually travels, and the second ground element is detected. The number of velocity pulses detected from the detection of 42 to the arrival at the stop position is defined as the number of velocity pulses n2.

In this case, the wheel diameter D of the wheel 101 does not match the conditions for calculating the standard velocity pulses An1 and An2 and the time when the velocity pulses n1 and n2 are actually acquired. Therefore, the following equation is usually used. It becomes the street.
An1 ≠ n1, An2 ≠ n2

However, the distance between the first ground element 41 and the second ground element 42 and the distance between the second ground element 42 and the stop position STP are the installation positions and stop position STPs of the ground elements 41 and 42. It is a set position and is constant. Therefore, assuming that the proportionality coefficient is α and the wheels do not slip or slide,
An1 = α ・ n1, An2 = α ・ n2
Should hold.

Therefore,
An1 / n1 = An2 / n2
Will be. therefore,
n2 = n1 · An2 / An1
Will be.

That is, the number of velocity pulses n1 obtained between the detection of the ground element 41 and the time when the ground element 42 is detected and the standard number of velocity pulses An1 and An2 corresponding to the read stop position STP are calculated by the above equations. If the vehicle 100 is driven by substituting to calculate the speed pulse number n2 and the measured speed pulse number from the time when the ground element 42 is detected becomes the speed pulse number n2, the wheel diameter D of the wheel 101 changes. The vehicle 100 can be stopped at a predetermined stop position STP without being affected by the above. Instead of An1 and An2, the ratio (An2 / An1) may be maintained and n2 may be calculated based on the detected n1.

In the above description, the case where the speed pulse number is stored as the distance information has been described. However, the wheel diameter D of an appropriate wheel 101 is set, and the speed pulse number is converted into the distance using the wheel diameter D for the distance information. It can also be configured to be stored as.
FIG. 3B is an example in which the distance corresponding to the number of velocity pulses is stored as the pulse information between ground elements.
In the ground element pulse information holding unit 31, the stop position information ST (= STP) regarding the stop position at the stop station, and the standard (average) calculated between the first ground element 41 and the second ground element 42. The standard (average) distance L2 (second distance information) calculated between the (first distance information) and the second ground element 42 and the stop position is held.

Also in this example, by appropriately setting the wheel diameter D of the wheel 101, even if the distance information corresponding to the number of speed pulses is stored as the ground-based pulse information, it can be processed in the same manner by conversion. be.

As described above, according to the present embodiment, fixed-position stop control can be performed based on the ratio of the number of velocity pulses detected in a plurality of sections without being affected by the change in wheel diameter.

The operation of a specific embodiment will be described below.
FIG. 4 is a diagram showing an example of installation of a ground element on a line where fixed-position stop control is introduced.
In FIG. 4, three ground elements 41, 42, and 43 are installed in front of the fixed position of the station where the train should stop along the traveling direction of the vehicle 100.

The three ground elements 41, 42, and 43 are installed, for example, with the ground element 41 200 m in front of the stop position STP, the ground element 42 20 m in front of the stop position STP, and the ground element 43 installed 2 m in front of the stop position STP. .. That is, in the case of this example, the distance L1 = 180 m between the ground element 41 and the ground element 42, the distance L2 = 18 m between the ground element 42 and the ground element 43, and the ground element 43 and the stop position STP. The distance between them is L3 = 2m.

FIG. 5 is an explanatory diagram of an example of a more specific information holding state in the ground-based pulse information holding unit.
As shown in FIG. 5A, the ground-based pulse information holding unit 31 corresponds to the stop position STP and has a standard value An1 (first) of the number of velocity pulses between the ground element 41 and the ground element 42. 1 distance information), standard value of velocity pulse number between ground element 42 and ground element 43 An2 (second distance information), standard value of velocity pulse number between ground element 43 and stop position STP The value An3 (third distance information) is retained.

Here, the standard velocity pulse numbers An1, An2, and An3 are values corresponding to the wheel diameter D of the same wheel 101.
The standard values An1, An2, and An3 are determined based on the calculation result by calculating the speed pulse number using the ground-based pulse number calculation unit 32 in a test run or the like carried out prior to the commercial run. In this case, the running data of the vehicle 100 in a state where the wheels 101 do not slip or slide is used. In addition, it is desirable to run a plurality of train cars a plurality of times to determine the average number of pulses.

Further, as shown in FIG. 5B, instead of the standard velocity pulse numbers An1, An2, An3, the distances L1, L2, L3 corresponding to the standard velocity pulse numbers An1, An2, An3 (first). It is also possible to configure it to hold distance information (third distance information).

FIG. 6 is an explanatory diagram for measuring the number of velocity pulses.
For example, in the measurement of the velocity pulse number n1, as shown in FIG. 6, the electromagnetic coupling start of the ground element 41 and the ground element detection unit 12 is performed instead of the installation position P11 of the ground element 41 and the installation position P12 of the ground element 42. It is the number of velocity pulses from the point P1 (corresponding to time t1) to the electromagnetic coupling start point P2 (time t2) between the ground element 42 and the ground element detection unit 12.

It is also possible to use the number of velocity pulses from the end point of electromagnetic coupling between the ground element 41 and the ground element detection unit 12 to the end point of electromagnetic coupling between the ground element 42 and the ground element detection unit 12.
Further, from the midpoint between the electromagnetic coupling start time and the electromagnetic coupling end time of the ground element 41 and the ground element detection unit 12 (≈ the installation position P11 of the ground element 41), the electromagnetic coupling between the ground element 42 and the ground element detection unit 12 is performed. The number of velocity pulses may be set to the midpoint between the start time of coupling and the end of electromagnetic coupling (≈ the installation position P12 of the ground element 42).

Further, when there is no ground element at the stop position STP, the speed pulse number n3 from the ground element 43 to the stop position STP is calculated by using the traveling data when the actual stop position of the train is the predetermined stop position STP. ,decide. The ground-based pulse information holding unit 31 holds the standard velocity pulse number data determined as described above as a database as shown in FIG. 5 in advance.

Next, the operation of each part of the vehicle 100 during actual running (during commercial running) will be described.
FIG. 7 is a processing flowchart when the vehicle is actually running.
The ground element pulse number calculation unit 32 calculates the speed pulse numbers n1 and n2 between ground elements based on the ground element detection information from the ground element detection unit 12 and the speed pulse from the speed generator 14 (step S11). ..

Specifically, the ground element pulse number calculation unit 32 is on the ground during actual traveling from the time when the ground element 41 and the ground element detection unit 12 are combined to the time when the ground element 42 and the ground element detection unit 12 are connected. The number of velocity pulses n1 between the children is calculated, and the velocity pulse between the ground elements during actual traveling from the start time of the connection between the ground element 42 and the ground element detection unit 12 to the start point of the connection between the ground element 43 and the ground element detection unit 12. Calculate the number n2.

Subsequently, the wheel diameter calculation unit 33 calculates the ratio n1 / n2 of the speed pulse number n1 and the speed pulse number n2 (step S12).
Next, the obtained ratio n1 / n2 corresponds to the standard velocity pulse number An1 corresponding to the ground element 41 to the ground element 42 and the ground element 42 to the ground element 43 from the ground element pulse information holding unit 31. The standard velocity pulse number An2 is read out, the ratio An1 / An2 between the standard velocity pulse number An1 and the standard velocity pulse number An2 is calculated, and the difference between the ratio An1 / An2 and the ratio n1 / n2 is It is determined whether or not the wheel 101 is idling or slipping based on whether or not it is within a predetermined threshold range (step S13).

Here, the principle for determining whether or not slipping or sliding has occurred will be described.
When the wheels 101 do not slip or slide, the ratio of the number of velocity pulses n1 between the ground element 41 and the ground element 42 and the number of velocity pulses n2 between the ground element 42 and the ground element 43 (= n1 / n2). ) Is substantially equal to the ratio (= An1 / An2) of the standard velocity pulse number An1 and the standard velocity pulse number An2 acquired when slipping or sliding does not occur.

That is, the ratio of the speed pulse number of the actual running when the wheel 101 does not slip or slip is almost equal to the ratio of the standard speed pulse number, whereas when the wheel 101 slips or slips, it occurs. This is because the ratio of the number of speed pulses in actual running will be significantly different from the ratio of the standard number of speed pulses.

Therefore, in the wheel diameter calculation unit 33, the difference between the ratio n1 / n2 of the actual running speed pulses and the ratio An1 / An2 of the standard speed pulses is within the predetermined range β, that is,
| N1 / n2-An1 / An2 | <β
If so, it is determined that no slipping or sliding has occurred.

In the determination of step S13, if the wheels 101 do not slip or slide (step S13; No), the wheel diameter calculation unit 33 is held between the ground elements held by the ground element pulse information holding unit 31. With reference to the standard speed pulse number, the wheel diameter D of the wheel 101 is calculated based on the speed pulse number between the ground elements during actual traveling calculated by the ground element pulse number calculation unit 32 (step S14).

Specifically, the diameter of the wheel 101 is calculated when the ground element detection unit 12 detects the ground element 43, and is used for the subsequent position calculation until the stop. Specifically, for example, the wheel diameter D of the wheel 101 is calculated by the following equation from the distance L1 + L2 on the civil engineering drawing of the ground element 41 and the ground element 43 and the number of velocity pulses ng per rotation of the wheel 101.
D = (L1 + L2) × ng / (n1 + n2) / π
Then, the process proceeds to step S15.
The distances L1 and L2 on the civil engineering drawing are held by the ground-based pulse information holding unit 31, or are calculated from the standard wheel diameter D and the standard velocity pulse numbers An1 and An2.

On the other hand, in the determination of step S13, when the wheel 101 slips and slides (step S13; Yes), the wheel diameter calculation unit 33 determines the latest wheel diameter D calculation value and the wheel diameter output. The speed pulse number n3 is adopted, and the process shifts to step S16.

Next, the ratio of the number of velocity pulses between the ground element 41 and the ground element 43 and the number of speed pulses from the ground element 43 to the stop position STP is constant regardless of the wheel diameter D of the wheel 101. The number of speed pulses n3 from the ground element 43 at the wheel diameter D of the wheel 101 during traveling to the stop position STP is calculated using the following equation (step S15).
n3 = {An3 / (An1 + An2)} × (n1 + n2)

By the way, the distance L1 + L2 on the civil engineering drawing between the ground element 41 and the ground element 43 may be different from the actual distance. More specifically, the wheel diameter D of the wheel 101 to be calculated includes the influence of the installation position error of the ground elements 41, 42, 43.
Therefore, the ground element position calculation unit 34 refers to the standard velocity pulse numbers An1 and An2 between the ground elements held in the ground element inter-ground element pulse information holding unit 31, and the wheel diameter calculation unit 33 calculates the wheel 101. The ground element position is calculated based on the wheel diameter D (step S16). Instead of An1, An2, and An3, the ratio {An3 / (An1 + An2)} may be retained and n3 may be calculated based on the detected n1 + n2.

Specifically, the actual distance L3S from the ground element 43 to the stop position STP is used by using the wheel diameter D of the wheel 101 calculated by the wheel diameter calculation unit 33 and the number of velocity pulses n3 from the ground element 43 to the stop position STP. Is calculated using the following equation.
L3S = π × D / ng × n3

The position calculation unit 35 calculates the ground element detection information (including the ground element identification information) output by the ground element detection unit 12, the ground element position information calculated by the ground element position calculation unit 34, and the wheel diameter calculation unit 33. The position (for example, about a kilometer) of the vehicle 100 (train) is calculated based on the wheel diameter D of the wheel 101 and the speed pulse from the speed generator 14.
In this case, when the ground element detection unit 12 detects the ground element 41, 42, 43, the position calculation unit 35 determines the position based on the position of the ground element 41, 42, 43 on the civil engineering drawing. to correct.

Further, when the position calculation unit 35 calculates the positions of the ground elements 41, 42, and 43 by the ground element position calculation unit 34, the position calculation unit 35 corrects the positions based on the calculated positions. After the position correction is performed, the position calculation unit 35 calculates the moving distance based on the speed pulse from the speed generator 14 and the wheel diameter D of the wheel 101 calculated by the wheel diameter calculation unit 33, and the vehicle 100 (train). Determine the position (eg, about a kilometer).

On the other hand, the speed calculation unit 36 calculates the speed of the vehicle 100 (train) based on the wheel diameter D of the wheel 101 calculated by the wheel diameter calculation unit 33 and the speed pulse from the speed generator 14.
The control command calculation unit 22 is a stop position STP which is a predetermined station stop position based on the position of the vehicle 100 (train) calculated by the position calculation unit 35 and the speed of the vehicle 100 (train) calculated by the speed calculation unit 36. Calculate the operation control command to stop the train.

The control command transmission unit 23 transmits the operation control command calculated by the control command calculation unit 22 to the drive braking control device 15.
As a result, the drive braking control device 15 controls the driving and braking of the vehicle 100 based on the operation control command received from the control command transmission unit 23, and the vehicle 100 (train) is stopped at a predetermined station stop position. Automatically stop at STP.

By calculating the position of the vehicle 100 (train) as described above, even if there is an error in the installation position of the ground elements 41, 42, 43 or the wheel diameter D of the wheel 101, the vehicle immediately before the stop position STP. It is possible to reduce the error between the recognition position above and the actual position.
That is, at the time when the ground element position is calculated by the ground element position calculation unit 34, the distance from the ground element to the stop position STP, which is a predetermined station stop position, is different from the actual distance due to the calculation error of the wheel diameter D of the wheel 101. There is a possibility, but the number of velocity pulses to the predetermined station stop position can be calculated correctly.

Therefore, the vehicle 100 reaches the stop position STP, which is a predetermined station stop position, at a point advanced by a predetermined number of speed pulses, and the two coincide with each other at that point. Therefore, if the position recognized on the vehicle is controlled to match the stop position STP which is the predetermined station stop position, the actual stop position will be near the predetermined station stop position.
The above functions can be realized by software, and since it is sufficient to add a program in the conventional fixed-position stop control device, there is no need to add additional hardware or the like. Therefore, it can be realized with a simple configuration.

That is, the fixed-position stop control device of the present embodiment includes a control device such as a CPU, a storage device such as a ROM or RAM, an external storage device such as an HDD, SSD, or a CD drive device, and a display device such as a display device. , It is equipped with an input device such as a keyboard, and has a hardware configuration using a normal computer.
In this embodiment, the method of calculating the position using the number of velocity pulses between the ground elements has been described, but the distance between the ground elements estimated from the number of pulses and the ratio of the number of velocity pulses between the sections are stored in the database. The same effect can be obtained by doing so.

Further, the program executed by the fixed position stop control device of the present embodiment is a file in an installable format or an executable format, and is a semiconductor represented by a CD-ROM, a DVD (Digital Versaille Disk), an SSD, or a USB memory. It is recorded and provided on a computer-readable recording medium such as a memory.

Further, the program executed by the fixed-position stop control device of the present embodiment may be stored on a computer connected to a network such as the Internet and provided by downloading via the network. Further, the program executed by the fixed-position stop control device of the present embodiment may be configured to be provided or distributed via a network such as the Internet.
Further, the program executed by the fixed-position stop control device of the present embodiment may be configured to be provided by incorporating it into a ROM or the like in advance.

Although some embodiments of the present invention have been described, these embodiments are presented as examples and are not intended to limit the scope of the invention. These novel embodiments can be implemented in various other embodiments, and various omissions, replacements, and changes can be made without departing from the gist of the invention. These embodiments and modifications thereof are included in the scope and gist of the invention, and are also included in the scope of the invention described in the claims and the equivalent scope thereof.

11 Fixed position stop control device 12 Ground element detector 14 Speed generator 15 Drive braking control device 21 Speed position calculation unit 22 Control command calculation unit 23 Control command transmission unit 31 Ground element pulse information holding unit 32 Ground element pulse number calculation Part 33 Wheel diameter calculation part 34 Ground element position calculation part 35 Position calculation part 36 Speed calculation part 41, 42, 43 Ground element 100 Vehicle

Claims (5)

A fixed-position stop control device mounted on a railroad vehicle having a wheel rotation sensor that outputs a number of output pulses proportional to the number of rotations of the wheels.
A distance information holding unit that holds distance reference information corresponding to the number of output pulses of the wheel rotation sensor when traveling in a plurality of sections for each section, and
A pulse number calculation unit that calculates the number of output pulses obtained when the railway vehicle travels in the section, and a pulse number calculation unit.
The ratio of the value of the distance reference information corresponding to one said section to the value of the distance reference information corresponding to the other said section, the said obtained when the railway vehicle actually travels in the said section. A position calculation unit that calculates the position of the railway vehicle in the other section based on the number of output pulses and the number of output pulses obtained while the railway vehicle is actually traveling in the other section.
Equipped with
At the start position and the end position of the section, ground elements for the railway vehicle to detect its own position are arranged.
Of the other start position and end position of the section, at least the start position is arranged with a ground element for the railway vehicle to detect its own position.
Further, it is provided with a ground element position calculation unit that calculates the ground element position based on the distance reference information and the number of output pulses when the railway vehicle actually travels between the ground elements.
The ground element position calculation unit is a difference between the ratio of the number of output pulses in the plurality of sections during actual traveling and the ratio of the number of output pulses in the plurality of sections corresponding to the distance reference information, or during actual traveling. Based on the difference between the ratio of the distances of the plurality of sections in the above and the ratio of the distances of the plurality of sections corresponding to the distance reference information, it is determined whether or not the wheels of the railroad vehicle are idling or slipping, and the idling and slipping are performed. The position of the ground element is calculated based on the number of output pulses acquired without gliding.
Train automatic stop controller. The distance reference information includes a distance corresponding to the number of output pulses of the wheel rotation sensor, the ratio of the number of pulses in the plurality of sections, or the number of output pulses of the wheel rotation sensor.
The fixed-position stop control device according to claim 1. A position calculation device mounted on a railroad vehicle having a wheel rotation sensor that outputs a number of output pulses proportional to the number of rotations of the wheels.
A distance information holding unit that holds distance reference information corresponding to the number of output pulses of the wheel rotation sensor when traveling in a plurality of sections for each section, and
A pulse number calculation unit that calculates the number of output pulses obtained when the railway vehicle travels in the section, and a pulse number calculation unit.
The ratio of the value of the distance reference information corresponding to one said section to the value of the distance reference information corresponding to the other said section, the said obtained when the railway vehicle actually travels in the said section. A position calculation unit for calculating the position of the railway vehicle in the other section based on the number of output pulses and the number of output pulses obtained while the railway vehicle is actually traveling in the other section is provided.
At the start position and the end position of the section, ground elements for the railway vehicle to detect its own position are arranged.
Of the other start position and end position of the section, at least the start position is arranged with a ground element for the railway vehicle to detect its own position.
Further, it is provided with a ground element position calculation unit that calculates the ground element position based on the distance reference information and the number of output pulses when the railway vehicle actually travels between the ground elements.
The ground element position calculation unit is a difference between the ratio of the number of output pulses in the plurality of sections during actual traveling and the ratio of the number of output pulses in the plurality of sections corresponding to the distance reference information, or during actual traveling. Based on the difference between the ratio of the distances of the plurality of sections in the above and the ratio of the distances of the plurality of sections corresponding to the distance reference information, it is determined whether or not the wheels of the railroad vehicle are idling or slipping, and the idling and slipping are performed. The position of the ground element is calculated based on the number of output pulses acquired without gliding.
Position calculation device. The distance reference information includes a distance corresponding to the number of output pulses of the wheel rotation sensor, the ratio of the number of pulses in the plurality of sections, or the number of output pulses of the wheel rotation sensor.
The position calculation device according to claim 3. The position calculation unit calculates the wheel diameter of the railroad vehicle based on the distance reference information of the section and the number of output pulses obtained when the railroad vehicle actually travels in the section. The position of the railway vehicle in the other section is calculated based on the wheel diameter calculation unit, the wheel diameter of the railway vehicle, and the number of output pulses obtained while the railway vehicle is actually traveling in the other section. Has a railroad vehicle position calculation unit,
The position calculation device according to claim 3.

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