KR20170005912A - Device for operating train using dgps and railroad train having the same - Google Patents

Device for operating train using dgps and railroad train having the same Download PDF

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Publication number
KR20170005912A
KR20170005912A KR1020150095678A KR20150095678A KR20170005912A KR 20170005912 A KR20170005912 A KR 20170005912A KR 1020150095678 A KR1020150095678 A KR 1020150095678A KR 20150095678 A KR20150095678 A KR 20150095678A KR 20170005912 A KR20170005912 A KR 20170005912A
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KR
South Korea
Prior art keywords
position information
gps
dgps
information
vehicle
Prior art date
Application number
KR1020150095678A
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Korean (ko)
Inventor
김민우
신광균
김재기
Original Assignee
현대로템 주식회사
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Application filed by 현대로템 주식회사 filed Critical 현대로템 주식회사
Priority to KR1020150095678A priority Critical patent/KR20170005912A/en
Publication of KR20170005912A publication Critical patent/KR20170005912A/en

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L23/00—Control, warning, or like safety means along the route or between vehicles or vehicle trains
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L25/00—Recording or indicating positions or identities of vehicles or vehicle trains or setting of track apparatus
    • B61L25/02—Indicating or recording positions or identities of vehicles or vehicle trains
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L25/00—Recording or indicating positions or identities of vehicles or vehicle trains or setting of track apparatus
    • B61L25/02—Indicating or recording positions or identities of vehicles or vehicle trains
    • B61L25/025—Absolute localisation, e.g. providing geodetic coordinates
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor

Abstract

The present invention relates to a train operating device using DGPS and a railway vehicle including the same. The train operating device using DGPS according to an embodiment of the present invention includes: an on-board signal device which collects position information on rails by collecting terrestrial information about a vehicle operation and receives first GPS position information from a control device receiving GPS data of a first satellite; and a train integrated control device which collects second GPS position information by receiving GPS data of a second satellite, calculates DGPS position information of the vehicle by receiving the first GPS position information and the position information on the rails from the on-board signal device to eliminate an error component of the second GPS position information, and transmits the error component calculated by comparing the position information on the rails with the DGPS position information to the on-board signal device. Accordingly, the present invention can correct a position error of a signal device, a vehicle thrust, and a vehicle time.

Description

BACKGROUND OF THE INVENTION 1. Field of the Invention [0001] The present invention relates to a train driving apparatus using a DGPS,

The present invention relates to a train operation device using DGPS and a railway vehicle including the same, and more particularly, to a train operation device using a DGPS that corrects a position error of a signal device, a vehicle propulsion force and a vehicle time using DGPS position information, Vehicle.

In the railway system, the location of the vehicle was tracked to obtain accurate location information, and the driving schedule of the vehicle was established using the location information or the driving force of the vehicle was adjusted.

Conventional railway vehicles track the position of the vehicle by using tag attached to the railway or by using cumulative distance. However, this method can present relative position coordinates, but it can not provide absolute position coordinates that can be verified as universally as GPS.

In addition, using the GPS, the moving path of the railway vehicle can be reproduced in real time in the 3D absolute coordinate system, and the absolute coordinates can be confirmed not only in the railway vehicle but also in the control center.

Therefore, although there are many ways to track the position of railway vehicles using GPS in railway vehicles field, the position accuracy is not excellent due to the use of a single GPS or information corrected by the receiver.

Patent Document 1: Korean Patent Publication No. 10-0253605

The present invention can provide a train operation device using DGPS and a railway vehicle including the DGPS, which corrects a position error of a signal device, a vehicle propulsion force and a vehicle time using DGPS position information.

The DGPS train navigation apparatus receives the ground information about the vehicle operation and collects the position information on the line, and receives the first GPS position information from the control apparatus that receives the GPS data of the first satellite An on-vehicle signal device for receiving; And receives GPS data of the second satellite and collects second GPS position information, receives the position information on the line and the first GPS position information from the onboard signal device, and receives an error component of the second GPS position information And calculates a DGPS position information of the vehicle by comparing the position information on the line with the DGPS position information and transmitting the calculated distance error component to the onboard signaling device.

Here, the on-vehicle signal device may receive a distance error component from the integrated train control device and correct position information on the line.

Also, the onboard signaling apparatus may correct the position information on the line if the distance error component exceeds a predetermined error range.

In addition, the train comprehensive control device may calculate the speed information and the distance information of the vehicle from the DGPS position information, and output the speed information and the distance information of the vehicle to the driving system of the vehicle so as to correct the driving force of the vehicle .

In addition, the train comprehensive control device may collect GPS time information from the second GPS position information, output the GPS time information to the vehicle, and synchronize the time with the set period.

Also, the train comprehensive control device may further include: a GPS receiving unit for receiving GPS data of the second satellite; A communication unit for performing communication with the onboard signal device; And an arithmetic unit for calculating the DGPS position information by deleting an error component of the second GPS position information.

Also, the calculating unit may calculate the DGPS position information using one error estimation method of a single difference and a double difference.

The railway vehicle according to an embodiment of the present invention may include the above-described train driving apparatus using the DGPS.

The present invention can provide a train operation device using DGPS and a railway vehicle including the DGPS, which corrects a position error of a signal device, a vehicle propulsion force and a vehicle time using DGPS position information.

1 is a view showing an example of the configuration of a railway vehicle according to an embodiment of the present invention.
Fig. 2 is a diagram showing an example of the configuration of the train total control device of Fig. 1;

The present invention may be embodied in many other forms without departing from its spirit or essential characteristics. Accordingly, the embodiments of the present invention are to be considered in all respects as merely illustrative and not restrictive.

The terms first, second, etc. may be used to describe various components, but the components should not be limited by the terms.

The terms are used only for the purpose of distinguishing one component from another. For example, without departing from the scope of the present invention, the first component may be referred to as a second component, and similarly, the second component may also be referred to as a first component.

And / or < / RTI > includes any combination of a plurality of related listed items or any of a plurality of related listed items.

It is to be understood that when an element is referred to as being "connected" or "connected" to another element, it may be directly connected or connected to the other element, .

On the other hand, when an element is referred to as being "directly connected" or "directly connected" to another element, it should be understood that there are no other elements in between.

The terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting of the invention. The singular expressions include plural expressions unless the context clearly dictates otherwise.

In the present invention, the terms "comprises ", " comprising "," having ", and the like are intended to specify the presence of stated features, integers, Steps, operations, elements, components, or combinations of elements, numbers, steps, operations, components, parts, or combinations thereof.

Unless defined otherwise, all terms used herein, including technical or scientific terms, have the same meaning as commonly understood by one of ordinary skill in the art to which this invention belongs.

Terms such as those defined in commonly used dictionaries are to be interpreted as having a meaning consistent with the contextual meaning of the related art and are to be interpreted as either ideal or overly formal in the sense of the present application Do not.

Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the accompanying drawings, wherein like or corresponding elements are denoted by the same reference numerals, and a duplicate description thereof will be omitted.

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

1 is a view showing an example of the configuration of a railway vehicle according to an embodiment of the present invention.

Referring to FIG. 1, a railway vehicle 100 according to an embodiment of the present invention includes a train operation device 200 that can accurately obtain absolute coordinates and velocity information of a moving railway vehicle using DGPS position information .

Specifically, the train driving device 200 may include the onboard signaling device 300 and the train integrated control device 400.

The onboard signaling device 300 may receive the ground information about the vehicle operation and collect position information on the line. In addition, the onboard signaling device 300 can receive the first GPS position information from the control device 60. [

Here, the onboard signaling device 300 may collect the position information on the line by receiving the distance information of the line 10 or the ground information including the position information from the ground signal device. Alternatively, the onboard signaling device 300 may collect the location information on the line by sensing the distance information or the landmark indicating the location information.

Also, the onboard signaling device 300 can receive the first GPS position information in a wired / wireless communication manner.

On the other hand, the control device 60 can receive the GPS data from the first satellite 50 and collect the first GPS position information.

The train total control device 400 may receive the GPS data of the second satellite 70 and collect second GPS position information. The train total control device 400 receives the positional information on the line and the first GPS position information from the onboard signaling device 300 and erases the error component of the second GPS position information to obtain the DGPS position information of the railway vehicle 100 Can be calculated.

Here, the train total control device 400 can calculate the DGPS position information using one error estimation method of a single difference and a double difference. For reference, a single difference can cancel the error component by subtracting the GPS pseudorange estimate of the mobile station (the GPS mounted on the moving object) from the GPS pseudorange estimate of the base station (the other mounted GPS). Also, the dual difference can cancel the error component by subtracting the pseudo distance of the receiver estimated by one satellite and the pseudo distance of the receiver estimated by using another satellite, respectively.

Also, the train total control device 400 can calculate the distance error component by comparing the position information on the line with the DGPS position information. The train total control device 400 can transmit the distance error component to the onboard signaling device 300 according to the set period.

On the other hand, the onboard signaling device 300 can receive the distance error component and correct position information on the line. At this time, the onboard signaling device 300 can correct the position information on the line if the distance error component exceeds a predetermined error range.

The train total control device 400 can calculate the speed information and the distance information of the vehicle from the DGPS position information. In addition, the train total control device 400 can output the speed information and the distance information of the vehicle to the driving system of the railway car 100 to correct the driving force of the railway car 100. For example, the inverter (not shown) of the railway vehicle 100 can correct the propulsion force using the received speed information and the distance information. Here, the speed information output to the driving system cylinder of the railway vehicle 100 can be utilized as a reference speed for generating a compensation value for the driving force.

The train total control device 400 may collect GPS time information from the GPS data of the second satellite 70 and output it to the railway vehicle 100 or may time synchronize with the set period. Thus, the train total control device 400 can correct the time of the entire railway vehicle 100. Here, the train comprehensive control device 400 can receive the GPS data of the second satellite 70 at a set period and collect GPS time information using the atomic clock. In addition, the train comprehensive control device 400 can synchronize an internal clock device using GPS time information or transmit it to another device of the railway car 100 to synchronize it with GPS time information.

For example, the train comprehensive control device 400 may accurately record the storage time of the related data when an accident occurs in the railway car 100, or may synchronize the internal storage time with the GPS time information to inform the operator of the accurate time.

The detailed configuration of the train total control device 400 will be described with reference to Fig.

Fig. 2 is a diagram showing an example of the configuration of the train total control device of Fig. 1. Fig.

2, the train total control device 400 includes a GPS receiving unit 410, a communication unit 420, an operation unit 430, a control unit 440, a storage unit 450, and an output unit 460 .

The GPS receiving unit 410 can receive the GPS data of the second satellite 70. [ In addition, the GPS receiving unit 410 may collect the second GPS position information from the received GPS data.

The communication unit 420 can perform communication with the onboard signaling device 300. [ Specifically, the communication unit 420 can receive the position information on the line and the first GPS position information from the onboard signaling device 300. [ Further, the communication unit 420 can transmit the distance error component to the onboard signaling device 300. [

The operation unit 430 can calculate the DGPS position information by erasing the error component of the second GPS position information. Here, the operation unit 430 may calculate the DGPS position information using one of the single difference and double difference.

In addition, the operation unit 430 can calculate the distance error component by comparing the position information on the line with the DGPS position information.

In addition, the operation unit 430 can calculate the speed information and the distance information of the vehicle from the DGPS position information. For example, the operation unit 430 analyzes information such as the position of the railway vehicle 100 and the travel time from the DGPS position information, calculates the speed information of the vehicle using the analyzed information, The distance information of the vehicle can be calculated using the speed information of the vehicle.

The control unit 440 may control the operation of the railway vehicle 100. Further, the control unit 440 may control the transmission of the distance error component, or may control the output of the speed information and the distance information of the railway vehicle 100. In addition, the control unit 440 may store the accident information of the railway vehicle 100 in the storage unit 450. Also, the controller 440 can control the synchronization of the GPS data with respect to the time information.

The storage unit 450 may store information on the operation of the railway vehicle 100 or accident information.

The output unit 460 may output speed information, distance information, time information, and the like to the driving system of the railway car 100 or other devices.

The railway vehicle according to the embodiment of the present invention can accurately track the position of the vehicle by correcting the position error of the signal device in the train driving device using the DGPS position information. Also, the railway vehicle according to the embodiment of the present invention provides the speed information and the distance information from the train driving device using the DGPS position information to the driving system of the vehicle, thereby correcting the vehicle propulsion force, . In addition, the railway vehicle according to the embodiment of the present invention can synchronize the time of the entire vehicle in the train driving apparatus using the DGPS position information to record an accurate time when data is stored or a correct time when the time is displayed Can be informed.

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.

10: Track
50: First satellite
60:
70: Second satellite
100: Railway vehicles
200: Train operation equipment
300: on-vehicle signal device
400: Integrated train control system
410: GPS receiver
420:
430:
440:
450:
460: Output section

Claims (8)

An onboard signaling device for receiving the ground information on the vehicle operation and collecting the position information on the line, and receiving the first GPS position information from the control device receiving the GPS data of the first satellite; And
Receives the GPS data of the second satellite and collects second GPS position information, receives the position information on the line and the first GPS position information from the onboard signal device, and erases the error component of the second GPS position information A train total control device for calculating DGPS position information of the vehicle, comparing the position information on the line with the DGPS position information, and transmitting the calculated distance error component to the onboard signal device;
A train operating device using DGPS.
The method according to claim 1,
Wherein the onboard signaling device receives the distance error component from the integrated train control device and corrects the position information on the line by using the DGPS.
3. The method of claim 2,
Wherein the onboard signaling device corrects the position information on the line when the distance error component exceeds a predetermined error range.
The method according to claim 1,
Wherein the train comprehensive control device calculates speed information and distance information of the vehicle from the DGPS position information and outputs driving speed information and distance information of the vehicle to the driving system of the vehicle to correct the driving force of the vehicle Train operating system using DGPS.
The method according to claim 1,
Wherein the train total control device collects GPS time information from GPS data of the second satellite, outputs the GPS time information to the vehicle, and synchronizes the GPS time information with the set time period.
The method according to claim 1,
The train total control device
A GPS receiver for receiving GPS data of the second satellite;
A communication unit for performing communication with the onboard signaling device; And
An arithmetic unit for calculating the DGPS position information by erasing an error component of the second GPS position information;
Wherein the DGPS controller is operable to control the drive of the train.
The method according to claim 6,
Wherein the arithmetic unit calculates the DGPS position information using one error estimation method of a single difference and a double difference.
A railway vehicle comprising an automatic train protection device according to any one of claims 1 to 7.
KR1020150095678A 2015-07-06 2015-07-06 Device for operating train using dgps and railroad train having the same KR20170005912A (en)

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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2019133037A1 (en) * 2017-12-27 2019-07-04 Westinghouse Air Brake Technologies Corporation Real-time kinematics for end of train

Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR100253605B1 (en) 1992-04-09 2000-04-15 에프. 제이. 스미트 Device for determining the position of a vehicle

Patent Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR100253605B1 (en) 1992-04-09 2000-04-15 에프. 제이. 스미트 Device for determining the position of a vehicle

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2019133037A1 (en) * 2017-12-27 2019-07-04 Westinghouse Air Brake Technologies Corporation Real-time kinematics for end of train
US10859714B2 (en) 2017-12-27 2020-12-08 Westinghouse Air Brake Technologies Corporation Real-time kinematics for end of train

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