KR101446667B1 - Train wheel auto-calibration method - Google Patents

Abstract

The present invention relates to a system and method for automatically correcting a wheel of a train, and more particularly, to a system and method for performing an automatic wheel correction in real time using a ground wheel that controls the right to move a train.
The automatic wheel correction system for a railway vehicle according to the present invention includes two paper boxes for transmitting a radio signal by being installed at a predetermined distance from a track, A beacon antenna for receiving and transmitting to the onboard control device; A tachometer installed on the axle of the train for counting the number of pulses due to the rotation of the wheel connected to the axle while the train is running and transmitting the counted number to the onboard control device; And calculating the length per pulse by the difference in the number of pulses during the passage of the train by the train, calculating the length per pulse by the self-stored wheel diameter, and comparing the calculated lengths with each other, An on-vehicle signal device for correcting the wheel diameter based on the length per one pulse; .

Description

{TRAIN WHEEL AUTO-CALIBRATION METHOD}

The present invention relates to a system and method for automatically correcting a wheel of a train, and more particularly, to a system and method for performing an automatic wheel correction in real time using a ground wheel that controls the right to move a train.

The recently mass-produced electric trains are based on automatic / unattended operation.

It is possible to perform an automatic operation by a switch button or an unmanned operation by which a train control is remotely operated rather than by a manual operation by aboard a train on which a plurality of electric trains are connected.

In order for the automatic operation or the unmanned operation to operate without problems, it is necessary to stop the exact position of the train so that there is no inconvenience of the passenger, and the attendant maintenance can be automatically performed by the manual operation of the person The system should be supplemented so that it can be compensated to.

The need for stationary stop control of the train is further emphasized by the installation of a platform screen door (PSD) for the safety of the passengers. Precise measurement of the speed and travel distance of the train is necessary for precise stationary stop control And the wheel information must be managed as essential information for reducing the relative movement distance and speed measurement error of the vehicle.

The exact speed and relative travel distance of the train are necessary data for the interval control of the trains and the passive control or the positional stop control of the trains that are currently being operated. The train in operation now uses a tachometer to calculate the relative travel distance and speed .

The tachometer is a device for measuring the moving distance by multiplying the number of teeth generated as the wheel of the electric motor rotates by a conversion coefficient determined by the wheel diameter. The tachometer measures the moving distance during the unit time and calculates the speed of the train do.

In this case, the conversion coefficient is a coefficient expressing the movement distance to one tooth outputted from the tachometer, and is a value obtained by dividing the wheel diameter by the number of tachometer generating pulses (resolution) corresponding to one rotation of the wheel.

Thus, conventionally, the number of pulses generated in accordance with the number of rotations of the tachometer is input to the on-vehicle signaling device CPU by calculating the moving distance of the train.

1 is a view for explaining a general moving distance of a train in which the absolute distance L between the two transponders 20a and 20b is changed in accordance with the diameter D of the wheel 10 when the train travels, (Nr).

For example, when the wheel diameter D is small, the number of rotations Nr is large. When the wheel diameter D is large, the number of rotations Nr is relatively small.

However, due to various causes such as friction due to the generation of a train slip / slide during the operation of a train, scratches due to the influence of uneven trajectories, friction due to a large braking force such as emergency braking, Wear is frequent.

Accordingly, the maintenance personnel regularly cuts the worn portion of the wheel 10 into a shape close to the initial shape.

When the wheel 10 is removed, the diameter D of the wheel is changed and the actual travel distance of the vehicle is calculated by the travel distance of the wheel as described above, which affects accurate distance calculation and positioning of the train.

In order to compensate the distance according to the wheel diameter, the maintenance personnel changes the parameter (switch) setting value according to the diameter of the wheel as shown in Table 1 below, and changes the setting value of the tachometer To calculate the train distance.

As can be seen from Table 1, the wheel diameters are divided into units of 5 mm, and the on-vehicle signaling device CPU performs distance calculation according to the above switch setting values.

Table 2 below shows the data showing the improvement of the actual stopping position of the actual train due to the change of the switch setting value during the trial run of the DPPH line. FIG. 2 is a graph showing the change of the switch setting value from T to S It can be seen that the correct stopping is improved.

However, the adjustment of the actual parameter setting value is changed only when the maintenance personnel performs wheel cutting. Even if the wheel diameter due to the wheel wear changes due to the above-mentioned various reasons, the train is still running until the wheel is cut.

According to the prior art in which the automatic wheel correction is not performed despite the fact that the train control is performed in the unit of cm in the automatic / unattended operation of the train, the automatic wheel correction must be performed in real time in order to calculate the distance and the position of the train more accurately. .

First, since the wheel diameter measurement is performed only by the maintenance person at the time of regular wheel cutting, even if the actual wheel diameter value and the switch setting value are different until the measurement, the onboard signaling device CPU calculates the moving distance The actual travel distance and the calculated travel distance are different.

Second, a human error may occur because the switching setting value is set by the maintenance person after wheel removal.

Thirdly, the miscalculated moving distance has an adverse effect on the speed calculation of the train, and since the on-vehicle signal has an overspeed control based on the train speed, this is also adversely affected. In particular, There has been a problem in that the control of the platform screen door (PSD), which can be interlocked, is adversely affected only when a predetermined position is stopped at a designated position in the operation.

SUMMARY OF THE INVENTION The present invention has been made in order to solve the above-mentioned problems, and it is an object of the present invention to provide a method and apparatus for correcting a movement of a train, The present invention has been made in view of the above problems, and it is an object of the present invention to provide a system and method for automatic correction of a wheel of a train capable of performing wheel correction.

According to an aspect of the present invention, there is provided a system for automatically correcting a wheel of a train, comprising: two paper boxes, which are spaced apart from each other by a predetermined distance,

A beacon antenna installed at a lower portion of the train for receiving a radio signal from the ground box of the train, and transmitting the received radio signal to the on-vehicle controller;

A tachometer installed on the axle of the train for counting the number of pulses due to the rotation of the wheel connected to the axle while the train is running and transmitting the counted number to the onboard control device; And

The length per one pulse is calculated by the difference in the number of pulses during the passage of the train by the train, and the length per pulse is calculated by the self-stored wheel diameter. Then, An on-vehicle signal device for correcting a wheel diameter based on a length per pulse; .

In addition, the ground character is an MTIB (Moving Train Initialization Beacon) used for an initializing function of a train to be operated.

In addition, the MTIB is operated by receiving a wireless power signal from a beacon antenna.

In addition, the MTIB is installed at a distance of 21 m.

In addition, the on-vehicle signal device is an ATC (Automatic Train Control) system.

The on-vehicle signal device CPU divides the separation distance between the two paper boxes by the difference in the number of pulses to calculate the length per pulse in the train operation, multiplies the wheel diameter by the circumference ratio, and then multiplies the number of pulses per rotation of the axle ), And calculates the length per one pulse by the wheel diameter.

The onboard signaling apparatus CPU is characterized in that the wheel diameter is calculated by multiplying the tachometer resolution by the length per pulse calculated at the time of train operation and dividing it by the circumferential ratio.

 A method for automatically correcting a wheel of an electric vehicle according to the present invention includes the steps of: obtaining the number of tachometer pulses at the time of passage of a first ground box train by a train in a two-

Obtaining a number of tachometer pulses at the passage of the second ground box train due to the train operation in the on-vehicle signaling device CPU;

Calculating a length per one pulse by dividing the separation distance between the two paper boxes in the onboard signal device CPU by the difference in the number of pulses when the two-box trains pass;

Calculating a length per pulse by multiplying the self-stored wheel diameter by the on-road signal device CPU and dividing by the tachometer resolution;

Comparing the length per pulse and the length per pulse calculated by the wheel diameter calculated by train operation in the onboard signaling apparatus CPU; And

Calculating the wheel diameter by dividing the length per pulse calculated by the train operation by the tachometer resolution and dividing the calculated length by the circumferential ratio, and correcting the wheel diameter to a new wheel diameter.

In addition, the ground member is operated as a MTIB by a remote power supply signal transmitted from a beacon antenna installed at a lower portion of a train, and transmits a signal to the beacon antenna when the train passes.

And the resolution of the tachometer is 110 or 200.

According to the means for solving the above-mentioned problems, it is possible to calculate the moving distance of the train by correcting the system so that it can be automatically corrected rather than the manual wheel correction by the maintenance person in case of abrasion of the train wheel, And can contribute to commercialization of automatic / unmanned operation of trains in the future.

1 is a view for explaining a movement distance of a general train.
FIG. 2 is a graph showing an improvement of a fixed stop according to a change in a conventional switch setting value.
3 and 4 are views for explaining the configuration and operation of the automatic wheel correction system according to the embodiment of the present invention.
5 is a flowchart of an automatic wheel correction method according to an embodiment of the present invention.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, embodiments of the present invention will be described with reference to the accompanying drawings.

It is to be noted that the same components of the drawings are denoted by the same reference numerals and symbols as possible even if they are shown in different drawings.

In the following description of the present invention, a detailed description of known functions and configurations incorporated herein will be omitted when it may make the subject matter of the present invention rather unclear.

Also, when a part is referred to as "including " an element, it does not exclude other elements unless specifically stated otherwise.

3 and 4 are views for explaining the configuration and operation of the automatic wheel correction system according to the embodiment of the present invention.

As shown in Figs. 3 and 4, the wheel automatic correction system is configured to include ground boxes 30a and 30b, a beacon antenna 50, a tachometer 40, and an on-vehicle signal device CPU 70. Fig.

The land boxes 30a and 30b are provided at a predetermined distance (absolute distance L) apart from each other in the center of a track (line) to control the authority to move an actual train. In particular, in the present invention, two marker beacons beacon (Moving Train Initialization Beacon).

The MTIBs 30a and 30b are used for the initializing function of a train to be operated, and the two MTIBs 30a and 30b are installed at precisely 21m (absolute distance) intervals in the center of the trajectory.

In a general traffic direction, a train first passes through a first MTIB 30a and then through a second MTIB 30b.

At this time, the beacon antenna 50 provided at the lower portion of the head car 1 of the knitted vehicle transmits a remote power signal of, for example, 27 MHz to the MTIBs 30a and 30b, whereby the MTIBs 30a and 30b operate And transmits a signal to the beacon antenna 50 when the train passes through the MTIBs 30a and 30b.

The beacon antenna 50 transmits a 2 MTIB pass signal of the vehicle to the on-vehicle signaling device CPU 70 through the beacon antenna 50.

The tachometer 40 is provided on the axle of the head car 1 and counts the number of pulses due to the rotation of the wheel 10 connected to the axle during traveling of the train and transmits it to the on-vehicle signaling device CPU 70.

The on-vehicle signaling device in the above-described on-board signaling device CPU 70 is provided in the lead vehicle, and for example, the terrestrial train operating conditions are transmitted onboard by using a track circuit or an information transmission device, And an ATC (Automatic Train Control) system which automatically decelerates or stops the train within a permissible speed when the speed of the train exceeds the allowable speed.

The on-vehicle signal device CPU 70 determines the number of pulses P2 at the time of passing the first MTIB 30a and the number of pulses P2 at the time of passing the second MTIB 30b, which are acquired from the beacon antenna 50 and the tachometer 40, The difference between the two MTIBs, that is, the number of change pulses AP at the absolute distance L, is calculated.

When the number of change pulses AP is divided by the absolute distance L, a length PL1 per pulse can be obtained.

On the other hand, the on-vehicle signal device CPU 70 calculates the length PL2 per pulse using the self-stored wheel diameter D and the tachometer resolution (pulse number per one rotation) separately.

That is, the length per wheel is obtained by multiplying the wheel diameter D and the circumference ratio?, And divided by the tachometer resolution to obtain the length PL2 per pulse.

Here, the onboard signaling apparatus CPU 70 compares the calculated length PL1 per pulse and the calculated length PL2 per pulse calculated by the wheel diameter (PL1 ≠ PL2) And corrects the wheel diameter based on the calculated length PL1 per pulse.

That is, the length of the circumference of the wheel is calculated by multiplying the calculated length PL1 per pulse by the tachometer resolution, and the length of the circumference of the wheel is divided by the circumferential ratio to obtain the wheel diameter and corrected to the new wheel diameter.

Thereafter, the on-vehicle signaling device CPU 70 calculates the traveling distance and the traveling speed at the corrected wheel diameter.

Reference numeral 60 denotes a pick-up coil for transmitting the speed information of the line change box track circuit for the correct positional stop to the vehicle equipment.

5 is a flowchart of an automatic wheel correction method according to an embodiment of the present invention.

Hereinafter, it is assumed that the absolute distance L between the paper boxes 30a and 30b is 21 m and the resolution of the tachometer, that is, the number of pulses per revolution is 110 out of 110 or 200 images.

As shown in the figure, first, the two paper boxes 30a and 30b, that is, the MTIB, are disposed at the center of the track (line) with a distance of 21 m, which is the absolute distance L (S52).

The tachometer 40 counts the number of pulses in accordance with the rotation of the wheel 10 and transmits it to the onboard signaling apparatus CPU 70 while the beacon antenna 50 receives the radio signal from the 2 MTIBs 30a and 30b, And transmits the MTIB passing information to the on-vehicle signaling device CPU 70. [

That is, when the train passes through the first MTIB 30a, the beacon antenna 50 provided at the lower portion of the first car 1 wirelessly transmits a remote power signal to the first MTIB 30a, The beacon antenna 50 wirelessly transmits a specific signal to the beacon antenna 50. The beacon antenna 50 receives the first MTIB pass information and transmits the first MTIB pass information to the onboard signal device CPU 70 while the onboard signal device CPU 70 transmits the first MTIB pass The number of pulses P1 transmitted from the tachometer 40 at the time point is obtained (S54).

The second MTIB 30b wirelessly transmits a remote power signal to the second MTIB 30b from the beacon antenna 50 provided at the lower portion of the first car 1 when the train passes the second MTIB 30b. The beacon antenna 50 wirelessly transmits a specific signal to the beacon antenna 50. The beacon antenna 50 receives the second MTIB pass information and transmits it to the onboard signaling device CPU 70 while the onboard signaling device CPU 70 The number of pulses P2 transmitted from the tachometer 40 at the time when 2 MTIB passes is obtained (S56).

Here, assuming that the number of pulses P1 at the first MTIB passing time is 2150 and the number of pulses increases as the train is operated and the number of pulses P2 at the second MTIB passing time is 2986, The difference in the number of pulses, that is, the number of fluctuation pulses (AP) is 2986-2150 = 836.

The on-vehicle signal device CPU 70 is obtained by dividing the absolute distance 21 m by the variable pulse number? P and calculating the length PL1 per pulse (S58).

In this case, the length is 21 m / 836, and the length PL1 per pulse is 25.12 mm.

The on-vehicle signaling device CPU 70 calculates the length PL2 per pulse on the basis of the self-stored wheel diameter. It multiplies the wheel diameter D by the circumference ratio? To obtain the wheel circumference length D, and obtains the tachometer resolution To obtain a length PL2 per pulse (S60).

For example, if the wheel diameter is 900mm, the wheel circumference is 900X3.14 = 2826mm, and the length per pulse (PL2) divided by the resolution is 2826/110 = 25.69mm.

The next-on -board signaling device CPU 70 compares the length PL1 per pulse calculated in actual train operation and the length PL2 per pulse calculated theoretically based on the wheel circumference length (S62).

If the length per one pulse is different (PL1? PL2) as in the above example, the wheel diameter value is corrected based on the length PL1 per pulse calculated in actual train operation (S64).

That is, the on-vehicle signal device CPU 70 obtains the wheel circumference length 25.12 mm X 110 = 2763.2 mm by multiplying the taper resolution of 110, which is 25.12 mm, which is the length per pulse calculated in actual train operation, and divides the wheel circumference length by the circumference A diameter of 2763.2 mm / 3.14 = 880 mm is obtained.

As a result, the on-vehicle signaling device CPU 70 corrects the wheel diameter from 900 mm to 880 mm, and calculates the travel distance and the traveling speed thereafter.

As described above, the onboard signal device of the present invention can calculate the actual value of the train wheel by calculating all the values in real time during actual train operation.

According to the above-described automatic correction of the wheel diameter, the following effects can be obtained.

First, the position can be grasped by calculating the exact speed of the train.

When the train moves on the trajectory, the position is ascertained through the MTIB installed at a fixed interval, and the distance traveled from the moment the last terrain is detected to the next tile is calculated. Using the tachometer, Periodic automatic wheel compensation ensures accurate positioning.

Second, it is possible to improve the stationary stopping.

As described above, the exact speed calculation of the train influences the exact stop of the train traveling while drawing the automatic profile.

Precise control of the signals and braking devices affecting the exact stopping can be applied as an independent variable in the sense that the train control is carried out in cm units.

In the control period from the blending (regeneration + air braking) to the fade out in which the precise control of the braking device is relatively relatively, the control by the accurate speed calculation of the signal device can contribute to the improvement of the positional stopping.

The CPU operation of the on-chip signal device by automatic train wheel correction can be precisely controlled by 5 cm from the tachometer, which can contribute to the improvement of the exact stop position.

Third, when the vehicle slips, unnecessary braking is applied due to the calculation of the vehicle speed overload, which may cause wear of the brake pads of the vehicle.

In addition, when the slide of the vehicle occurs, the calculation of the speed of the vehicle generates the braking force lower than the necessary braking force during the automatic operation, which causes the accuracy of the automatic operation to be lowered.

Such a slip / slide frequently occurs on any route and is an obstacle to precise control of the on-vehicle signal device due to wheel scratching. However, the train automatic wheel correction can periodically protect such a problem by the on- .

Fourth, if the value calculated by the tachometer does not match the value calculated after the correction of the train wheel, the train wheel correction is continuously performed by the onboard signaling device. If the recalibration is continuously performed after the wheel correction is performed, It can be seen as a failure.

Thus, the automatic wheel correction allows the maintenance person to immediately know whether the tachometer is faulty or not.

Although the preferred embodiments of the present invention have been disclosed for illustrative purposes, those skilled in the art will appreciate that various modifications, additions and substitutions are possible, without departing from the scope and spirit of the invention as disclosed in the accompanying claims. In addition, it is a matter of course that various modifications and variations are possible without departing from the scope of the technical idea of the present invention by anyone having ordinary skill in the art.

1: Leading car 10: Wheel
30a, 30b: ground box 40: tachometer
50: Beacon antenna 60: Pickup coil
70: Vehicle signal device CPU

Claims (10)

delete delete delete delete delete delete delete Obtaining the number of tachometer pulses at the time of passage of the first ground box train due to the train operation from the two-card box installed at a predetermined distance from the line;
Obtaining a number of tachometer pulses at the passage of the second ground box train due to the train operation in the on-vehicle signaling device CPU;
Calculating a length PL1 per pulse by dividing the separation distance between the two paper boxes in the on-vehicle signal device CPU by the difference in the number of pulses when passing through two box trains;
Calculating a length PL2 per pulse by multiplying the wheel diameter of the self-stored wheel in the on-vehicle signal device CPU by the circumference ratio and dividing the wheel diameter by the tachometer resolution;
Comparing the length (PL1) per pulse calculated by train operation in the on-vehicle signaling device CPU with the length (PL2) per pulse calculated by the wheel diameter; And
Multiplying the length per pulse calculated by train travel by the tachometer resolution when the length per pulse is different (PL1 ≠ PL2), calculating the wheel diameter by dividing by the circumferential rate, and correcting the wheel diameter to a new wheel diameter; Wherein the automatic correction method of the wheel of the electric vehicle includes the steps of: 9. The method of claim 8,
Wherein the ground member is operated by a remote power signal transmitted from a beacon antenna installed at a lower portion of the train as an MTIB, and transmits a signal to the beacon antenna when the train passes therethrough. 9. The method of claim 8,
Wherein the resolution of the tachometer is 110 or 200.

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