KR101945971B1 - Method and apparatus for determining train location - Google Patents

Abstract

The present invention relates to a train location determining method of a train location determining apparatus provided in a train. The train location determining method comprises the steps of: determining an acceleration of the train based on a first train speed and a second train speed measured respectively at a first time and at a second time after the first time; estimating a train speed at an intermediate point of a current train location determination period based on the determined acceleration; determining a train travel distance during the current train location determination period based on the estimated train speed; determining a current location of the train based on the determined travel distance; and controlling operation of the train based on the determined current location, wherein the current train location determination period is a time between a previous train location determination point and a current train location determination point. Accordingly, it is possible to more accurately determine the travel distance and the current location of the train, thereby efficiently controlling the train.

Description

BACKGROUND OF THE INVENTION 1. Field of the Invention [0001]

The present invention relates to a method and apparatus for determining a position of a train, and more particularly, to a method and apparatus for determining a position of a train based on two train speeds measured before a current train position is determined, To a train position determination method and apparatus for estimating an average speed to determine a travel distance of a train.

A train control system is a system that controls the distance between trains and determines the course of trains. It is important to accurately estimate the position of the train to properly control the distance between trains. Especially, in urban railway, it is necessary to stop the stationary position to prevent interference with the screen door, and accurate position detection is required along with the stop control algorithm.

An automatic train operation (ATO) provided in a train estimates the speed of the train through a tachometer measuring the rotation of the wheel, and multiplies the estimated speed by the elapsed time to determine the travel distance of the train. However, the method of estimating the travel distance of the train through the tachometer and the position of the train accordingly causes an error for various reasons.

Specifically, since the wheel rotation speed measured at the tachometer is converted to the train speed through various components and transmitted to the ATO, irregular transmission delay may occur from the actual measurement point to the ATO reception point. Therefore, the train speed measured through the tachometer at the time of determining the train position is less accurate as the propagation delay is larger.

If the train speed can not be obtained due to the propagation delay at the time of determining the train position, the ATO can not estimate the position of the train based on the previously obtained train speed. In this case, the error of the train position estimation is further increased.

The present invention relates to a train position determination method and apparatus for estimating a travel speed and a travel distance of a train using the fact that the acceleration variation of a train is not substantially large.

According to the present invention, the acceleration of the train is determined based on the two train speeds measured before the current train position is determined, and the average speed is estimated from the determined acceleration to the intermediate point of the current train position determination period. And more particularly, to a method and apparatus for determining a train position.

According to another aspect of the present invention, there is provided a train position determination method of a train position determination apparatus provided in a train, the train position determination method comprising the steps of: Estimating a train speed at an intermediate time point of a current train position determination section based on the determined acceleration, determining a train speed at an intermediate point in a current train position determination period based on the determined train speed and a second train speed, Determining a train travel distance during the current train position determination period based on the determined travel distance, determining a current position of the train based on the determined travel distance, Wherein the current train position determination interval includes a time between a previous train position determination time and a current train position determination time That may be characterized.

The determining of the acceleration may include determining the acceleration to be zero if either of the first train speed and the second train speed is not obtained.

The step of determining the acceleration may include determining the maximum estimated value as the acceleration when the acceleration exceeds the predetermined maximum estimated value and determining the minimum estimated value as the acceleration when the acceleration is less than the predetermined minimum estimated value, And the like.

The step of estimating the train speed with respect to the intermediate time point of the current train position determination interval may include the steps of determining the intermediate time point between the previous train position determination time point and the current train position determination time point, Determining a speed change between the second time and the midpoint by applying the determined acceleration to a time difference between the intermediate time and the intermediate time, and applying the determined speed change to the second train speed And estimating the train speed at the intermediate time point.

The step of determining the train travel distance during the current train position determination period may include determining the train travel distance by multiplying the train speed at the intermediate time point by the time corresponding to the current train position determination period And the like.

According to another aspect of the present invention, there is provided an apparatus for determining a train position, the apparatus comprising: a speed measuring unit for measuring a train speed and transmitting the measured speed to other components; And a control unit for controlling the operation of the train by determining the current position of the train on the basis of the acquired train speed, wherein the control unit controls the operation of the train based on the first time and the second time measured from the second time after the first time, Estimating a train speed at an intermediate point of a current train position determination period based on the determined acceleration, determining an estimated train speed based on the estimated train speed, Determining a train travel distance during the current train position determination period based on the determined travel distance, determining a current position of the train based on the determined travel distance, Stage and the current train position-determining interval, can be characterized in that the time between the previous point and the current train position is determined train position determination point.

The control unit may determine the acceleration to be 0 when either the first train speed or the second train speed is not obtained.

The controller may determine the maximum estimated value as the acceleration when the acceleration exceeds a predetermined maximum estimated value and determine the minimum estimated value as the acceleration when the acceleration is less than a predetermined minimum estimated value .

The control unit may determine the intermediate point between the previous train position determination point and the current train position determination point and apply the determined acceleration during the time difference between the second time point and the intermediate point, The speed change between the second time and the intermediate time is determined and the speed change is applied to the second train speed to estimate the train speed for the intermediate time.

The control unit may determine the train travel distance by multiplying the train speed at the intermediate time point by the time corresponding to the current train position determination period.

The method and apparatus for determining the position of a train according to the present invention can improve the performance of the train control and the positional stop control by more accurately determining the moving distance and the current position of the train in real time.

1 is a view showing an example of a train to which a train position determination apparatus according to the present invention is applied.
2 is a diagram for explaining a general method of determining a train position.
3 and 4 are views for explaining a method of determining a train position according to the present invention.
5 is a flowchart illustrating a method of determining a train position according to the present invention.
6 to 9 are views showing the performance measurement results of the train position determination method according to the present invention.

In the description of the embodiments of the present invention, if it is determined that a detailed description of known configurations or functions related to the present invention can not be applied to the present invention, detailed description thereof may be omitted.

Quot ;, " include, " " include, " as used herein. And the like are intended to indicate the presence of disclosed features, operations, components, etc., and are not intended to limit the invention in any way. Also, in this specification, " include. &Quot; Or "have." , Etc. are intended to designate the presence of stated features, integers, steps, operations, components, parts, or combinations thereof, may be combined with one or more other features, steps, operations, components, It should be understood that they do not preclude the presence or addition of combinations thereof.

As used herein, the singular forms "a", "an" and "the" include plural referents unless the context clearly dictates otherwise.

Hereinafter, the present invention will be described with reference to the accompanying drawings.

1 is a view showing an example of a train to which a train position determination apparatus according to the present invention is applied.

Referring to FIG. 1, a train position determination apparatus 10 according to the present invention is applied to a train 1. The train (1) can be a variety of trains such as high-speed trains, metropolitan subway trains, and magnetic levitation trains. In the following, the present invention is applied to the train (1). However, the present invention can be applied to various kinds of moving means such as a motor vehicle, two-wheel drive vehicle, Can be applied.

The train position determination apparatus 10 may include an automatic train operation (ATO) 110 and a train control and monitoring system (TCMS) 120.

The ATO 110 performs control of the components provided in the train 1 to automatically or partially control the operation of the train 1 partly or entirely. The ATO 110 may perform signal processing such as routing, train regulation, etc., using various information collected from other components in the train 1.

In various embodiments of the present invention, the ATO 110 may estimate the travel distance of the train based on the train speed and determine the current position of the train accordingly. The ATO 110 may receive the train speed from the TCMS 120 or an ATC 130 described below. The method of determining the train position of the ATO 110 will be described in more detail below.

The ATO 110 transmits a control command for pushing or braking the train 1 to the TCMS 120, the electric motor 1, and the electric motor 1 based on the determined train position and information on the speed limit of the train 1 received from the ATC 130, , And / or a brake control device.

In various embodiments, the ATO 110 may be referred to as a controller, a main controller, a first controller, a processor, and the like.

The TCMS 120 can monitor various devices provided in the train 1 in real time and collect information related thereto and transmit the collected information to the ATO 110 and an ATC 130 or the like which will be described later. For example, the TCMS 120 can monitor and control electronic devices, such as pantographs, VVVFs, auxiliary power supplies, breakers, air compressors, batteries, braking devices, etc., provided in the train 1 in real time . In addition, for example, the TCMS 120 monitors real-time monitoring of service devices installed in the train 1, for example, doors, indoor fluorescent lamps, broadcasting devices, air conditioners, traveling indicators, emergency communication devices, .

In various embodiments of the present invention, the TCMS 120 receives the amount of wheel rotation from a tachometer (not shown) provided on the train 1, measures the train speed based on the amount of wheel rotation and transmits it to the ATO 110 have. In various embodiments, the TCMS 120 may receive the train speed from the outside or measure the train speed through a separate speed measurement sensor or the like. If the TCMS 120 can not communicate with the outside, the train speed received by the ATC 130 may be delivered to the ATO 110 in accordance with the implementation.

In various embodiments, the TCMS 120 may be referred to as a control unit, a sub-control unit, a second control unit, a processor, a speed measurement unit, a speed sensing unit, a speed determination unit, and the like.

Although the ATO 110 and the TCMS 120 are described above as being separate components, in various embodiments, the two components may be implemented as one integrated component, As shown in FIG. For example, the ATO 110 may be configured to include a speed measurement sensor, in which case the ATO 110 may be implemented to perform the operations performed by the TCMS 120.

In various embodiments, the train 1 may further comprise an Automatic Train Control (ATC) The ATC 130 operates together with the ATO 110 so that the train can be operated at a predetermined time. Specifically, the ATC 130 transmits the speed limit information of the train 1, which has been stored or received from outside through wired / wireless communication, to the ATO 110 so that the ATO 110 can push or brake the train 1 Can be controlled. If necessary, the ATC 130 can transmit and receive data to and from the TCMS 120 to control the train operation.

Hereinafter, a method for estimating the train speed and determining the train travel distance through the train position determination apparatus 10 provided in the train 1 will be described in detail.

In the following description, the train position determination time means a time when the ATO 110 determines the current position of the train based on the collected information. The train position determination section refers to a time interval between the current train position determination point and the previous train position determination point. For example, if the current train position determination time is T ₁ and the previous train position determination time is T ₀ , the current train position determination period means time from T ₀ to T ₁ . These train position determination section may correspond to a period T _s is determined train position. The middle point between T ₁ and T ₀ , that is, the time (T ₁ + T ₀ ) / 2, is referred to as the midpoint of the train position interval.

2 is a diagram for explaining a general method of determining a train position.

2, ATO 110 receives measured train speeds (v ₁ to v ₆ ) from TCMS 120 while train 1 is moving at actual speed v. The TCMS 120 measures the train speed according to the predetermined time interval but the interval of the train speed receiving time in the ATO 110 is not constant due to irregular transmission delay between the TCMS 120 and the ATO 110. [ Regardless of this irregularity, the ATO 110 determines the train position every predetermined time period t _s based on the train speed received from the TCMS 120.

Specifically, the ATO 110 estimates the train travel distance during the current train position determination period using the train speed received immediately before the current train position determination time, and determines the current train position based on the estimated train travel distance can do. For example, when determining the train position at the current train position determination point T ₁ , the ATO 110 assumes that the most recently received train speed v ₆ is the speed during the current train position determination period t _s . ATO (110) estimates the travel of the train during the time t _s by integrating the relative velocity v train ₆ at the time t _s. Since the ATO 110 assumes that the train speed v ₆ has not changed for a time t _s , the travel distance of the train is determined by the product of the train speed v ₆ and the time t _s . In addition, ATO (110) in addition to the moving distance estimated immediately before the train position is determined the time the train position is determined from T ₀ to determine the current position of the train.

The train travel distance D 'estimated according to the above method is shown in FIG. 2 (b). The estimated train travel distance D 'has an error as compared with the actual train travel distance D shown in FIG. 2A. This error can be further increased by the irregular transmission delay described above. Due to the irregular transmission delay, the difference between the train position determination time and the train speed reception time may be irregular at each train position determination time. Therefore, if the received train speed is uniformly assumed as an average speed for the train speed determination period, an error between the train position and the actual train position determined on the basis thereof is increased.

Also, if a new train speed is not received during the current train position determination period due to the transmission delay, the ATO 110 determines the train position based on the train speed used at the previous train position determination time. In this case, the error between the determined train position and the actual train position becomes larger.

In order to solve the above problem, the present invention estimates the train speed at the middle point of the train position determination period, as shown in FIG. 2 (c), to determine the train travel distance. The train speed thus determined is close to the actual average speed in the train position judging section, and accordingly, the train travel distance D '' determined through this is the actual train travel distance as shown in FIG. 2 (c) D). ≪ / RTI >

More specifically, the present invention determines the acceleration of the train from the two train speeds determined before the current train position determination time, and estimates the speed from the acceleration to the middle point of the current train position determination interval. The present invention can estimate the current train position by estimating the train travel distance during the train position determination period based on the estimated speed.

3 and 4 are views for explaining a method of determining a train position according to the present invention.

Referring to FIG. 3, while the train 1 is moving at the actual speed v, the ATO 110 obtains train speeds v ₀ and v ₁ at time t _m0 and time t _m1 , respectively. The train speed may be received from the TCMS 120 or the ATC 130 as described above, or may be measured directly by the ATO 110. On the other hand, according to the task scheduling of the ATO 110, the ATO 110 performs train position determination at time t _c0 and time t _c1 according to a predetermined time period t _s . Here, the time t _c1 is the present time point and also the current train position determination time point. It can be seen that the time t _m0 and the time t _m1 at which the train velocities v ₀ and v ₁ are respectively obtained are earlier than the current train position determination time t _c1 . Therefore, the time between the time t _c0 and the time t _c1 is the current train position determination period.

The train 1 generally travels at a substantially constant speed except for a stationary section. In this case, the train speed may vary depending on the driving situation, but the variation of the acceleration is limited to a certain value or less for the passenger ride feeling. In fact, the change of the acceleration is not relatively large considering the weight of the train and the power / braking performance.

Therefore, the determination of the train position from the acceleration of the train 1 can be more accurate than the determination of the train position based on the train speed.

Thus, in various embodiments of the present invention, it is obtained train speed ATO (110) v ₀ and v _1, a train speed v ₀ and v ₁ is the acceleration of the time t _m0 and time train (1) from t _m1 obtain a Can be determined. The acceleration a is determined using the following equation (1).

Here, the acceleration may have a positive value or a negative value.

If, in the initial train, or if by any other reason is not obtained the train speed v ₀ at the time t ₀ (the case or not present), ATO (110) may determine the acceleration a to zero.

If t _m1 -t _m0 is very small, acceleration error due to velocity measurement error may occur. In order to solve such a problem, in one embodiment of the present invention, the upper limit estimate value and / or the lower limit estimate value of the acceleration can be set in advance. If the determined acceleration is larger than the set upper limit estimation value, the ATO 010 can determine the upper limit estimation value as the acceleration. Alternatively, when the determined acceleration is smaller than the set lower limit estimation value, the ATO 110 can determine the lower limit estimation value as the acceleration. Equation (2) and Equation (3) are expressed by the following equations.

Here, a _max and a _min may be the maximum acceleration and the maximum deceleration of the train 1, respectively.

The ATO 110 estimates the train speed v _cc from the determined acceleration a to the intermediate point t _cc of the current train position determination period.

The midpoint t _cc of the current train position determination interval is expressed by Equation (4).

With the train speed v, the time difference between the _first and time t _m1 and an intermediate time t _cc obtained in the time t _m1, it is possible to estimate the train speed v _cc in the intermediate time t _cc according to the following equation (5) of.

The ATO 110 can determine the train speed v _cc as an average speed in the current train position determination period. Accordingly, the ATO 110 can estimate the train travel distance D during the current train position determination period using Equation (6).

FIG. 4 shows a travel distance D of the train in the current train position determination period estimated by the above method. As shown in FIG. 4, the train travel distance D estimated according to the train position determination method according to the present invention is smaller than the actual train position travel distance as compared with the general train position determination method described with reference to FIG.

The ATO 110 can determine the current train position by adding the estimated train travel distance D to the train position determined at the previous train position determination time. The ATO 110 may transmit the determined current train position to other components such as the TCMS 120 or may be stored in the ATO 110 or in a memory separately provided in the train 1. [

The method of determining the position of a train according to the present invention as described above is characterized in that the ATO 110 receives an accurate position of the train 1 from external devices including a PSM (Precision Stop Marker) In order to compensate for the local position of the vehicle. When the train 1 passes the PSM, the ATO 110 receives information about the time the train 1 has passed through the PSM from the PSM. Accordingly, the ATO 110 can know that the train 1 exists at the position where the PSM is installed at the corresponding time. Since this information is more accurate than the current position of the train determined by the ATO 110, the ATO 110 corrects the current position of the train 1 determined by the ATO 110 based on the received information.

However, due to the above-described transmission delay, a time difference (delay time) may occur between the time when the PSM transmits the information and the time when the ATO 110 actually receives the information. In this case, the ATO 110 estimates the speed with respect to an intermediate point between the time when the PSM transmits information and the time when it receives information from the PSM by applying the above-described train position determination method, It is possible to estimate the travel distance of the train during the time. The ATO 110 can determine the accurate train position at the time when the ATO 110 receives the information from the PSM by adding the train travel distance during the delay time to the train position determined by the information received from the PSM.

5 is a flowchart illustrating a method of determining a train position according to the present invention.

Referring to FIG. 5, a train position determination apparatus 10 according to the present invention performs a train position determination method according to the present invention while the train 1 is operating.

The train position determination apparatus 10 can obtain at least two train speeds in at least two times (501). That is, the train position determining apparatus 1 can obtain the first train speed at the first time and the second train speed at the second time. At this time, the second time later than the first time is before the current train position determination time point.

The train position determination device 10 can receive the measured train speed from the train speed measurement device or external device provided in the train 1. [ Alternatively, the train position determination apparatus 10 may be obtained by directly measuring the train speed.

For the correct operation of the present invention, the train position determination apparatus 10 obtains at least two train speeds, but in the case of train initial drive, or as required, You can only get speed. In this case, the train position determination device 1 determines that the acceleration of the train 1 described below is zero.

Next, the train position determination apparatus 10 can estimate the acceleration of the train 1 (502). The train position determination apparatus 10 estimates the acceleration of the train 1 based on the obtained two train speeds and the respective times at which the two train speeds are obtained. That is, the train position determination apparatus 10 determines the acceleration of the train 1 by dividing the value obtained by subtracting the first train speed from the second train speed by a value obtained by subtracting the first time from the second time.

As described above, when the train position determination apparatus 10 acquires only one train speed, the train position determination apparatus 10 can determine the acceleration of the train 1 to be zero.

In addition, when the maximum estimated value and the minimum estimated value of the train acceleration are predetermined, the train position determination apparatus 10 can further determine whether the determined acceleration is out of the range of the maximum estimated value and the minimum estimated value. When the determined acceleration exceeds the maximum estimated value, the train position determining apparatus 10 can determine the maximum estimated value as the acceleration of the train 1. [ Further, when the determined acceleration is less than the minimum estimated value, the train position determination apparatus 10 can determine the minimum estimated value as the acceleration of the train 1. In various embodiments, the maximum estimate and the minimum estimate may be the maximum acceleration and the maximum deceleration of train 1, respectively.

Next, the train position determination apparatus 10 can estimate the train speed at the middle point of the current train position determination period (503). The train position determination apparatus 10 determines an intermediate point between a current train position determination point and a previous train position determination point. The train position determination apparatus 10 determines the velocity change between the second and intermediate points by applying the estimated acceleration during the time difference between the second time and the intermediate point. Also, the train position determination apparatus 10 can estimate the train speed at the intermediate point by adding the speed change determined at the second train speed.

Next, the train position determination apparatus 10 can estimate a train travel distance with respect to the current train position determination period based on the train speed at the estimated intermediate point (504). The train position determination apparatus 10 can determine the train speed for the estimated intermediate point as the average speed for the current train position determination period and determine the train travel distance for the current train position determination period.

Next, the train position determination apparatus 10 can determine the current position of the train 1 (505). The train position determination apparatus 10 can determine the present train position by adding the estimated train travel distance to the position of the train determined at the previous train position determination time

The train position determination apparatus 10 can control the train operation based on the determined current position of the train 1 (506). For example, the train position determination apparatus 10 may transmit information on the determined current position to other components, for example, the TCMS 120, the ATC 120, or an external device. Acceleration, deceleration, and the like of the train 1 can be controlled according to the current position of the train 1 determined by the train position determination apparatus 10.

The train position determination apparatus 10 can repeatedly perform the above-described operations at predetermined train position determination periods while the train 1 is in operation.

6 to 9 are views showing the performance measurement results of the train position determination method according to the present invention.

FIGS. 6 and 7 illustrate a general train position determination method and a train position determination method according to the present invention, respectively, for two cases when the train travels at a constant speed and decelerate, .

First, a case where the train travels at a constant speed of 20 m / s will be described as follows.

If the speed limit is set during travel, the train will travel at a constant speed under a speed lower than the speed limit, considering the margin. The train alternates between accelerating and decelerating, taking into account the energy consumed and ride comfort. At this time, when the jerk (rate of change of acceleration) is limited, the acceleration and the velocity change appear to be eccentric, which appears as a sinusoidal velocity. It is assumed here that the train travels with sinusoidal waves with an amplitude of ± 1 m / s. The period of the sine wave is assumed to be 5 seconds. It is also assumed that the temporal distribution of the velocity measurement error and the velocity measurement time follow the Gaussian distribution. In addition, the system characteristics such as the difference between the execution period and the execution time interval of the communication process for the train travel distance estimation process and the train speed transmission / reception are set with reference to the train of the target route (Seoul Subway Line 5) Lt; / RTI >

Parameter Symbol Value Period of displacement calculation process t _s 50ms Mean time deviation of communication process (speed reception) from the calculation process M _dtm 15ms Standard deviation of invoke time of communication process σ _dtm 15ms Mean speed measurement error M _house 0km / h Standard deviation of speed measurement error σ _house 0.02 km / h

FIG. 6 shows distribution of results of calculation of train travel distance according to a general train position determination method and a train position determination method according to the present invention. A total of 1,000,000 Monte Carlo simulations were performed. Since the train travels at an average speed of 20 m / s for 10 seconds, the accurate travel distance is 200 m, and it can be seen that the train travel distance estimation value of the train position determination method according to the present invention is distributed close to 200 m.

Fig. 7 shows the calculation results of the travel distance for a train stopping at equal deceleration at 10 m / s. Unlike constant speed driving, both shifts occur, but the shift in determining the general position of a train is more significant. This is because there is a difference between the speed measurement time and the travel distance calculation time, and the travel distance is calculated at a speed greater than the actual speed at the time of deceleration. In the case of the method for determining the position of a train according to the present invention, this deviation is reduced to 1/10 and the deviation is also reduced by about 15%. The deviation in the train position determination method according to the present invention is attributed to the limitation on the acceleration / deceleration estimated value.

Table 2 below shows statistical analysis values according to the result of performing general train position determination method and train position determination method according to the present invention. It can be confirmed that the method of judging the position of the train according to the present invention is excellent both in constant speed travel and in deceleration travel.

Constant speed movement Constant deceleration movement Conventional method Proposed method Conventional method Proposed method Mean 200,0001 199.9997 100.1099 100.0096 Standard Dev. 0.0105 0.0075 0.0093 0.0080 Maximum 200.0595 200.0418 100.1444 100.0512 Minimum 199.9479 199.9515 100.0542 99.9729

FIGS. 8 and 9 show results obtained by mounting the apparatus 10 for determining a train position according to the present invention on an actual train 1 and applying a general train position determination method and a train position determination method according to the present invention, respectively. A train locator (10) was installed on a Seoul Subway Line 5 train and tested on a test line of a fire fighting vehicle base. FIG. 8 is an aerial photograph of the fire test vehicle test line, and FIG. 9 is a layout diagram of the PSM for this test. In FIG. 9, the position after the actual measurement is shown instead of the PSM position in the design, so that an accurate comparison can be made.

When passing through the PSM, the train position determination apparatus 10 acquires the absolute position information, thereby checking the error with the position calculation value and correcting the error. Here, we compare the travel distance calculation values when passing through PSM3 after departure, correct it, and then compare the travel distance calculation values when passing PSM2. The former makes it possible to confirm the position estimation accuracy in the acceleration and the constant velocity section, and the latter allows the position estimation accuracy in the deceleration section to be confirmed.

Table 3 below is a table summarizing the results of the vehicle loading test and the analysis contents in the acceleration and constant velocity sections and the deceleration sections, respectively.

Trial and Analysis Acceleration + Constant speed Deceleration Conventional Proposed Conventional Proposed 1 ^st trial 317.01 317.53 88.36 88.08 2 ^nd trial 319.08 317.60 88.04 88.09 3 ^rd trial 318.92 317.67 88.09 88.12 4 ^th trial 317.30 317.59 - 88.17 5 ^th trial 317.37 317.00 88.27 87.97 6 ^th trial 317.32 317.17 88.09 88.09 Mean 317.833 317.427 88.172 88.087 Error Mean -0.367 -0.773 0.672 0.587 Std. Dev. 0.914 0.274 0.138 0.066

Here, the calculated travel distance is corrected by taking into account the wheel diameter error to the actual calculated value. For the test vehicle, the wheel speed was set to be 5 mm smaller than the actual speed to compensate for the stopping performance, and the speed and travel distance were reduced by about 6%.

It will be understood by those skilled in the art that various changes in form and details may be made therein without departing from the spirit and scope of the invention as defined by the appended claims. It is to be understood that both the foregoing general description and the following detailed description of the present invention are exemplary and explanatory and are intended to provide further explanation of the invention as claimed. Accordingly, the scope of the present invention should be construed as being included in the scope of the present invention, all changes or modifications derived from the technical idea of the present invention.

1: Train
10: Train position determination device
110: ATO
120: TCMS
130: ATC

Claims (10)

A train position determination method of a train position determination device provided in a train,
Determining an acceleration of the train based on the first train speed and the second train speed measured at a first time and at a second time after the first time;
Estimating a train speed at an intermediate time point of a current train position determination period based on the determined acceleration;
Determining a train travel distance during the current train position determination period based on the estimated train speed;
Determining a current position of the train based on the determined travel distance; And
And controlling the operation of the train based on the determined current position,
The current train position determination period includes:
The time between the previous train position determination point and the current train position determination point,
Wherein the step of estimating the train speed with respect to the intermediate time point of the current train position determination interval comprises:
Determining the intermediate point between the previous train position determination point and the current train position determination point;
Determining the velocity change between the second time and the midpoint by applying the determined acceleration to the time difference between the second time and the midpoint; And
And estimating the train speed at the intermediate time point by applying the determined speed change to the second train speed. 2. The method of claim 1, wherein the determining the acceleration comprises:
And determining the acceleration to be 0 if either of the first train speed and the second train speed is not obtained. 2. The method of claim 1, wherein the determining the acceleration comprises:
Determining the maximum estimated value as the acceleration when the acceleration exceeds a predetermined maximum estimated value and determining the minimum estimated value as the acceleration when the acceleration is less than a predetermined minimum estimated value . delete The method of claim 1, wherein the step of determining the train travel distance during the current train position determination interval comprises:
And determining the train travel distance by multiplying the train speed with respect to the intermediate time point by a time corresponding to the current train position determination period. A train position determination device provided in a train,
A speed measuring unit for measuring the speed of the train and transmitting it to other components;
And a control unit for controlling the operation of the train by determining the current position of the train based on the train speed obtained from the speed measuring unit,
Wherein,
Determining the acceleration of the train on the basis of the first train speed and the second train speed respectively measured at the first time and the second time after the first time, and based on the determined acceleration, Determines a train travel distance during the current train position determination period based on the estimated train speed, determines a current position of the train based on the determined travel distance, ,
The current train position determination period includes:
The time between the previous train position determination point and the current train position determination point,
Wherein,
Determining the intermediate point between the previous train position determination point and the current train position determination point and applying the determined acceleration during the time difference between the second time point and the intermediate point point, And estimates the train speed with respect to the intermediate time point by determining the speed change between the intermediate points and applying the determined speed change to the second train speed. 7. The apparatus of claim 6,
Wherein the controller determines the acceleration to be 0 when either the first train speed or the second train speed is not obtained. 7. The apparatus of claim 6,
Wherein the controller determines the maximum estimated value as the acceleration when the acceleration exceeds a predetermined maximum estimated value and determines the minimum estimated value as the acceleration when the acceleration is less than a predetermined minimum estimated value. delete 7. The apparatus of claim 6,
And determines the train travel distance by multiplying the train speed with respect to the intermediate time point by a time corresponding to the current train position determination period.

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