Train speed measuring device and method

Train speed measuring device and method

TRAIN SPEED MEASURING DEVICE AND METHOD

The present invention claims the priority of Korean Patent No. 10-2011-0107128 filed on October 19, 2011. It is incorporated herein by reference for reference.

The invention relates to a train speed measuring device and method, in particular to a train speed measuring device installed on a train and a train speed measuring method of the device.

Generally, one of the important functions of a train speed measuring device used for rail vehicles is to activate the brakes and protect the vehicle from a vehicle in front of the vehicle when it exceeds the maximum speed allowed on the track. collision.

In addition, when the train is operating automatically, the train speed measuring device performs an operation, for example, a predetermined travel point of a vehicle, using the difference between the actual speed of the vehicle and the target speed to perform braking and acceleration. At the same time, the train speed measuring device obtains the current position of the train by calculating the accumulated travel distance of the train through the measured speed and time values.

In order to perform this function, accurate calculation of the vehicle speed is necessary for the train speed measuring device.

The train speed measuring device installed on the current railway vehicle to protect the safety of the train includes a tachometer installed on the axle and use The speed pulse is proportional to the revolution speed of the shaft to calculate the train speed, and the speed of the shaft is measured from the tachometer according to the movement of the vehicle.

However, this method may fail to calculate an accurate speed when abnormal conditions such as slip and slide occur on the shaft with the tachometer due to rain or other reasons.

In more detail, when a slip phenomenon occurs due to the wetness of the track and the idling of the wheels, a speed faster than the actual speed of the vehicle will be measured. In addition, when the axle is locked due to the product operation during the operation of the train and the sliding phenomenon occurs, the speed will be measured to be slower than the actual speed of the vehicle. In this way, the difference between the actual speed of the vehicle and the measured speed may deteriorate the accuracy of stopping at the station when the vehicle is automatically operating. In addition, this will become a risk element for overall driving safety.

Furthermore, the slipping phenomenon usually occurs on a motor car with a power source installed.

The embodiment of the present invention provides a train speed measurement device and method with improved accuracy.

The embodiment of the present invention provides a train speed measuring device and method, which solves the problem of electrical Errors caused by the slip phenomenon of the motor vehicle can reduce speed measurement errors.

In one embodiment, a train speed measuring device includes: at least one first tachometer (tachometer) is provided on a shaft of a trailer car, and outputs a tachometer according to the wheel revolution of the trailer car. Pulse signal; at least one second tachometer is provided on a shaft of an electric vehicle, and outputs a pulse signal according to the wheel speed of the electric vehicle; at least one speed measuring unit, which is based on the at least one The pulse signal output by the first tachometer and the at least one second tachometer measures speed values; and a speed calculation unit calculates the speed of the train according to the measured speed values.

In another embodiment of the present invention, a train speed measurement method includes: according to at least each axle (axle) of an electric car (motor car) and a trailer (trailer car) installed in a train (train) The wheel speed of a tachometer receives a pulse wave signal; measures a speed from the pulse wave signal and judges the speed of the electric vehicle and the towed vehicle; and calculates based on the judged speed of the electric vehicle and the towed vehicle The speed of the train.

One or more embodiments will be described in detail with the drawings and the following description. Other features will be apparent from the description, illustration, and scope of rights.

The terms and words used in the specification and the scope of the rights declaration should not be interpreted as traditional or dictionary meanings, but should be interpreted as meanings and concepts corresponding to the technical concept of the present invention. According to the principle, the inventor can appropriately define the concept of the name to best explain his invention.

Therefore, the present invention can be implemented in various forms and should not be limited by the embodiments; more specifically, other retrogressive inventions or alternative embodiments falling within the spirit and scope of the present invention can be implemented by adding or modifying , And changes are easily derived, and for those who are familiar with the art, the concept of the present invention is fully used.

FIG. 1 is a schematic diagram of a train including a train speed measuring device according to an embodiment.

As shown in FIG. 1, the train 200 includes a train speed measuring device 100. The train speed measuring device 100 includes at least one first tachometer 110, at least one second tachometer 120, and at least one first speed installed on the train 200. The measurement unit 130, at least one second speed measurement unit 140, and a speed calculation unit 150.

The train 200 includes at least one electric vehicle 220 and at least one towing vehicle 210 connected in series. The electric vehicle 220 includes a power source of the train 200. In addition, according to the operating system of the train 200, the power source may be a diesel hydraulic power source, which is transmitted by gear or hydraulic pressure, or a diesel electric power source or an electric power source, by Power is transmitted by a generator driven by diesel.

In addition, at least one first tachometer 110 is installed on the axle of the tractor 210 of the train 200 to measure the number of revolutions of a wheel per hour. The measured wheel revolutions per hour can be output as a pulse signal.

The first speed measurement unit 130 can be set corresponding to each first tachometer. In addition, a first speed measurement unit 130 can be connected to a plurality of first tachometers.

In addition, at least one second tachometer 120 can be installed on the axle of the electric vehicle 220 of the train 200 to measure the number of revolutions per hour of a wheel, and the measured number of revolutions per hour can be output as a pulse signal .

Similarly, the second speed measuring unit 140 can be provided corresponding to each second tachometer. In addition, a second speed measurement unit 140 can be connected to a plurality of second tachometers.

The speed calculation unit 150 receives each speed from at least one first speed measurement unit 130 and at least one second speed measurement unit 140 through a serial communication line 160, and calculates and outputs the speed based on the received speed The speed of the train is 200.

FIG. 2 is a block diagram of a train speed measuring device 100 according to an embodiment.

2, the train speed measuring device 100 includes at least one first tachometer 110, at least one second tachometer 120, at least one first speed measuring unit 130, at least one second speed measuring unit 140, and a speed Calculating unit 150.

At least one first speed measurement unit 130 can receive a pulse signal from each corresponding first tachometer 110 to measure the speed, and can transmit the measured speed to the first speed through the serial communication line 160 Calculating unit 151.

At least one second speed measuring unit 140 can receive a pulse signal from each corresponding second tachometer 120 to measure the speed, and can transmit the measured speed to the second speed through the serial communication line 160 Calculating unit 152.

The first speed calculation unit 151 can calculate a first speed by the speed received from the at least one first speed measurement unit 130. The first speed calculation unit 151 may select one of the received speeds from the at least one first speed measurement unit 130 according to a predetermined condition to calculate a first speed. Alternatively, the first speed calculation unit 151 may calculate a first speed by an average value of the speeds received from the at least one first speed measurement unit 130.

The second speed calculation unit 152 may calculate a second speed by the speed received from the at least one second speed measurement unit 140. The second speed calculation unit 152 may select one of the received speeds from the at least one second speed measurement unit 140 according to a predetermined condition to calculate a second speed. Alternatively, the second speed calculation unit 152 may calculate a second speed by an average value of the speeds received from the at least one second speed measurement unit 140.

The speed determination unit 153 may receive one of the first speed and the second speed from the first speed calculation unit 151 and the second speed calculation unit 152 to determine the speed of the train 200 according to a predetermined condition described later. Then, the determined speed may be output to the distance calculation unit 154 or the outside.

The distance calculation unit 154 may receive the speed of the train 200 from the speed measurement unit 153. In addition, the travel distance of the train 200 can be calculated according to the received speed and travel time. After calculating the travel distance, the distance calculation unit 154 determines the travel distance of the train 200 or the current position of the train 200 to output it to the outside.

FIG. 3 shows a flowchart of a method for measuring the speed of a train according to an embodiment.

3, in operation S302, the at least one first tachometer 110 and the at least one second tachometer 120 on the axles of the tractor 210 and the electric vehicle 220 of the train 200 can generate a number of revolutions per hour. Pulse signal.

Furthermore, in operation S304, at least one first speed measuring unit 130 and at least one second speed measuring unit 140 can measure a first speed corresponding to the speed of the towed vehicle 210 and a second speed corresponding to the speed of the electric vehicle 220 . In other words, the first and second speed measuring units 130, 140 can receive a pulse signal from each corresponding tachometer to measure the speed.

The speed calculation unit 150 may receive the speed value according to various different communication methods. At the same time, a serial communication line 160 that is easy to be installed on the train 200 and has high economic feasibility and applicability can be used.

Therefore, according to the embodiment, a serial communication line 160 of an RS422 system is used as an example, but the invention is not limited to this. At the same time, an additional RS422 serial communication terminal (not shown) for receiving one of the first speeds may be further included in the speed calculation unit 150.

In operation S306, the speed calculation unit 150 receives a first speed and a second speed And determine whether the deviation between the first and second speeds is greater than a critical value. In operation S308, if the speed difference is greater than the critical value, the speed calculation unit 150 calculates the speed of the train 200 according to the first speed. In operation S310, if the speed difference is less than the critical value, the speed calculation unit 150 calculates the speed of the train 200 according to the second speedometer.

When a calculation task is performed according to the first speed, the speed calculation unit 150 can measure an accurate speed without being affected by the speed determination of the train 200, even when the electric vehicle 220 is slipping.

Moreover, when a calculation task is executed according to the second speed, the speed calculation unit 150 can obtain the speed of the electric vehicle 220 in time.

Therefore, when the difference between the first speed and the second speed is less than the critical value, the speed calculation unit 150 determines that there is no slip phenomenon. Or when the speed of the train 200 is greater than the critical value after being calculated according to the second speed, the speed of the train 200 may be compensated according to the first speed.

The critical value may be a numerical value, which is used to determine whether the electric vehicle 220 is slipping. For example, when the difference between the first speed and the second speed is greater than close to 15 km/h, the speed calculation unit 150 determines that there is a slip phenomenon, so the critical value is set close to 15 km/h.

In operation S312, the speed calculation unit 150 may output at least one of the accumulated travel distance, the current position, and the current speed of the train 200 according to the calculated speed of the train 200.

By using the output speed of the train 200, the train speed measuring device 100 confirms the current speed of the train 200 and determines whether the current speed is greater than the speed limit. Therefore, the brake function connected with other equipment can be used to prevent a collision with a vehicle in front.

A train speed measuring device and method according to an embodiment compares the speed of the towing vehicle 210 with the speed of the electric vehicle 220 to determine whether there is a slip phenomenon or a slip phenomenon. In addition, according to the speed of the towing vehicle 210, the speed of the train 200 can be calculated, so the current speed of the train 200 can be accurately reflected.

FIG. 4 shows a flowchart of a method for measuring the speed of a train according to another embodiment.

4, in operation S402, at least one first tachometer 110 and a second tachometer 120 are on the axles of the towing vehicle 210 and the electric vehicle 220, and the train 200 can generate a pulse according to the number of wheel revolutions per hour Wave signal.

In operation S404, at least one second speed measurement unit 140 may receive a pulse signal from each corresponding second tachometer to measure second speed values.

Then, in operation S406, a second speed calculation unit 152 receives the measured second speed value through the serial communication line 160, and calculates an average value of the received second speed value to output the value as a second speed value. speed.

In addition, in operation S408, at least one first speed measurement unit 130 may receive a pulse signal from each corresponding first tachometer to measure the first speed values.

Then, in operation S410, the first speed calculation unit 151 receives the measured first speed value through the serial communication line 160, and determines whether the difference between the received first speed values is greater than the critical value.

In operation S418, when the difference between the first speed values is less than the critical value, the first speed calculation unit 151 calculates the average of the first speed values, and then calculates a first speed and outputs it.

Furthermore, in operation S412, when the difference between the first speed values is greater than the critical value, the first speed calculation unit 151 determines that there is an issue in measuring the speed of at least one first tachometer 110, And it is judged whether there is a speed value among the first speed values, and the difference value relative to the second speed, for example, the speed of the electric vehicle 220, is less than the critical value.

Then, in operation S414, when there is a speed value among the first speed values, and the difference value is less than the critical value with respect to the second speed, the first speed calculation unit 151 selects the first speed value less than the critical value and outputs it as A first speed.

And, in operation S416, when there is no speed value among the first speed values, and the difference is less than the critical value with respect to the second speed, the train speed measuring device 100 determines that an error has occurred in measuring the speed of the train 200 and An error message about train speed identification is output.

In addition, in operation S420, the speed determination unit 153 calculates and updates the speed of the train 200 according to the first speed so as to output the calculated speed of the train 200. And, away from The distance calculation unit 154 can output information such as the cumulative travel distance of the train 200 by using the calculated speed and time values of the train 200.

The first speed calculation unit 151 can determine whether the speed values measured by the at least one first rotational speed measurement are normally measured by comparing the difference between the first speed values and the threshold value, and can accurately calculate the towed vehicle. 220 speed.

FIG. 5 shows a flowchart of a method for measuring the speed of a train according to another embodiment.

5, in operation S502, at least one of the first and second tachometers 110, 120 on the axles of the towing vehicle 210 and the electric vehicle 220 of the train 200 can generate a pulse signal according to the number of rotations of the wheels per hour.

In addition, in operation S504, at least one first speed measuring unit 140 may receive a pulse signal from each corresponding first tachometer to measure first speed values.

Then, the first speed calculation unit 151 receives the measured first speed value through the serial communication line 160, and calculates the average value of the received first speed values to output it as a first speed.

Also, in operation S508, at least one second speed measuring unit 140 may receive a pulse signal from each corresponding second tachometer to measure second speed values.

Then, in operation S510, the second speed calculation unit 152 receives the measured second speed value through the serial communication line 160, and determines the received second speed values. Whether the deviation between the speed values is greater than the critical value.

In operation S518, when the difference between the second speed values is less than the critical value, the second speed calculation unit 152 calculates the average value of the second speed values, and then outputs it as the second speed.

The speed judgment unit 153 judges whether the difference between the first speed and the second speed is greater than a critical value.

In operation S522, when the difference between the first speed and the second speed value is greater than the critical value, the speed determination unit 153 determines that there is a problem in measuring the speed of the electric vehicle 220 due to a slip phenomenon. ), and calculate and update the speed of the train 200 according to the first speed.

At the same time, in operation S524, when the difference between the first speed and the second speed is less than the critical value, the speed determining unit 153 determines that there is no slip phenomenon, and based on the second speed, for example: Speed, to calculate and update the speed of the train 200.

Furthermore, in operation S512, when the difference between the first speed values is greater than the critical value, the first speed calculation unit 151 determines that there is an issue in measuring the speed of the at least one first tachometer 110, And it is determined whether there is a speed value among the first speed values, and the difference value relative to the second speed, for example, the speed of the towing vehicle 210, is less than a critical value.

Then, in operation S514, when there is a speed value among the first speed values, When the difference value is less than the critical value with respect to the second speed, the first speed calculation unit 151 selects the first speed value less than the critical value and outputs it as a second speed, and the speed judgment unit 153 according to the output second speed Calculate and update the speed of the train 200.

And, in operation S516, when there is no speed value among the first speed values, and the difference is less than the critical value with respect to the second speed, the train speed measuring device 100 determines that an error has occurred in measuring the speed of the train 200 and An error message about train speed identification is output.

Furthermore, in operation S526, the speed calculation unit 154 outputs the calculated or updated speed of the train 200. In addition, the distance calculation unit 154 may output information such as the cumulative travel distance of the train 200 by using the calculated speed and time values of the train 200.

The second speed calculation unit 152 can determine whether the speed values measured by at least one second speed measurement are normally measured by comparing the difference between the second speed values and the threshold value. In addition, if it is determined that these speed values are not normal measurements, the speed of the electric vehicle 220 can be calculated according to the first speed, for example, the speed of the towed vehicle 210.

In addition, the speed of the train 200 can be accurately calculated by a method. In this method, the speed of a train is calculated according to a second speed, for example, the speed of the electric vehicle 220, the second speed is compared with a first speed to determine whether there is a slip phenomenon, and then the speed is corrected. This method obtains the speed of the electric vehicle 220 in time, but when a slip phenomenon occurs, the speed of the train 200 will be based on the speed of the towed vehicle 210 Measure.

Embodiments Although the embodiments are described with reference to many illustrative embodiments of the embodiments, it should be understood that those skilled in the art can think of many other modifications and embodiments that fall within the spirit and scope of the principles of the present invention. More specifically, various changes and modifications of the components and/or configurations of the claimed combination configuration are possible within the scope of the present invention, the drawings and the attached patent application. For those familiar with this technology, in addition to changes and modifications of parts and/or configurations, alternative uses will also be obvious.

<p>100Car speed measuring device</p><p>110First tachometer</p><p>120Second Tachometer</p><p>130The first speed measurement unit</p><p>140Second speed measurement unit</p><p>150Speed calculation unit</p><p>151The first speed calculation unit</p><p>152Second speed calculation unit</p><p>153Speed Judgment Unit</p><p>154Distance calculation unit</p><p>160Tandem communication line</p><p>200Train</p><p>210Towing car</p><p>220Electric Vehicle</p><p>S302~S312Step</p><p>S402~S420Step</p><p>S502~S526Step</p>

FIG. 1 is a schematic diagram of a train including a train speed measuring device according to an embodiment.

Fig. 2 is a block diagram of a train speed measuring device according to an embodiment.

FIG. 3 shows a flowchart of a method for measuring the speed of a train according to an embodiment.

FIG. 4 shows a flowchart of a method for measuring the speed of a train according to another embodiment.

FIG. 5 shows a flowchart of a method for measuring the speed of a train according to another embodiment.