AU2018201738A1 - Information communication systems - Google Patents

Abstract

There is disclosed a system for transmitting information data along a track, comprising: a track defining a path along which a vehicle travels; a plurality of communication nodes mountable to the track at predetermined points along said path, each communication node capable of detecting and transmitting information about the presence of a vehicle on said track and/or information about the status of said communication node and/or track; at least one concentrator located adjacent said track to receive the information transmitted from at least one of the plurality of communication nodes and for converting said information into a data stream capable of transmission via a public wired/wireless network to a data receival centre; wherein data transmitted from a communication node is passed in a linear manner between multiple communication nodes to said at least one concentrator for processing. 8-lo G. ,24 ,52 C6

Description

INFORMATION COMMUNICATION SYSTEMS FIELD OF INVENTION

The present invention relates generally to an information communication system for transferring information along a line, and in particular, to an information communication system for transferring information along a railroad track pertaining to trains travelling along the track and the state of the track.

BACKGROUND OF THE INVENTION

Rail networks have long been established as fundamentally important to a country’s transport infrastructure. Rail provides a simple and convenient means for hauling cargo, including raw materials and passengers, over long distances on dedicated tracks. In large countries, such as Australia, rail networks linking remote locations to large cities provide an important means for transporting goods in a timely and efficient manner. A problem with rail networks, especially those dedicated towards hauling raw materials between remote mining sites and accessible processing plants is that there is often a requirement for the rail tracks, and thus the locomotives, to cross public roads. In such instances, locomotives are given ‘right of way’, due to their length/weight, with the road traffic required to stop at such dedicated crossings until the locomotive and carriages pass. In some regions, the dedicated crossing may be a passive crossing where the users of the public road are required to be aware of the presence of the locomotive and to stop accordingly, whilst in other regions, the dedicated crossing may be an active crossing where the users of the public road are provided with alarms, lights and/or gates, to alert the user of the presence of the locomotive and to promote stopping.

Whilst no crossing is 100% safe, active crossings, particularly those crossings that employ an automatic boom-gate to block the road, are the safest and are typically employed in populated areas. Such crossings are expensive to create and maintain and require access to a constant power source as well as a reliable wireless network to facilitate the transmission of signals between components. Thus, in remote areas, the cheaper to install and maintain passive crossings are used, especially where no regular power source is provided and there is limited access to a wireless network system. Unfortunately, it is often the case that in such remote areas, the locomotives travel at higher speeds and traverse roads at various intervals that may not always provide adequate vision to be seen by users of the roads, resulting in passive crossings failing to provide adequate safety warnings to drivers. In situations where passive crossings are in use in vision impaired locations, rail tracks often employ speed restrictions on the trains, greatly reducing the effectiveness of the rail system. Similarly, in remote areas, the drivers may not be as alert as they may be suffering from fatigue or may be travelling at speeds and hauling loads that make it difficult to stop in short distances, as may be the case at passive crossings where visibility of passive signage and trains is low.

Ideally, replacing all passive crossings with active crossings may be the most effective way to improve safety. However, this would be a costly exercise and in many remote areas, the lack of suitable power access and the lack of a reliable public wired or wireless network to communicate between the active crossing and a rail network control centre make such a solution unviable.

Thus, there is a need to provide a means for facilitating communication along a railway track system that can simply and effectively transfer information about the state of the tracks and the location of locomotives travelling along the tracks to a [population centre with public wired and/or wireless network that can simply and effectively provide a means for reporting the information for use in converting a passive crossing to an active crossing.

The above references to and descriptions of prior proposals or products are not intended to be, and are not to be construed as, statements or admissions of common general knowledge in the art. In particular, the above prior art discussion does not relate to what is commonly or well known by the person skilled in the art, but assists in the understanding of the inventive step of the present invention of which the identification of pertinent prior art proposals is but one part.

STATEMENT OF INVENTION

The invention according to one or more aspects is as defined in the independent claims. Some optional and/or preferred features of the invention are defined in the dependent claims.

Accordingly, in one aspect of the invention there is provided a system for transmitting information data, comprising: a track defining a path along which a vehicle may travel; a plurality of communication nodes mountable to the track at predetermined points along said path of travel, each communication node capable of detecting and transmitting information about the presence of a vehicle on said track and information about the status of node and/or track; at least one concentrator located adjacent said track to receive the information transmitted from one of the plurality of communication nodes and for converting said information into a data stream capable of transmission via a public wired or wireless network; wherein data transmitted from a communication node is passed in a linear manner between multiple communication nodes to said at least one concentrator for processing.

Accordingly, in another aspect of the invention there is provided a communication node for detecting and transmitting information about a rail network comprising; a body configured to be attached to a base of a rail of a railway track associated with said rail network, the body comprising: a lower jaw member configured to be positioned under said rail; a gripping arm configured to extend from said lower jaw member to engage the opposing side of the rail; and an upper jaw member pivotally connected to said body so as to be moved between an open position to receive the rail between the upper jap member and the lower jaw member and a closed position to securely grip the rail between the upper jaw member and the lower jaw member such that the body is retained in secure position with respect to the rail, at a position adjacent the base of the rail and below the upper surface of the rail; an electronic controller comprising one or more sensors for detecting information about the presence of a vehicle on said track and information about the status of node and/or track; a transmitter/receiver for receiving said information from a neighbouring communication node and for transmitting said information to said other neighbouring communication node; and a power source contained within said body for providing power to operate said electronic controller and said transmitter/receiver.

Accordingly, in yet another aspect of the invention there is provided a method of transmitting information data along a railway track comprising; mounting a plurality of communication nodes according to the above aspect at regularly spaced intervals along said railway track; facilitating interaction between neighbouring communication nodes to receive and retransmit data received from a neighbouring communication along said railway track to said other communication node; gathering said data at a concentrator for converting said data into a format for transmission over a dedicated public wired or wireless communication network; and reviewing and acting on said received data.

BRIEF DESCRIPTION OF THE DRAWINGS

The invention may be better understood from the following non-limiting description of preferred embodiments, in which:

Fig. 1 is a perspective view of a railway track employing communication nodes in accordance with an embodiment of the present invention;

Fig. 2 is a perspective view of the communication nodes of Fig. 1 secured to the rail of the railway track;

Fig. 3 is a perspective view of the communication nodes of Fig 2 removed from engagement with the rail;

Fig. 4 is a rear view of the communication node of Fig. 2 and Fig, 3, showing the cover in an open position for applying maintenance to the communication node;

Fig. 5 is a simplified view of a communication node network in accordance with an embodiment of the present invention;

Fig. 6 is a simplified view of the communication node network of Fig. 5 in use with a concentrator for processing the signals received from the communication node network; and

Fig. 7 is a simplified view of the communication node network of Fig. 6 wherein the concentrator is in communication with a warning signal to convert the passive warning signal into an active warning signal.

DETAILED DESCRIPTION OF THE DRAWINGS

Preferred features of the present invention will now be described with particular reference to the accompanying drawings. However, it is to be understood that the features illustrated in and described with reference to the drawings are not to be construed as limiting on the scope of the invention.

The system and apparatus of the present invention will be described below in relation to its application for use in a railroad environment. However, it will be appreciated by those skilled in the art that the system, method and apparatus of the present invention can be employed to convey information along any line, such as a pipeline delivering water over a distance or any similar serial carriage system

Referring to Fig. 1, a railway track 10 is depicted having a plurality of communication nodes 20 mounted thereto at regular intervals therebetween. In the embodiment depicted the communication nodes 20 are shown closer together than would be the case in normal usage for simplicity, It will be appreciated that when installed the communication nodes will be installed from between 100m -lkm apart, depending upon the application.

Each of the communication nodes 20 is physically secured in position to the rails 12 of the track 10 and functions autonomously. Each node 20 houses a power source and an electronic controller which is capable of sensing the presence of a train traveling on the track 10 in immediate proximity thereto, as well as transmitting information about its own state and status. Each communication node 20 is also able to function as a radio repeater so as to receive and pass on messages from other adjacent communication nodes 20. The manner in which communication occurs along the track 10 will be discussed in more detail below.

Referring to Fig. 2, the manner in which each communication node 20 is attached to the rail 12 of the track 10 is shown. Each node 20 has a main body 22 that is configured to house the power source and the electronic controller of the device in a secure and sealed manner. A lower jaw member 24 extends from the main body 22 so as to project beyond the main body 22. An upper jaw member 26 is pivotally connected to the main body 22 so as to project beyond the main body above the lower jaw member 24. The upper jaw member 26 is able to be flipped backwards, in a pivoting motion, such that it extends substantially orthogonally with respect to the lower jaw member so as to provide an opening therebetween to receive the base of the rail 12 in the manner depicted. A gripping arm 28 extends from the frontmost edge of the lower jaw member 24. The gripping arm 28 is configured to be positioned under the rail so as to grip the base of the rail on an opposing side thereof, as shown. The distal end of the gripping arm 28 has a half-loop portion 28a formed therein to facilitate gripping of the opposing base of the rail 12. The gripping arm may be extendable from and retractable into the lower jaw member 24 such that its length of projection can be varied to accommodate different rail configurations.

To secure the communication node 20 in position on the rail 12, the gripping arm is first passed under the rail 12 so as to engage with the opposing side of the base of the rail 12, as shown in Fig. 2. The upper jaw member is then flipped into a backwards position and the length of the gripping arm 28 is adjusted by retracting the gripping arm 28 into the lower jaw portion 26 such that the lower jaw portion 26 is received under the base of the rail 12. The upper jaw portion is then pivoted forward to engage with the upper surface of the base of the rail 12, thereby sandwiching the base of the rail 12 between the upper and lower jaw portion 26, 24. The upper jaw portion 26 can then be locked in position to secure the communication node 20 to the rail 12.

Once positioned, the communication node 20 becomes a permanent fixture of the track 10. The node 20 is retained under the upper surface of the track 12 and will not be subject to significant force during use. If the node 20 fails and requires maintenance, the cover 23 of the main body 22 can be simply opened to access the power source and controller unit 30 as required, as is depicted in Fig. 4. The main body 22 may have a NFC tag and a magnet mounted therein. Upon removal of the power source and controller unit 30 from the main body, the device will turn off. Similarly, once the power source and controller unit 30 are inserted into the main body 22, the magnet will enable the controller to power on and the NFC reader/writer present in the controller will identify the NFC tag of the main body and cause the node 20 to configure its operating state to that which is set in the NFC tag.

As previously discussed, each communication node 20 houses control electronics to facilitate the detection of various events and radio communication to facilitate transmission of data associated with such detected events and the node status to be transmitted to neighbouring nodes 20 for passing along the line. Each node 20 has a battery unit housed therein which is sufficient to provide the power needs for the node for a period of 5 years minimum. As the nodes 20 have minimal power requirements to operate, there is minimum draw upon the battery.

The power source and controller unit 30 of each communication node 20 houses one or more sensing elements for providing sensory capability. In a preferred form, these sensory elements include a three-axis accelerometer, a three-axis gyroscope, and a three-axis magnetometer. These sensor elements, make it possible for the communication node 20 to detect a variety of different aspects of operation, ranging from the ability to detect the arrival of a train at that point along the track 10, the continual presence of a train at that point along the track 10 and the departure of a train from that point of the track 10. The measurements taken from these sensor elements also enable the communication node 20 to determine not only the presence of a train, but also the direction of travel of the train. Each communication node 20 also comprises a real-time (time of day) clock and GPS receiver that is able to provide a precise location of their point along the track and a time stamp for any event being reported. The communication node 20 may also include a thermometer to provide an indication of track temperature, and any other data considered necessary to detect the state of the communication node and surrounding track. Each communication node 20 may be programmed to emit a packet at predetermined time intervals, i.e. every 60 - 360 seconds, to ensure that the communication system is functioning correctly.

To provide for tamper detection, the power source and controller unit 30 of each communication node 20 may also include a tilt sensor that aids in detecting whether a communication node 20 has been tampered with. In this regard, should the main body 22 be removed from engagement with the rail with the power source and controller unit 30 still present therein, the tilt sensor will detect such a movement of the main body 22, outside of acceptable limits. The controller unit will then determine the unit to be in a state of Tamper and will report this state and the location of the communication mode 20. The communication mode will then be in an ‘out of service’ state. When placed in such a state, namely where the main body 22 and the power source and controller unit 30 are removed from the rail but remain in contact, the communication node 20 is not able to operate, even though the node 20 may be located within or adjacent the track. This is to prevent the node from communicating erroneous information from the sensing data which may result from the orientation and position of the communication node being altered.

The radio communication facility housed in each communication node 20 includes an RF transmitter/receiver that is capable of receiving and transmitting data over a predetermined distance. Typically this distance is sufficient to facilitate communication between multiple neighbouring communication nodes located upstream and downstream of that communication node 20. In this regard, each node 20 is able to function as a radio repeater to pass on a signal received from a neighbouring node 20 along the rail track 10.

Once fitted, each communication node 20 is placed in a powered down state where it does not communicate except for its transmission of configured periodic alive packets. Only when the communication node 20 is subject to a vibration that exceeds a vibration threshold does the node 20 ‘wake up’ and become operational. This vibration is typically due to a train approaching along the track or a significant change in track conditions which may be due to tampering of the track or other damage being caused to the track by natural or other sources. The accelerometer will measure the vibration and determine whether a train is approaching. The magnetometer will measure whether the train is over the communication node 20 through measurement in the x/y/z-axis. Together, the accelerometer and the magnetometer will work together to determine whether the train is over the communication node 20 and whether the train is moving. In this regard, it will be appreciated that the magnetometer may require an initial set-up whereby a series of background field measurements are initially taken to establish a base reading for determining whether a train is present. In this regard, when a train stops over the communication node, and the accelerometer is no longer taking a reading, the magnetometer is able to compare the reading against the previously established background reading to determine whether the vehicle is still present and is stopped above the communication node 20. A train will be determined to have passed when the accelerometer output has fallen below a set point and the magnetometer has returned to show an output consistent with the background base reading.

The gyroscope may also take a reading of rail displacement which can be used to identify the presence of a train moving due to the mass of the train periodically bending/moving the rail. In this regard, the gyroscope is also able to determine if the degree of movement of the rail is outside pre-set limits to indicate to an operator whether maintenance is required to the specific rail section.

It will be appreciated that in order to validate that each of the sensory elements present with communication node 20 are correctly working; the node 20 may have an internal test mechanism which will be initiated each time the node 20 transmits data. If a sensor is deemed to have failed, the status of the failure will be transmitted within the data packet.

The signal transmitted by a node includes the state and status of the communication node. In this regard, if the node is transmitting a signal indicating that its status is not operational, the signal will be sent along the track 10 to be received and actioned by a concentrator, whereupon a maintenance team will be sent to attend to that communication node to perform corrective maintenance.

The manner in which data will be transmitted by the communication nodes 20 along a track 10 is shown in Fig. 5. As is depicted, at point ‘A’ along the track 10, node 20 emits a signal indicative of a detected event. This may be the detection of a train passing over the node 20. This data is transmitted by each node 20 as a broadcast forward packet at ‘A’, whereupon the data is received by each neighbouring node 20 and sent to each further node 20 along the line. The data package indicates that the originating communication node 20 is in an operational state together with the data associated with the event. The communication node 20 receiving the data packet is able to measure the Received Signal Strength Indicator (RSSI) and determine whether the level is within a preset range that determines whether it should forward the data packet or wait for another communication node 20 to do so. If the receiving node 20 determines that the RSSI is within the range, namely that it is the furthest node 20 from the transmitting node 20 that has received the data packet, it will advance the “hop count” and transmit the data packet along the line. All the other communication nodes 20 located along the line that also received the same data packet will be advised that the packet was forwarded and discard their receipt of the packet. If the RSSI was of a strength that another communication node 20 also forwarded the data packet, then as the identical data packets become forwarded down the line, other nodes 20 will determine the existence of two or more data packets of the same data and stop the duplication from occurring, in the knowledge that it had already been forwarded. An event data packet will take priority over any alive data packet as data packets are forwarded along the line.

Each of the individual communication nodes 20 form a linear network 50 of nodes 20 along which data can travel, in either direction. At each end of a node network 50, there is provided a concentrator 40, as depicted in Fig. 6. The concentrator 40 collects and reports event and exception data received from the node network 50. The concentrators 40 will rebroadcast each received data packet so as to confirm its receipt. The concentrator 40 is typically housed off the track 10 and is provided with mains power and connected to the internet or an intranet, via a router or the like. Upon receipt of the data from the node network 50, the concentrator 40 converts the data into an Internet Protocol (IP) form where it can be received and processed by a Rail Operating Authority. This enables the Rail Operating Authority the ability to report and detect train related events occurring on the track 10 and to ensure that the status of the node network 50 is in continual working order.

It will be appreciated that in the event of a single communication node 20 failure, the network of nodes will still function to transfer data. Sequential failure of two or three communication nodes 20 will still allow forwarding of data packages and as such, multiple sequential failures can still be tolerated within the system of the present invention. Should a sequential string of communication nodes 20 fail such that it is not possible to transmit a data package along one direction, it is still possible that the data package can be sent in the opposite direction. Hence, reporting of two concentrators 40 delivers consistent levels of operability under extreme and diversified levels of system failure.

As is shown in Fig. 7, a warning sign 55 may be simply converted from a passive warning sign to an active warning sign, in accordance with an embodiment of the present invention. As depicted, the warning sign 55, which may be in the form of a simple stop sign, can be fitted with appropriate electronics and warning lights 56 to convert the passive stop sign in to an active warning signal 55, to provide a visual warning of the approaching train on the track 10. It will be appreciated that in the absence of an available power supply, the warning sign 55 is able to function in a first mode as a communication node 20 which is able to receive and transmit emit data between other communication nodes 20 indicative of state and status of the track.

In this arrangement, the warning sign 55 will also function as a Concentrator to a local network of communication nodes 20a that will be operating on the rail in addition to the main network of nodes 20. Such a “sub-network” of nodes 20a will operate on different frequencies to the main node network and as such each node network will not communicate to the other. The warning sign 55 controller will be able to communicate with both node networks.

The communication nodes 20a on the sub-network will be distributed locally to the crossing and will provide the warning sign controller 55 with significantly enhanced granularity of presence and location of a vehicle on the track. Equally under vehicle present conditions, the communication nodes 20a of the subnetwork of nodes will be reporting at a rate of one data packet per second until the vehicle has passed and the crossing has been cleared.

Typically, the crossing will employ two warning signs 55 and both signs 55 will have a controller with one being a master and one being a slave. In the event of a master sign controller failing the slave will take over. The warning signs 55 comprise either an RX1 or RX2 configured Passive Give way or Stop indication along with the addition of a Set of conforming red LED luminaires 56 which will be flashed at the rate declared by the Rail Regulator. A further enhancement will be to have multi-colour RGB LEDs that will allow for the lights 56 to flash amber red or green on selection. The manner in which a crossing may be configured could vary within differing territories if so proscribed or considered.

The node network 50 of the present invention provides a simple and effective means for transmitting information along a rail track about the presence of a state of the track. By positioning communicating nodes at regular intervals, current status data about trains and the like is able to precede the train which can be used not only for tracking and reporting purposes, but also to trigger crossings and the like. Such a system of communication does not require mains power connection nor does it require the presence of a reliable telecommunications network to transmit data between nodes. Rather, the node network uses the presence of other nodes to pass on data, which data can be used to convert previous passive warning signals into active warning signals that can use lights and other warning methods to alert drivers of the oncoming train and the need to stop.

It will also be appreciated by those skilled in the art that the present invention, through a combination of sensing what is occurring on the track and communicating data associated with the sensed condition of the track along the track, active crossing upgrades are possible in areas where only passive crossings were considered possible.

Throughout the specification and claims the word “comprise” and its derivatives are intended to have an inclusive rather than exclusive meaning unless the contrary is expressly stated or the context requires otherwise. That is, the word “comprise” and its derivatives will be taken to indicate the inclusion of not only the listed components, steps or features that it directly references, but also other components, steps or features not specifically listed, unless the contrary is expressly stated or the context requires otherwise.

It will be appreciated by those skilled in the art that many modifications and variations may be made to the methods of the invention described herein without departing from the spirit and scope of the invention.

Claims (14)

1. The claims defining the invention are as follows:

   1. A system for transmitting information data along a track, comprising: a track defining a path along which a vehicle travels; a plurality of communication nodes mountable to the track at predetermined points along said path, each communication node capable of detecting and transmitting information about the presence of a vehicle on said track and/or information about the status of said communication node and/or track; at least one concentrator located adjacent said track to receive the information transmitted from at least one of the plurality of communication nodes and for converting said information into a data stream capable of transmission via a public wired/wireless network to a data receival centre; wherein data transmitted from a communication node is passed in a linear manner between multiple communication nodes to said at least one concentrator for processing.
2. 2. A system for transmitting information data according to claim 1, wherein the track is a railway track and the vehicle is a rail vehicle.
3. 3. A system for transmitting information data according to claim 2, wherein the plurality of communication nodes comprise sensors for detecting the presence of a rail vehicle passing the communication node, as well as direction of travel of said rail vehicle as it passes said communication node.
4. 4. A system for transmitting information data according to claim 3, wherein the sensors comprise any one or more of a three-axis accelerometer; a three-axis gyroscope and a three-axis magnometer.
5. 5. A system for transmitting information data according to any one of the preceding claims, wherein each communication node further comprises a battery unit for supplying power needs for said communication node and each communication node transmits a status signal about the state of operation of said node at regular intervals.
6. 6. A system for transmitting information data according to claim 3 or 5, wherein each communication node comprises an RF transmitter/receiver for receiving and transmitting data over a predetermined distance.
7. 7. A system for transmitting information data according to claim 6, wherein the predetermined distance is sufficient for facilitating communication between multiple communication nodes along said track in both an upstream and a downstream direction.
8. 8. A system for transmitting information data according to claim 7, wherein where there is no vehicle on said track in the immediate vicinity of a communication node, each communication node is placed in a low power mode where it exhibits minimal functionality.
9. 9. A system for transmitting information data according to claim 8, wherein when said communication node is in said low power mode, it is capable of only transmitting a regular signal indicating that it is still on-line.
10. 10. A system for transmitting information data according to claim 8 or 9, wherein each communication node is capable of waking from said low power node in the presence of vibration emanating from a passing vehicle on the track immediately adjacent the communication node.
11. 11. A system for transmitting information data according to any ne of the preceding claims, wherein each of the communication nodes form a linear network of communication nodes which enable a message to be transferred therealong in dual directions.
12. 12. A system for transmitting information data according to claim 1, wherein each communication node comprises; a body configured to be attached to a base of a rail of a railway track associated with said rail network, the body comprising: a lower jaw member configured to be positioned under said rail; a gripping arm configured to extend from said lower jaw member to engage the opposing side of the rail; and an upper jaw member pivotally connected to said body so as to be moved between an open position to receive the rail between the upper jaw member and the lower jaw member and a closed position to securely grip the rail between the upper jaw member and the lower jaw member such that the body is retained in secure position with respect to the rail, at a position adjacent the base of the rail and below the upper surface of the rail; an electronic controller comprising one or more sensors for detecting information about the presence of a vehicle on said track and information about the status of node and/or track; a transmitter/receiver for receiving said information from a neighbouring communication node and for transmitting said information to said other neighbouring communication node; and a power source contained within said body for providing power to operate said electronic controller and said transmitter/receiver.
13. 13. A communication node for detecting and transmitting information about a rail network comprising; a body configured to be attached to a base of a rail of a railway track associated with said rail network, the body comprising: a lower jaw member configured to be positioned under said rail; a gripping arm configured to extend from said lower jaw member to engage the opposing side of the rail; and an upper jaw member pivotally connected to said body so as to be moved between an open position to receive the rail between the upper jaw member and the lower jaw member and a closed position to securely grip the rail between the upper jaw member and the lower jaw member such that the body is retained in secure position with respect to the rail, at a position adjacent the base of the rail and below the upper surface of the rail; an electronic controller comprising one or more sensors for detecting information about the presence of a vehicle on said track and information about the status of node and/or track; a transmitter/receiver for receiving said information from a neighbouring communication node and for transmitting said information to said other neighbouring communication node; and a power source contained within said body for providing power to operate said electronic controller and said transmitter/receiver.
14. 14. A method of transmitting information data along a railway track comprising; mounting a plurality of communication nodes according to claim 2 at regularly spaced intervals along said railway track; facilitating interaction between neighbouring communication nodes to receive and retransmit data received from a neighbouring communication along said railway track to said other communication node; gathering said data at a concentrator for converting said data into a format for transmission over a dedicated public wired of wireless communication network; and reviewing and acting on said received data.