Track curvature estimation system and track curvature estimation method for active steering control of railroad vehicle

Abstract

To provide a track curvature estimation system for active steering control for a railroad vehicle for preventing a deterioration in a train running stability and an accident occurrence such as train derailment.SOLUTION: A track curvature estimation system and a track curvature estimation method for active steering control of a railroad vehicle are provided. The railroad vehicle includes displacement sensors 10 mounted on front and rear bogies 1, 2 of a leading vehicle to measure the magnitude of displacement between the front and rear bogies 1, 2, and a speed sensor 20 for measuring a traveling speed of the leading vehicle. The track curvature estimation system calculates an estimation value of the size of a track curvature radius from a relative angle in a front and rear direction formed by the front bogie 1 and the rear bogie 2 of the leading vehicle from measured relative displacement, calculates a travel distance of the leading vehicle on the basis of speed data measured by the speed sensor 20 to specify the position of the following vehicle by the length of the vehicle, and after that, maps track curvature radius estimation value data at a following vehicle position to be transmitted to an active steering control unit 40 of the following vehicle.SELECTED DRAWING: Figure 5

Description

Technical Field

[0001] The present invention relates to active steering control of a bogie of a railway vehicle. More specifically, a displacement sensor mounted on the front and rear bogies of two vehicles to measure the magnitude of the displacement between the front and rear bogies, a speed sensor to measure the running speed of the leading vehicle, estimating the relative angle in the longitudinal direction formed by the front bogie and the rear bogie of the leading vehicle from the measured relative displacement, calculating an estimated value of the radius of curvature R of the track through JPEG2025082277000002.jpg2247, calculating the running distance of the leading vehicle based on the speed data measured by the speed sensor, identifying the position of the trailing vehicle based on the length of the vehicle, and then mapping the estimated track curvature radius data at the position of the trailing vehicle and transmitting it to the active steering control unit of the trailing vehicle. The present invention relates to a track curvature estimation system and a track curvature estimation method for active steering control of a railway vehicle configured as such.

Background Art

[0002] Generally, the wheels of a train are formed in a tapered cross-sectional shape in which the diameter increases as it goes to the outside in the vehicle width direction. During the process of running on a curved track, when a train deviates to one side in the width direction due to inertia without a separate steering device, the contact positions between the treads of the left and right wheels and the rails of the track move, and while the diameters of the left and right wheels change, a difference in the moving distances of the left and right wheels is formed, thereby enabling steering. A manual steering method is applied.

[0003] However, in the case of the manual steering method, wear between the wheels and the rails occurs rapidly, increasing the maintenance costs of the track and the train, and there is a disadvantage in that the running stability of the train decreases. Therefore, as in Korean Registered Patent Publication No. 10-1084157 (registered on November 10, 2011), when the train runs in a curved track section, by estimating the radius of curvature of the track and adjusting the steering angle on the wheel side of the bogie, the elevation angle, which is the angle difference between the track and the axle, can be reduced, and the application of an active steering control device that can improve the running stability is gradually spreading.

[0004] In the case of installing a detection device for detecting the radius of curvature of the track for each railway vehicle constituting a train in the active steering control system as described above, the cost required for constructing the active steering control system can increase significantly. Therefore, the radius of curvature detection device is installed only on the leading vehicle arranged at the forefront of the train's traveling direction.

[0005] Since the curvature of the track is formed to be constant, for the active steering of the bogies of the trailing vehicles connected to the rear of the leading vehicle, the trailing vehicles estimate the radius of curvature of the curved running track measured by the leading vehicle as the radius of curvature of the curved running track on which they travel. The active steering control device of the trailing vehicle will perform active steering control based on the radius of curvature measured by the leading vehicle.

[0006] Due to the structural characteristics of a train in which a large number of railway vehicles are connected at regular intervals along the longitudinal direction of the track, a time delay will occur between the leading vehicle and the trailing vehicle passing through the same point on the curved running track. Therefore, as shown in FIG. 1, the radius of curvature data used for the active steering control of the trailing vehicle is configured such that a certain time delay is applied to the radius of curvature data used for the active steering control of the leading vehicle. The delay time of the radius of curvature data is determined based on the running speed of the train.

[0007] However, when determining the delay time of the radius of curvature data of the active steering control device between the leading / trailing vehicles based on the running speed of the train, as shown in FIG. 2, in the process where the train starts or stops and approaches the stop state speed, the magnitude of the time delay can be formed unstably with a sharp change.

[0008] Accordingly, a delay error occurs due to the instability of the delay time of the radius of curvature data for the active steering control between the leading / trailing vehicles, and the estimated value of the radius of curvature applied to the active steering control of the trailing vehicle and the actual radius of curvature of the curved running track can be different from each other, which may cause problems such as a decrease in running stability and the occurrence of accidents such as train derailment.

Prior Art Documents

Patent Document

[0009] Republic of Korea Patent Registration Bulletin No. 10-1084157 (Registered on November 10, 2011)

Summary of the Invention

Problems to be Solved by the Invention

[0010] In the present invention, when applying the radius of curvature data used for the active steering control of the leading vehicle to the active steering control of the trailing vehicle, the delay error is prevented due to the delay time instability of the radius of curvature data for the active steering control between the leading / trailing vehicles, and accidents such as a decrease in the running stability of the train and derailment of the train are prevented. An object of the present invention is to provide a track curvature estimation system for active steering control of railway vehicles.

Means for Solving the Problems

[0011] The track curvature estimation system for active steering control of railway vehicles according to the present invention is respectively mounted on the front bogie and the rear bogie of the leading vehicle along the train running direction, and measures the magnitude of the relative displacement in the longitudinal direction of the vehicle between the front bogie and the rear bogie where a relative angle is formed by the curved section track; a speed sensor that measures the running speed of the leading vehicle; receives the displacement data measured by the displacement sensor, estimates the relative angle in the longitudinal direction formed by the front bogie and the rear bogie of the leading vehicle from the measured relative displacement, JPEG2025082277000003.jpg2649(2L: Distance between the centers of the front bogie and the rear bogie, x: Distance at which the displacement sensor is separated from the centers of the front and rear bogies along the vehicle width direction, Δ: Distance at which the displacement sensor is separated from the center of the front bogie along the longitudinal direction of the vehicle Δ 1 and the distance Δ at which the displacement sensor is separated from the center of the rear bogie along the longitudinal direction of the vehicle 2An arithmetic unit that calculates an estimated value of the line curvature radius R through the sum) and calculates the travel distance of the leading vehicle based on the speed data measured by the speed sensor; an active steering control unit mounted for each of the front bogie and the rear bogie of each railway vehicle; based on the travel distance calculated by the arithmetic unit, identify D×n which is the position of the nth following vehicle according to the vehicle length D, map the estimated line curvature radius data measured by the leading vehicle at intervals of D×n at the identified positions of the following vehicles, and then transmit the mapped estimated line curvature radius to the active steering control unit of the following vehicle. It is composed of a data mapping unit.

[0012] According to the present invention, the speed sensor measures the running speed of the vehicle through the wheel rotation speeds of the front bogie and the rear bogie of the leading vehicle, and the arithmetic unit calculates the travel distance of the leading vehicle using the average value of the speed measured by the speed sensor of the front bogie and the speed measured by the speed sensor of the rear bogie as speed data.

[0013] The line curvature estimation system for active steering control of a railway vehicle according to another embodiment of the present invention consists of a GPS receiver mounted on the center of the front bogie of the leading vehicle along the train running direction, a displacement sensor that measures in real time the moving path and moving speed of the center of the front bogie traveling on the curved section line; based on the moving path of the center of the front bogie measured by the displacement sensor and the distance between the centers of the front bogie and the rear bogie of the leading vehicle, estimate the moving path of the center of the rear bogie. JPEG2025082277000004.jpg2960 (L: Half of the distance between the front bogie center and the rear bogie center, Δ: Maximum distance formed by the movement path of the front bogie center part from the virtual line segment connecting the front bogie center and the rear bogie center) to calculate the estimated value of the line curvature radius R, and an arithmetic unit that calculates the running distance of the leading vehicle based on the speed data measured by the displacement sensor; An active steering control unit mounted separately for the front bogie and the rear bogie of each railway vehicle; Based on the running distance calculated by the arithmetic unit, identify D×n which is the position of the nth trailing vehicle according to the vehicle length D, map the estimated line curvature radius data measured by the leading vehicle at intervals of D×n at the identified positions of the trailing vehicles, and then transmit the mapped estimated line curvature radius to the active steering control unit of the trailing vehicle, which is composed of a data mapping unit.

[0014] The method for estimating the line curvature for the active steering control of a railway vehicle according to the present invention includes a relative displacement measurement process of measuring the magnitude of the relative displacement in the vehicle longitudinal direction between the front bogie and the rear bogie in which a relative angle is formed by the curved section line through displacement sensors respectively mounted on the front bogie and the rear bogie of the leading vehicle along the train running direction; A speed measurement process of measuring the running speed of the leading vehicle through a speed sensor; After estimating the relative angle in the longitudinal direction formed by the front bogie and the rear bogie of the leading vehicle from the displacement data received by the displacement sensor through an arithmetic unit, JPEG2025082277000005.jpg2449 (2L: Distance between the front bogie center and the rear bogie center, x: Distance by which the displacement sensor is separated along the vehicle width direction from the front and rear bogie centers, Δ: Distance by which the displacement sensor is separated along the vehicle longitudinal direction from the front bogie center Δ 1 and the distance Δ by which the displacement sensor is separated along the vehicle longitudinal direction from the rear bogie center 2A process for estimating the radius R of the track curvature by calculating an estimated value of the radius of the track curvature based on the sum of (...); a process for calculating the travel distance of the leading vehicle based on the speed data measured by the speed sensor through the calculation unit; a process for identifying the position D×n of the n-th trailing vehicle based on the vehicle length D at the position of the trailing vehicle based on the travel distance calculated by the calculation unit through the data mapping unit; a process for mapping the estimated track curvature radius data measured by the leading vehicle at intervals of D×n at the identified position of the trailing vehicle; a process for transmitting the mapped estimated track curvature radius to the active steering control unit mounted for each of the front bogie and the rear bogie of each railway vehicle; and an active steering control process for individually controlling each active steering control unit based on the mapped estimated track curvature radius.

[0015] According to the present invention, in the speed measurement process, the speed sensor measures the rotational speed of the wheels of the front bogie and the rear bogie of the leading vehicle to measure the running speed of the vehicle. In the travel distance calculation process, the travel distance of the leading vehicle is calculated based on the running speed data obtained from the average value of the speed measured by the speed sensor of the front bogie and the speed measured by the speed sensor of the rear bogie through the calculation unit.

[0016] A method for estimating the track curvature for active steering control of a railway vehicle according to another embodiment of the present invention includes: a process for measuring the moving path and the moving speed of the center of the front bogie traveling on the curved section track in real time through a displacement sensor composed of a GPS receiver mounted on the center of the front bogie of the leading vehicle along the train running direction; a process for estimating the moving path of the center of the rear bogie based on the moving path of the center of the front bogie measured by the displacement sensor through the calculation unit and the distance between the centers of the front bogie and the rear bogie of the leading vehicle; based on the estimated moving path of the rear bogie, JPEG2025082277000006.jpg2659 (L: Half of the distance between the center of the front carriage and the center of the rear carriage, Δ: The maximum distance formed by the movement path of the center part of the front carriage from the virtual line segment connecting the center of the front carriage and the center of the rear carriage) calculates the estimated value of the line curvature radius R in the line curvature radius estimation process; the travel distance calculation process calculates the travel distance of the leading vehicle based on the speed data measured by the displacement sensor through the calculation unit; the following vehicle position identification process identifies D×n, which is the position of the nth following vehicle according to the vehicle length D, based on the travel distance calculated by the calculation unit through the data mapping unit; the line curvature radius data mapping process maps the estimated line curvature radius data measured by the leading vehicle at intervals of D×n at the identified positions of the following vehicles; the mapping data transmission process transmits the mapped estimated line curvature radius to the active steering control unit installed for each of the front and rear carriages of each railway vehicle; and the active steering control process includes individually controlling each differential active steering control unit based on the mapped estimated line curvature radius value.

Advantages of the Invention

[0017] According to the present invention, when estimating the curvature radius of the curved running line measured by the leading vehicle of the train as the curvature radius data of the curved running line for the active steering control of the following vehicle and reducing the installation cost of the line curvature detection device for active steering control, by delaying and applying the curvature radius estimation data between the leading / following vehicles through the inter-vehicle distance delay method, it is possible to prevent the occurrence of the actual curvature radius of the curved running line on which the following vehicle is running and the delay error during the active steering control of the following vehicle.

[0018] According to the present invention, when performing active steering control of the following vehicle based on the estimated curvature radius data measured by the leading vehicle, it is possible to prevent the occurrence of a delay error between the actual curvature radius of the curved running line on which the following vehicle is running and the estimated curvature radius data, improve the running stability of the train, and prevent accidents such as train derailment caused by malfunction of the active steering control.

Brief Description of the Drawings

[0019]

Figure 1-2

Figure 3

Figure 4

Figure 5

Figure 6

Figure 7

Figure 8-9

Figure 10-11

Figure 12

Figure 13

Figure 14-15

Mode for Carrying Out the Invention

[0020] Hereinafter, embodiments of the present invention will be described with reference to the accompanying drawings.

[0021] A detailed description will be given focusing on the parts necessary for understanding the operations and actions according to the present invention.

[0022] While describing the embodiments of the present invention, the technical field to which the present invention belongs is widely known, and descriptions of technical contents not directly related to the present invention will be omitted.

[0023] This is to omit unnecessary descriptions so as not to obscure the gist of the present invention and to convey it more clearly.

[0024] Also, when describing the components of the present invention, different reference numerals may be given to components with the same name according to the drawings, or the same reference numerals may be given even though they are different drawings.

[0025] However, even in such a case, it does not mean that the corresponding components have different functions from each other according to the embodiments, or that they have the same function in different embodiments. The functions of each component should be determined based on the description of each component in the corresponding embodiment.

[0026] In addition, unless otherwise defined in the present specification, technical terms used herein should be interpreted in the meaning generally understood by those with ordinary knowledge in the technical field to which the present invention pertains, and should not be interpreted in an overly comprehensive or overly restrictive manner.

[0027] In addition, singular expressions used herein include plural expressions unless they have a different meaning in the context.

[0028] In this application, terms such as "configured" or "including" should not be construed as necessarily including all of the various components or various steps described in the specification. Some of the components or some of the steps may not be included, or additional components or steps may be further included.

[0029] As shown in FIG. 3, the track curvature estimation system for active steering control of a railway vehicle according to the present invention estimates the track curvature of a curved track section that a trailing vehicle connected to the rear of the leading vehicle passes through, based on the track curvature radius measured at the leading vehicle along the train running direction for active steering control of the bogie, and is configured to perform active steering control of the bogie of the trailing vehicle.

[0030] By doing so, it is possible to reduce the cost of constructing a track curvature detection system for railway vehicle active steering control by installing track curvature detection sensors mounted on each railway vehicle constituting the train only on the leading vehicle of the train.

[0031] In the specification of the present invention, the leading vehicle means the railway vehicle connected to the foremost in the train running direction. Therefore, as shown in FIG. 3, even a trailing railway vehicle connected to the rearmost of a train running in one side direction can become the leading vehicle if the train runs in the other side direction.

[0032] Accordingly, as shown in FIG. 5, a displacement sensor 10 that measures the relative displacement between the front and rear bogies 1 and 2 to obtain the radius of curvature of the track, a speed sensor 20 that measures the speed of the train, an arithmetic unit 30 that calculates the radius of curvature of the track based on the data measured by the displacement sensor 10 and the speed sensor 20, and a data mapping unit 50 that maps the radius of curvature data calculated by the arithmetic unit 30 according to the position of the trailing vehicle based on the length of the railway vehicle are respectively provided on two railway vehicles connected to both ends in the longitudinal direction of the train.

[0033] The front bogie 1 and the rear bogie 2 are respectively connected to the lower part of the body of the leading vehicle so as to be rotatable along the lateral direction with respect to the body along the front and rear directions of the traveling direction. Accordingly, as shown in FIG. 4, when entering a curved track, the center portions in the width direction of the front and rear bogies 1 and 2 rotate so as to face the center of the radius of curvature of the track.

[0034] The active steering control unit 40 improves the running stability of the train entering the curved track by controlling the rotation angles of the front and rear bogies 1 and 2 according to the magnitude of the radius of curvature of the track measured through the displacement sensor 10 and the arithmetic unit 30.

[0035] Displacement sensors 10 are respectively mounted on the front bogie 1 and the rear bogie 2. As shown in FIG. 4b, the displacement sensor 10 measures the magnitude of the relative displacement in the longitudinal direction of the vehicle between the front bogie 1 and the rear bogie 2 in which a relative angle is formed by rotating along the lateral direction with respect to the body while entering the curved section track.

[0036] First Embodiment of Track Radius of Curvature Measurement:

[0037] In the first embodiment of the track radius of curvature measurement, the arithmetic unit 30 receives the displacement data measured by the displacement sensors 10 of the front and rear bogies 1 and 2, and estimates the relative angle in the longitudinal direction formed by the front bogie 1 and the rear bogie 2 of the leading vehicle from the measured relative displacement.

[0038] As shown in FIGS. 10 and 11, the front bogie 1 and the rear bogie 2 each rotate by an angle of θ 1 and θ 2 with respect to the center point of the radius of curvature of the track, and the distance between the centers of the front bogie 1 and the rear bogie 2 where the rotation axes are formed is 2L.

[0039] In order to increase the magnitude of the relative displacement generated between the front and rear bogies 1 and 2 during curved track running and improve the measurement accuracy of the relative displacement through the displacement sensor 10, the displacement sensor 10 is mounted at a position laterally spaced apart from the center in the width direction of each of the front and rear bogies 1 and 2 by a constant distance, and the distance between the mounting position of the displacement sensor 10 and the center in the width direction of the front and rear bogies 1 and 2 is x.

[0040] As the front bogie 1 rotates during curved track running, the center line in the width direction of the vehicle body where the rotation axis with the front bogie 1 is located and the center line in the longitudinal direction of the front bogie 1 during curved track running are separated by an amount of Δ 1 along the longitudinal direction of the vehicle on the surface of the bogie where the displacement sensor 10 is mounted.

[0041] And the center line in the width direction of the vehicle body where the rotation axis with the rear bogie 2 is located and the center line in the longitudinal direction of the rear bogie 2 during curved track running are separated by an amount of Δ 2 along the longitudinal direction of the vehicle on the surface of the bogie where the displacement sensor 10 is mounted, and the sum of the magnitudes of Δ 1 and Δ 2 is defined as Δ.

[0042] Based on L, x, and Δ defined as above, the magnitude R of the radius of curvature of the track through which the leading vehicle passes can be estimated from JPEG2025082277000007.jpg2346.

[0043] When the center of the front bogie 1, the center point of the track radius of curvature, and the center of the position spaced between the centers of the front and rear bogies 1 and 2 are connected through a virtual line segment, the angle formed by the center of the front bogie 1 and the center of the position spaced between the centers of the front and rear bogies 1 and 2 with the center of the radius of curvature is Ψ 1It is formed with the size of

[0044] And when the center of the rear bogie 2, the center point of the track curvature radius, and the center of the positions spaced apart between the front and rear bogies 1 and 2 are connected to each other through a virtual line segment, the angle formed by the center of the rear bogie 2 and the center of the positions spaced apart between the front and rear bogies 1 and 2 with the center of the curvature radius is Ψ 2 It is formed with the size of

[0045] Under the assumption that the front and rear bogies 1 and 2 are positioned (radial position) so as to be perpendicular to the center of the curvature formed by the track, θ 1 and θ 2 are formed to have the same size as each other, and Ψ 1 and Ψ 2 are formed to have the same size as each other.

[0046] According to the principle of similarity of triangles, θ 1 is the same size as Ψ 1 and θ 2 is the same size as Ψ 2 and will have the same size.

[0047] As shown in Fig. 11, displacement sensors 10 are mounted at intervals of Δ 1 along the longitudinal direction of the vehicle on the bogie surface, thereby forming a virtual triangle Aab (A is the rotation center of the front bogie), and the triangle Aab will form a similar shape with the triangle AOP (O: the center of the track curvature radius, P: the center of the position spaced apart between the front and rear bogies).

[0048] Accordingly, the mathematical formula of JPEG2025082277000008.jpg30101 will hold, and the turning angles Ψ 1 and Ψ 2 are expressible by the mathematical formula of JPEG2025082277000009.jpg2243.

[0049] Therefore, JPEG2025082277000010.jpg25106 is established, and the magnitude R of the radius of curvature of the track through which the leading vehicle passes is estimable through JPEG2025082277000011.jpg2348.

[0050] (2) Second Embodiment of Track Radius of Curvature Measurement:

[0051] In the second embodiment of track radius of curvature measurement, the displacement sensor 10 is mounted so as to be disposed on the center of the rotation axis of the front bogie 1. The displacement sensor 10 consists of a GPS receiver, and receives GPS signals through the displacement sensor 10 to measure in real time the moving path and moving speed of the center of the rotation axis of the front bogie 1 traveling on the curved section track.

[0052] The displacement sensor 10 is omitted on the rear bogie 2, and the moving path of the center of the rear bogie 2 is estimated based on the moving path of the center of the front bogie 1 measured by the displacement sensor 10 and the separation distance between the center of the front bogie 1 of the leading vehicle and the center of the rear bogie 2.

[0053] Under the assumption that the front and rear bogies 1 and 2 are positioned (radial position) perpendicular to each other with the curvature formed by the track as the center, as shown in FIG. 12, half of the separation distance between the centers of the front bogie 1 and the rear bogie 2 where the rotation axis is formed is formed with the magnitude of L.

[0054] When defining the maximum distance Δ between the locus formed by the moving path of the center of the front bogie 1 traveling along the curved running of the track and the virtual line segment connecting the center of the front bogie and the center of the rear bogie, The center point B of JPEG2025082277000012.jpg1521 (A: center position of the rotation axis of the front bogie, C: center position of the rotation axis of the rear bogie) and the separation distance between the center positions of the separation distance between the centers of the front bogie 1 and the rear bogie 2 will form Δ.

[0055] The triangle AOP (O: center of the radius of curvature of the track, P: center of the position where the front and rear bogies are separated) is based on the Pythagorean theorem The relationship of JPEG2025082277000013.jpg1580 holds. Since Δ is the magnitude obtained by subtracting the virtual line segment AC and the distance between the center point O of the radius of curvature R from each other, the magnitude of Δ can be expressed by the following mathematical formula.

[0056] JPEG2025082277000014.jpg1874

[0057] Therefore, the magnitude R of the radius of curvature of the track passed by the leading vehicle can be estimated through JPEG2025082277000015.jpg2459.

[0058] Also, after the leading vehicle passes through the curved track, when the following vehicle passes through the same curved track, in order to estimate the radius of curvature of the curved track passed by the following vehicle as the radius of curvature of the track measured from the leading vehicle, the position of the following vehicle moving relative to the leading vehicle must be accurately grasped.

[0059] Since the lengths of each following vehicle constituting the train in the running direction are the same as each other, as shown in FIG. 7, when the following vehicle connected to the rear end of the leading vehicle is defined as the following vehicle 1, the following vehicle connected to the rear end of the following vehicle 1 is defined as the following vehicle 2, and the following vehicle connected to the nth position at the rear end of the leading vehicle is defined as the following vehicle n, the position of the nth following vehicle due to the vehicle length D will have a relationship of D×n.

[0060] Through this, when the leading vehicle passes through a specific point on the curved section track, the following vehicle connected to the nth position at the rear end of the leading vehicle will pass at a position delayed by a distance of D×n from the specific point. When the following vehicle connected to the nth position at the rear end of the leading vehicle passes through the same point on the curved section track, the leading vehicle will move forward by a distance of D×n.

[0061] Therefore, the radius of curvature of the curved track passed by the nth following vehicle can be estimated to be the same as the radius of curvature of the curved track passed by the leading vehicle that moves forward by a distance of D×n in front of the nth following vehicle.

[0062] Conventionally, in order to utilize the radius of curvature data of the curved track obtained by the leading vehicle as the radius of curvature data of the curved track for the active steering control of the trailing vehicle, the radius of curvature of the curved track section that the trailing vehicle passes through was estimated based on the time difference (or the delayed time) when the trailing vehicle passes through after the leading vehicle has passed.

[0063] However, when estimating the radius of curvature of the track through time delay as in the conventional method, as shown in FIG. 2, while the running speed of the train is maintained constant, the time delay value for estimating the radius of curvature of the curved track section is formed as a constant, but during the departure or stop of the train, the magnitude of the time delay will change rapidly.

[0064] The speed of the railway vehicle and the magnitude of the delayed time are mutually Since they are in a relationship of JPEG2025082277000016.jpg3494, when the speed is formed to approach 0 during the departure or stop process of the train, the magnitude of the time delay value will form an unrealistic value like the dotted box in FIG. 2. Since the running speed of the train changes in real time, the time delay value is formed not as a constant but as a variable, and the time delay value for the delayed application of the estimated value of the radius of curvature of the curved track section of the trailing vehicle is formed unstably.

[0065] Due to the instability of the time delay value for the delayed application of the estimated value of the radius of curvature of the curved track section of the trailing vehicle, when the active steering control unit of the trailing vehicle controls the rotation angles of the front and rear bogies 3 and 4 based on the estimated value of the track radius of curvature, a delay error may occur between the actual radius of curvature of the curved track on which the trailing vehicle is running.

[0066] When a delay error occurs, the running stability may decrease due to the inconsistency between the running direction control angles of the front and rear bogies 3 and 4 and the actual radius of curvature of the curved track. When the magnitude of the inconsistency between the running direction control angles of the front and rear bogies 3 and 4 and the track radius of curvature is large, it may induce accidents such as train derailment.

[0067] On the reverse side, in the embodiment of the present invention, by estimating the radius of curvature of the curved section track through which the n-th following vehicle passes in a distance delay method based on the relative position between the leading vehicle and the following vehicle, it is possible to prevent the occurrence of an error in the application of the estimated value delay of the radius of curvature that occurs when the train departs or stops.

[0068] When estimating the radius of curvature of the curved track measured from the leading vehicle as the radius of curvature of the curved track through which the n-th following vehicle passes, in order to accurately measure the distance delay value formed between the leading vehicle and the n-th following vehicle, the running speed of the leading vehicle is measured through the speed sensor 20.

[0069] In the first embodiment of the track radius of curvature measurement, the speed sensor 20 may be composed of a tachometer mounted on the axle of the front bogie 1 or the rear bogie 2. In the second embodiment of the track radius of curvature measurement, since the displacement sensor 10 can simultaneously acquire the moving path and moving speed data of the front bogie 1 when receiving the GPS signal, the displacement sensor 10 serves as an alternative to the speed sensor 20.

[0070] The speed sensor 20 composed of a tachometer according to the first embodiment of the track radius of curvature measurement can be respectively mounted on the front bogie 1 and the rear bogie 2 of the leading vehicle. The speed sensors 20 mounted on the front and rear bogies 1 and 2 measure the running speed of the railway vehicle through the number of wheel rotations.

[0071] At this time, in order to improve the restoration of the running position of the vehicle body on the track and the running stability of the railway vehicle wheels, a tread with a tapered cross-section where the diameter of the wheel increases towards the outside of the railway vehicle is formed. However, since the size of the wheel diameter changes according to the tread position of the wheel in contact with the rail of the track, an error may occur in the speed measured through the tachometer.

[0072] Therefore, when calculating the running distance of the leading vehicle through the arithmetic unit 30, the average value of the speed measured by the speed sensor 20 of the front bogie 1 and the speed measured by the speed sensor 20 of the rear bogie 2 is set as the speed data for the running distance calculation, and the accuracy of the calculated running distance can be improved.

[0073] The data mapping unit 50 identifies D×n, which is the position of the nth following vehicle based on the vehicle length D, according to the traveled distance calculated by the arithmetic unit 30. After mapping the distance delay value onto the track curvature radius measurement data of the leading vehicle to generate the estimated track curvature radius data of the nth following vehicle, the data mapped is transmitted to the active steering control unit 40 that controls the steering of the bogies 1, 2, 3, and 4 in front of and behind the leading vehicle and the following vehicle.

[0074] For the bogies 1, 2, 3, and 4 in front of and behind the leading vehicle or the following vehicle that has received the estimated track curvature radius data from the data mapping unit 50, the estimated track curvature radius to which the distance delay value is applied is selected according to the n value based on the connection position of the corresponding vehicle.

[0075] As shown in FIGS. 8 and 9, the bogies 1, 2 / 3, and 4 in front of and behind the leading vehicle perform the steering control of the active steering control unit 40 based on the mapping data corresponding to the leading vehicle, and the bogies 3 and 4 in front of and behind the following vehicle connected to the rear of the leading vehicle perform the steering control of the active steering control unit 40 based on the mapping data delayed by a distance D (D = 5) from the leading vehicle.

[0076] At this time, the leading vehicle does not mean the first vehicle but the vehicle connected adjacent to the front of the following vehicle.

[0077] FIG. 13b shows the speed of the train (red line graph) and the time delay value (blue line graph) when estimating the track curvature radius by the conventional time delay method, and it can be confirmed that the time delay value increases rapidly in the 30 sec and 110 sec time intervals formed so that the speed of the train converges to 0.

[0078] In Fig. 13a, it is a graph for comparing the mapping data (red line graph) for performing the steering control of the active steering control unit 40 of the preceding or following vehicle according to the present invention with the line curvature radius data (blue line graph) actually measured by installing the displacement sensor 10 and the arithmetic unit 30 on the corresponding following vehicle, and it can be confirmed that the mapping data and the actually measured data substantially coincide.

[0079] The line curvature estimation methods according to the first and second embodiments of the line curvature estimation system of the present invention configured as described above are in the order as shown in Figs. 14 and 15. First Embodiment of Line Curvature Radius Measurement:

[0080] In the relative displacement measurement process, the magnitude of the relative displacement in the longitudinal direction of the vehicle between the front bogie 1 and the rear bogie 2 that have entered the curved section line is measured through the displacement sensors 10 respectively mounted on the front bogie 1 and the rear bogie 2 of the leading vehicle.

[0081] In the speed measurement process, the running speed of the leading vehicle is measured through the speed sensor 20, and in order to improve the accuracy of the distance delay value of the mapping data for performing the steering control of the active steering control unit 40 of the preceding or following vehicle generated later, the speed measurement process is performed simultaneously with the relative displacement measurement process.

[0082] In the line curvature radius estimation process, after estimating the relative angle formed by the front and rear bogies 1 and 2 of the leading vehicle from the displacement data received by the displacement sensor 10, The estimated value of the magnitude R of the line curvature radius is calculated through JPEG2025082277000017.jpg2448.

[0083] In the travel distance calculation process, the travel distance of the leading vehicle is calculated based on the speed data measured by the speed sensor 20 through the arithmetic unit 30, and in order to improve the accuracy of the distance delay value of the mapping data for performing the steering control of the active steering control unit 40 of the preceding or following vehicle generated later, the travel distance calculation process is performed simultaneously with the line curvature radius estimation process.

[0084] In the process of specifying the position of the following vehicle, position-specifying data that can specify D×n, which is the position of the nth following vehicle based on the vehicle length D, based on the travel distance of the leading vehicle calculated in the travel distance calculation process, is generated through the data mapping unit 50.

[0085] In the process of mapping the track curvature radius data, mapping data in which the track curvature radius estimated value data measured in the track curvature radius estimation process is segmented and formed at intervals of D×n, which is the position of the specified following vehicle, is generated by mapping the position-specifying data generated in the process of specifying the position of the following vehicle to the track curvature radius estimated value data.

[0086] In the process of transmitting the mapping data, the mapping data generated in the process of mapping the track curvature radius data is transmitted to the active steering control unit 40 mounted on 1, 2, 3, and 4 for each bogie in front of and behind each railway vehicle. In the active steering control process, the mapping data corresponding to the position of the following vehicle to which the corresponding active steering control unit 50 belongs is selected from the received mapping data, and the active steering control unit 50 of the corresponding vehicle is individually controlled based on the mapped track curvature radius estimated value.

[0087] (2) Second Embodiment of Measuring the Track Curvature Radius:

[0088] In the process of measuring the moving path and speed of the front bogie, the moving path and moving speed of the center of the front bogie 1 traveling on the curved section track are measured in real time through the displacement sensor 10 composed of a GPS receiver mounted on the center of the front bogie 1 of the leading vehicle.

[0089] In the process of estimating the moving path of the rear bogie, the moving path of the center of the rear bogie 2 is estimated through the arithmetic unit 30 based on the moving path of the front bogie 1 obtained in the process of measuring the moving path and speed of the front bogie and the distance between the centers of the front and rear bogies 1 and 2.

[0090] After the estimation of the moving path of the rear bogie 2 is completed, in the process of estimating the track curvature radius Estimate the magnitude R of the line curvature radius through JPEG2025082277000018.jpg2759.

[0091] Different from the first embodiment that utilizes a separate speed sensor 20 in the travel distance calculation process, calculate the travel distance of the leading vehicle through the calculation unit 30 based on the speed data measured by the displacement sensor 10.

[0092] Thereafter, the subsequent vehicle position identification process and the active steering control process to be performed proceed in the same manner as in the first embodiment.

[0093] Although the embodiments of the present invention have been described with reference to the above content, those skilled in the technical field to which the present invention pertains will understand that the present invention can be implemented in other specific forms without changing its technical idea and essential features.

[0094] Therefore, the embodiments described above should be understood as being exemplary and non-limiting in all aspects. The scope of the present invention described in the above detailed description is indicated by the claims described below, and all changes or modified forms derived from the meaning and scope of the claims and their equivalent concepts should be construed as being included in the scope of the present invention.

Explanation of Reference Signs

[0095] 3: Front bogie 4: Rear bogie 10: Displacement sensor 20: Speed sensor 30: Calculation unit 40: Active steering control unit 50: Data mapping unit

Claims

1. a displacement sensor (10) mounted on each of the front bogie (1) and the rear bogie (2) of the leading vehicle along the train running direction, for measuring the magnitude of relative displacement in the vehicle longitudinal direction between the front bogie (1) and the rear bogie (2) which are formed at a relative angle by the curved track section; A speed sensor (20) for measuring the running speed of the leading vehicle; receiving displacement data measured by a displacement sensor (10) and estimating a relative angle in the fore-and-aft direction between a front bogie (1) and a rear bogie (2) of the leading vehicle from the measured relative displacement; (2L: distance between the center of the front bogie and the center of the rear bogie, x: distance from the center of the front and rear bogies to the displacement sensor along the vehicle width direction, Δ: distance from the center of the front bogie to the displacement sensor along the vehicle front-rear direction Δ １ and the distance Δ ２ (Sum of Calculate an estimate of the magnitude of the track radius of curvature (R) through A calculation unit (30) for calculating a travel distance of the leading vehicle based on speed data measured by the speed sensor (20); an active steering control unit (40) mounted on each of the front bogies (1, 3) and rear bogies (2, 4) of each rail vehicle; a data mapping unit (50) for determining D×n, which is the position of the n-th following vehicle according to the vehicle length (D) based on the travel distance calculated by the calculation unit (30), mapping track curvature radius estimation value data measured by the leading vehicle at intervals of D×n, which is the position of the identified following vehicle, and then transmitting the mapped track curvature radius estimation value to an active steering control unit (40) of the following vehicle; A track curvature estimation system for active steering control of a railway vehicle, comprising:

2. 2. The track curvature estimation system for active steering control of a railway vehicle as claimed in claim 1, wherein the speed sensor (20) measures the running speed of the vehicle through the wheel rotation speeds of the front bogie (1) and the rear bogie (2) of the leading vehicle, and the calculation unit (30) calculates the running distance of the leading vehicle using an average value of the speed measured by the speed sensor (20) of the front bogie (1) and the speed sensor (20) of the rear bogie (2) as speed data.

3. A displacement sensor (10) consisting of a GPS receiver mounted on the center of a front bogie (1) of a leading vehicle along the running direction of the train, for measuring in real time the moving path and moving speed of the center of the front bogie (1) running on a curved section track; A moving path of the center of the rear bogie (2) is estimated based on the moving path of the center of the front bogie (1) measured by the displacement sensor (10) and the distance between the center of the front bogie (1) and the center of the rear bogie (2) of the leading vehicle; (L: half the distance between the center of the front bogie and the center of the rear bogie, Δ: the maximum distance from an imaginary line segment connecting the center of the front bogie and the center of the rear bogie to the path of movement of the center of the front bogie) Calculate an estimate of the magnitude of the track radius of curvature (R) through a calculation unit (30) for calculating a travel distance of the leading vehicle based on the speed data measured by the displacement sensor (10); an active steering control unit (40) mounted on each of the front bogies (1, 3) and rear bogies (2, 4) of each rail vehicle; A data mapping unit (50) for specifying D×n, which is the position of the n-th following vehicle according to the vehicle length (D) based on the travel distance calculated by the calculation unit (30), mapping track curvature radius estimation value data measured by the leading vehicle at intervals of D×n, which is the position of the specified following vehicle, and transmitting the mapped track curvature radius estimation value to an active steering control unit (40) of the following vehicle. A track curvature estimation system for active steering control of a railway vehicle, comprising:

4. A relative displacement measurement process for measuring the magnitude of relative displacement in the longitudinal direction of the vehicle between the front bogie (1) and the rear bogie (2) that are formed at a relative angle by the curved section of the track, using displacement sensors (10) mounted on the front bogie (1) and the rear bogie (2) of the leading vehicle in the direction of train travel; A speed measurement process for measuring the running speed of the leading vehicle through a speed sensor (20); A relative angle between the front bogie (1) and the rear bogie (2) of the leading vehicle in the longitudinal direction is estimated from the displacement data received by the displacement sensor (10) through a calculation unit (30), (2L: distance between the center of the front bogie and the center of the rear bogie, x: distance from the center of the front and rear bogies to the displacement sensor along the vehicle width direction, Δ: distance from the center of the front bogie to the displacement sensor along the vehicle front-rear direction Δ １ and the distance Δ ２ (Sum of a track curvature radius estimation process for calculating an estimate of the magnitude (R) of the track curvature radius by: a travel distance calculation step of calculating the travel distance of the leading vehicle based on the speed data measured by the speed sensor (20) through a calculation unit (30); a step of determining the position of the n-th following vehicle, which is D×n, according to the length (D) of the vehicle based on the travel distance calculated by the calculation unit (30) through the data mapping unit (50); a track curvature radius data mapping process for mapping track curvature radius estimated value data measured by the leading vehicle to each D×n interval, which is the position of the identified trailing vehicle; a mapping data transmission step of transmitting the mapped track curvature radius estimate to an active steering control unit (40) mounted on each of the front bogies (1, 3) and the rear bogies (2, 4) of each railcar; and An active steering control process for individually controlling the active steering control units (50) of each differential amount based on the mapped track curvature radius estimate value. A method for estimating track curvature for active steering control of a railway vehicle, comprising:

5. 5. The method of claim 4, wherein in the speed measuring step, a speed sensor (20) measures the wheel rotation speed of a front bogie (1) and a rear bogie (2) of a leading vehicle to measure the running speed of the vehicle, and in the running distance calculating step, a calculation unit (30) calculates the running distance of the leading vehicle based on running speed data obtained from an average value of the speed measured by the speed sensor (20) of the front bogie (1) and the speed sensor (20) of the rear bogie (2).

6. A front bogie movement path and speed measurement process for measuring in real time the movement path and movement speed of the center of the front bogie (1) traveling on a curved section track through a displacement sensor (10) consisting of a GPS receiver mounted on the center of the front bogie (1) of the leading vehicle along the train running direction; a rear bogie movement path estimation process for estimating, via a calculation unit (30), the movement path of the center of the front bogie (1) measured by the displacement sensor (10) and the distance between the center of the front bogie (1) and the center of the rear bogie (2) of the leading vehicle; Based on the estimated movement path of the rear cart (2), (L: half the distance between the center of the front bogie and the center of the rear bogie, Δ: the maximum distance from an imaginary line segment connecting the center of the front bogie and the center of the rear bogie to the path of movement of the center of the front bogie) a track curvature radius estimation process for calculating an estimate of the magnitude (R) of the track curvature radius by: a travel distance calculation step of calculating the travel distance of the leading vehicle based on the speed data measured by the displacement sensor (10) through a calculation unit (30); a step of determining the position of the n-th following vehicle, which is D×n, according to the length (D) of the vehicle based on the travel distance calculated by the calculation unit (30) through the data mapping unit (50); a track curvature radius data mapping process for mapping track curvature radius estimated value data measured by the leading vehicle to each D×n interval, which is the position of the identified trailing vehicle; a mapping data transmission step of transmitting the mapped track curvature radius estimate to an active steering control unit (40) mounted on each of the front bogies (1, 3) and the rear bogies (2, 4) of each railcar; and An active steering control process for individually controlling the active steering control units (40) of each differential amount based on the mapped track curvature radius estimate value. A method for estimating track curvature for active steering control of a railway vehicle, comprising:

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