CN105612094B - Prograde orbit design description - Google Patents
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- CN105612094B CN105612094B CN201380080161.XA CN201380080161A CN105612094B CN 105612094 B CN105612094 B CN 105612094B CN 201380080161 A CN201380080161 A CN 201380080161A CN 105612094 B CN105612094 B CN 105612094B
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- track switch
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- 238000013461 design Methods 0.000 title description 3
- 238000000034 method Methods 0.000 claims abstract description 22
- 230000008859 change Effects 0.000 claims abstract description 19
- 230000004044 response Effects 0.000 claims abstract description 7
- 230000011664 signaling Effects 0.000 claims description 20
- 239000000203 mixture Substances 0.000 claims description 3
- 230000007175 bidirectional communication Effects 0.000 claims 4
- 238000009472 formulation Methods 0.000 claims 1
- 238000004891 communication Methods 0.000 description 6
- 238000005516 engineering process Methods 0.000 description 6
- 230000003137 locomotive effect Effects 0.000 description 6
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- 230000033001 locomotion Effects 0.000 description 4
- 238000010276 construction Methods 0.000 description 3
- 230000001737 promoting effect Effects 0.000 description 3
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- 238000013475 authorization Methods 0.000 description 2
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Classifications
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- B61L15/0062—
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L15/00—Indicators provided on the vehicle or vehicle train for signalling purposes ; On-board control or communication systems
- B61L15/009—On-board display devices
-
- 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
- B61L25/00—Recording or indicating positions or identities of vehicles or vehicle trains or setting of track apparatus
- B61L25/06—Indicating or recording the setting of track apparatus, e.g. of points, of signals
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L3/00—Devices along the route for controlling devices on the vehicle or vehicle train, e.g. to release brake, to operate a warning signal
- B61L3/02—Devices along the route for controlling devices on the vehicle or vehicle train, e.g. to release brake, to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control
- B61L3/08—Devices along the route for controlling devices on the vehicle or vehicle train, e.g. to release brake, to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control controlling electrically
- B61L3/12—Devices along the route for controlling devices on the vehicle or vehicle train, e.g. to release brake, to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control controlling electrically using magnetic or electrostatic induction; using radio waves
- B61L3/125—Devices along the route for controlling devices on the vehicle or vehicle train, e.g. to release brake, to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control controlling electrically using magnetic or electrostatic induction; using radio waves using short-range radio transmission
-
- 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
- B61L25/06—Indicating or recording the setting of track apparatus, e.g. of points, of signals
- B61L25/065—Indicating or recording the setting of track apparatus, e.g. of points, of signals for signalling systems on the vehicle using current conduction
Abstract
Disclosed embodiment provides a kind of system and method, ability that is enabled or improving train operator with automatically detected in response to train handoff path or route in the case of the input not from train operator train operator train when general or handoff path or route.Disclosed embodiment enables the route that the train is currently advanced and the train assumes the ability of the route to be switched to automatically determined and predicted orbit/route switches before they occur.Thus, disclosed embodiment is configured to change by track/course to provide steering instructions appropriate, rather than only reacts track/course change.
Description
Technical field
Disclosed embodiment provides a kind of track/course handoff association for being provided by using wayside signal with train
Information with improve enhancing safety ability method.
Background technology
The whole world has developed various traditional train protection systems, and target is to provide railway technology facility to ensure people
For the safety operation under fault condition.
Positive Train Control (PTC) is related to conventionally known technology, is designed to prevent train to the colliding of train, surpasses
Speed oversteps the limit, caused due to the result of the uncommitted intrusion of train the roadway workers operated in the boundary of worker injures and deaths or
Damage and prevent train movement by the turnout in errors present.Although automation that PTC system is realized based on them and
The degree of functional grade, the system structure utilized and Train Control that they can take is in complexity and Combination
On be extensively varied, but the consistent place of PTC system is that they are processor-based signal and Train Control system
It unites (see Title 49Code of Federal Regulations (CFR) Part 236, Subpart H), utilizes computer
And radio data link completes PTC functions, for example, monitoring and controlling train movement to provide the safety of enhancing.
More specifically, PTC needs train to receive the position about it and where be allowed to safely travel (i.e. " mobile
Authorize ") information.Train implements these mobile authorizations to prevent unsafe movement to mobile unit.PTC system usually makes
It is navigated with global positioning system (GPS) to track train movement or calculate their orbital position using other mechanism.Thus,
PTC mean provide train stewards or avoid collision, line speed implement, interim rate limitation and ensure railway worker roadside pacify
Entirely.
However, various other benefits can be reached by using PTC；For example, the information for being obtained by PTC system and being analyzed can
To enable vehicle-mounted (on-board) and outer (off-board) system of vehicle to control the locomotive of train and composition to increase fuel efficiency
And it executes for improving the locomotive diagnosis safeguarded.Because the data utilized by PTC system are wirelessly transmitted, so other answer
With the data can also be used.
The train protection system of early stage is referred to as " train stopping ", is still used by various metropolitan subway systems.
In this realization method, each signal on side is moveable fixture, and fixture, which is touched, if signal is red is passing through
Train on valve and open brake circuit, to application train emergency brake；If signal shows green, clip quilt
Avoid and do not interfere the operation of train.
Other systems include Integra-Signum systems, and wherein train is only affected at given position, such as nothing
By when train ignore red signal, emergency brake is applied and the motor of locomotive is shut down.Additionally, which usually requires
Operator confirms the remote signal (for example, continuous automatic warning system-CAWS) that display stops or pays attention to；Train operator pair
The failure of signal response causes train to stop.This realization method provides enough braking distances for train mutually immediately；So
And because from red signal to the distance of next barrier may for train brake to stopping it is too short, be based on this
The system that kind confirms always does not prevent the accident in the station of train crossedpath usually.
Such as the more advanced system of PZB or Indusi provides the locomotive signaling (cab signaling) and row of interval
Vehicle protect system, calculate determine train whether the brake cruve that can stop before next red signal, and if row
Vehicle cannot stop before next red signal, and brake train.One disadvantage of which is if signal has been switched to
Acceleration green then that train is prevented before signal.In order to overcome the problem, the one of such as Linienzugbeeinflussung
It is long-range between local signal that a little systems allow other magnet to be placed on, or the data from signaling system to car-mounted computer
Transmission is continuous.
Newer traditional PTC trains protection system uses locomotive signaling, wherein train consistently receive about they with
The information of the relative position of other trains.Within the system, car-mounted computer processor runs to train operator and shows that he can
Software how soon driven, and replace him dependent on external signal.The system of the type and bullet train are general, wherein train
Speed make train operator that can not possibly read external signal and between the length or remote signal and local signal of train
Distance it is too short for train brake.
Invention content
According to a kind of system of disclosed embodiment offer and method, the ability of train operator is enabled or improved to examine
Survey train operator train when will or handoff path or route.According to disclosed embodiment, system and method can be with
It is automatically made in response to train handoff path or route in the case of the input not from train operator.
Disclosed embodiment enables the route that the train is currently advanced and assumes the train route to be switched to
Automatically determine.
In addition, disclosed embodiment enables the ability of predicted orbit/route switching before they occur.Thus, it is open
Embodiment be configured to more effectively provide suitable steering instructions by track/course variation, rather than only to track/
Route is reacted.
Description of the drawings
Fig. 1 is shown in which that disclosed embodiment can be implemented as the railway system for promoting improved train and track switch to navigate
System.
Fig. 2 shows the examples according to the track switch that can be navigated of disclosed embodiment；
Fig. 3 shows the second example of the track switch construction that can be navigated according to disclosed embodiment；
Fig. 4 shows the third example of the track switch construction that can be navigated according to disclosed embodiment；
Fig. 5 shows as the Train Control and the example of user interface that provides of operator's auxiliary system on train；
Fig. 6 shows the 4th example of the track switch construction that can be navigated according to disclosed embodiment；And
Fig. 7 A-C are shown according to for promoting the method performed by the disclosed embodiment of track switch navigation.
Fig. 8 shows the example for the equipment that may be used to provide disclosed embodiment.
Specific implementation mode
Disclosed embodiment improve train operator detect his train when by or the energy of handoff path or route
Power.According to disclosed embodiment, system and method can be in the case of the input not from train operator in response to row
Vehicle handoff path or route and automatically do so.
Through the disclosure, description is related to driverless train protection (ATP) signal and feature.It should be appreciated that presently disclosed implementation
Example can be used in combination with the ATP system all over the world used and/or other PTC systems.Therefore, special for ATP or PTC system
Any reference of sign is merely exemplary and is not limited to the practicability of presently disclosed embodiment.
For multiple reasons, tradition determines that track/course switching is unreal using global positioning system (GPS) location technology
Border.First, in the implementation, GPS technology is not distinguished reliably between neighbouring interior prograde orbit mutually.In addition, GPS is not
It can predict that route switches；Thus, the use of GPS technology cannot provide reliable drive advice to train operator.
In order to solve these problems, disclosed embodiment can be implemented as capture wayside signal and be fitted from data selection
When route.Similarly, disclosed embodiment can automatically determine the route and assume the train that train is currently advanced
The route to be switched to.
Thus, disclosed embodiment captures wayside signaling information and selects route appropriate with automatically true from the data
Determine the route and assume the train route to be switched to (that is, switching when close to one or more track switches that train is currently located
To the position of the chance of different track or route).Thus, disclosed embodiment enables following ability：Switch in track/course
Predicted orbit/route, which switches and changed to train operator by track/course, before generation provides steering instructions appropriate
Rather than only track/course change is responded.
For example, as shown in Figure 1, in the railway system 1, train 105 can be by various alternative paths 120 (path 1-n)
It advances on the track of composition.Disclosed embodiment is utilized in the antenna 110 and one or more roadsides antenna 115 on train
Signal communication before determines that train and 125 relevant position of upcoming switch location, wherein train may be switched to
Different paths 120.
In general, such as PTC system of driverless train protection (ATP) provides the track switch instruction of three types：Main line (meaning
Finger signals train and rests on main line (ML)), left track switch (mean that signaling train goes to use close left side
Track switch (LT)) and right track switch (meaning to signal train to go to use close right track switch (RT)).
Using various traditional ATP (or PTC) systems, track switch instruction can be obtained from driver's cabin code (cab code),
It can be by mutual lock control.For example, they can be sent along railway as 40Hz electric currents and by before guide wheel
Coil receives.In this case, may exist 4 different driver's cabin codes：50- codes are (next in current block
End route is produced with 60km/h, that is, the end of the next blocks of LoA=)；75- codes (" letter next at " stopping "
Number ", that is, the end of block current LoA=)；120- codes (next at " attention " " signal ", that is, LoA=is next
The end of block)；180- codes (next at " passing through " " signal ", that is, LoA=be more than next block end not by
It limits).Thus, in the realization method, when driver's cabin code is 50- codes, track switch information can be designated as by ATP system
" LT " or " RT, " is respectively used to left track switch or right track switch.For other codes, track switch information can be for main line " ML ".
Next signal after the direction advanced track switch Information application to next route.Therefore, ATP track switches indicate
Conceptually it is considered advanced track switch instruction or instruction.
According at least one of disclosed embodiment, track switch instruction is sent via from each wayside signal antenna 115
Signal of communication to car antenna 110 is sent to Train Control software.Thus, track switch instruction can be used for the length along route
Read and from each (for example, antenna 115) in the mutiple antennas provided along track roadside receive by it is every
It can change after one signal.
By using roadside aerial signal information, the software run ON TRAINS preferably can objectively and with it is various
Route/track 120 associatedly determines the current location of train and receives for the current outline along train in track 120
The advanced track switch of close track switch indicates, wherein current profile is defined as wanting the rail network used by train
Currently assigned route.However, current profile can change in any track switch or the intersection in rail network.
In addition, by using wayside signaling information, the control system of train software realization can be in Train Approaching track switch
Receive the change of processing and response track switch instruction.Such as this can be because such as being based on such as rail fault or more by ATP
The various field conditions of new track condition, when next route state exist change when, route can with train along
The route is advanced and is actually changed.As a result, the instruction of ATP track switches can change with the next route of Train Approaching.
Fig. 2 shows the ATP track switches instructions moved and shown on main line (ML) with train.With under track 200
The frame of " ML ", " RT " or " LT " in face represents at the orbital position from antenna (such as antenna 115 as shown in Figure 1) to operation
The track switch instruction of member's display.Note that because by signal (for example, come self-corresponding roadside antenna) 1,2 and 4 trains by with
Signal notice goes to rest on main line (ML), so train is not switched on the track " B " of replacement at track switch 205.
Fig. 3 shows to indicate using the ATP track switches that left track switch shows by track and continuation with train.Pay attention to believing
The train signaled at number 1 uses left track switch.However, due to being had been notified that between signal 1 and signal 2 in operator
Track switch LT when, after by signal 2 track switch instruction change back to " ML ".In addition, maintaining main line ML signals simultaneously at signal 3
And train is back to the main line ML except track " B " at junction 210.
It should be understood that expected signal continues to be LT until the head of train has already passed through the beginning of alternate track B
Until.Alternatively, train can be given ML signals before train enters LT；Thus, alternatively, it is contemplated that
Train will no longer walk track switch and will stay on ML at the intersection.It is any to be achieved in that possible and signal changes institute
Point can be customized to demand for security preferred or being arranged by system.
According to disclosed embodiment, it is " alternate track " B until train that Train Control software, which should keep current track,
End by the outlet of loop (that is, alternate track B and be parallel to alternate track " B " main line ML part " A " one
Rise) until so that train groups are suitably presented loop and apply the correct rate limitation from ATP.
However, simultaneously, the reasonable change of the track switch instruction in the rail portion between signal 1 and signal 2 leads needs
Cause the current orbit being correspondingly arranged.Thus, disclosed embodiment utilizes one group of ATP transponder associated with signal
(transponder)；According to disclosed embodiment, the vehicle-mounted Train Control on the train by these transponders and operator
Assistance system (for example, the commercial system sold by New York pneumatic brake under " LEADER " trade mark) via ATP transponders message from
Transponder receives communication.Thus, vehicle-mounted Train Control and operator assist system to can be used for detecting the class that track switch instruction changes
Type.For example, if track switch instruction changes before signal 2 shown in Fig. 3, current orbit value can change immediately.Hereafter, such as
The instruction of fruit track switch changes (it will be typically returned to " ML ") after signal 2, and then current orbit value will be ignored, once also, train
End by the exit point of loop, current orbit value can be set back to ' A '.
According to disclosed embodiment, assist system that can make using the vehicle-mounted Train Control of disclosed embodiment and operator
With ATP largest portions speed and ATP maximums train speed to guide operator to assist prompt.
One that the tradition of ATP track switch information uses is limited in, and vehicle-mounted Train Control and operator assist system cannot
More than two route is likely to be present between multiple " RT " routes at individual signals or multiple " LT " routes and carries out area wherein
Point.
More specifically, considering example layout shown in Fig. 4.As shown, if two " LT " routes 410,415 are drawn
Two different destinations are directed at, for example, mine, then each option will in vehicle-mounted Train Control and operator's assistance system
With different profiles.Therefore, the subsequent route in different profiles is likely to will have actually distinct speed to limit
System；However, vehicle-mounted Train Control and operator's assistance system will cannot be based only upon the ATP of " LT " before the signal 1 shown in Fig. 1
Track switch instruction predefines this.
As a result, traditional vehicle-mounted Train Control and operator assist system to will not be able to recommend to lead to the accurate of signal 1
Throttle valve/brake setting, until encountering about profile switching is confirmed after some transponders known to another profile.This
Be due to any " plan of carrying out ahead of schedule " (Look Ahead) function, including train dynamics future anticipation such as：Provide current train
Speed, acceleration, brake weight and the vehicle-mounted power of control setting (i.e. throttle valve, dynamic brake and air brake setting) are not
It predicts, and assists track threshold value (i.e. rate limitation and driving threshold value) progress of system with vehicle-mounted Train Control and operator
Its then relatively cannot include actually correct rate limitation.
A mode for solving the problems, such as this is that train operator is needed to assist system using vehicle-mounted Train Control and operator
User interface specify any destination to change.As shown in figure 5, this is used for vehicle-mounted Train Control and operator assists the machine of system
System can be provided to need train operator to select two icons to select the destination substituted.
Thus, as shown in figure 5, user interface 5 may include the soft of the basic row provided in user interface on the screen
' change destination ' icon 505 in function key.Thus, the selection that " change destination " icon is received from train operator it
Afterwards, vehicle-mounted Train Control and operator assist system may be configured to determine train direction of travel (such as based on increase chain
Survey length or reduce chainage), and depending on direction of travel, display assists system with based on vehicle-mounted Train Control and operator
The list of the associated potential destination of direction of travel for available train system data of uniting is (for example, be stored in vehicle-mounted memory
In and can realize that vehicle-mounted Train Control and operator assist one or more computer disposals of system by runs software
Device access or via the communication interface realized in vehicle-mounted Train Control and operator's assistance system via access vehicle outside data but
It is addressable).
It is receiving with after the selection of one of the potential destination of display associated new destination, system can be this moment
Update current outline is simultaneously switched to it to be based on profile offer train operator assistance.
Therefore, the ability of the enabled overlapping degree for increasing alternative route of disclosed embodiment makes vehicle when close to intersection
" plan of carrying out ahead of schedule " function of load Train Control and operator's assistance system, which can be accessed, is sent out another main line by ATP system
The rate limitation gone out.As track profile design and the result of rear office support (for example, by utilizing disclosed embodiment
Running train rail system user management and the information and infrastructure that utilize) this is possible.It is handed over for example, representing
Each alternative route of fork can have it to extend out to such as 3 miles of reach to explain " plan of carrying out ahead of schedule " distance.Cause
And when rear office software receives speed limit data, vehicle-mounted Train Control and operator assist system software this moment may be used
To create the rate limitation of the reach for replacement.This allow vehicle-mounted Train Control and operator assist system to software into
The row plan of carrying out ahead of schedule with when the instruction of ATP track switches notifies vehicle-mounted Train Control and operator to assist system that will intersect use exist
Rate limitation in the profile of destination, as shown in Figure 6.
Disclosed embodiment can be using ATP target velocities and to the distance of desired value to instruct operator to assist prompt.
More specifically, once defining target location, ATP can count the range-to-go such as communicated in ATP screen updates message.
Thus, vehicle-mounted Train Control and operator assist system that initial target location can be calculated as example closer to 5%.Therefore,
When ATP count down to target location apart from when, if the target location newly calculated is closer to (it illustrates for when Train Approaching target
The 5% of range-to-go becomes smaller), therefore the possibility of calculated target location is further away from then vehicle-mounted Train Control
Assist system can more new target location with operator.However, if the target location calculated is further away from current target
Position 1km, then it may be assumed that this be authorize limitation it is true extension (its can provide about train be authorized to advance still not
The specific position for the current orbit profile/route for being more than) and can more new target location.
According to disclosed embodiment, the main line in east (MLE) and the intersection between the main line in west (MLW)
Mouth can also more effectively be navigated.In addition, individually configuration (is similar in vehicle-mounted Train Control and operator's assistance system
The decision point or switching table utilized) objective contour can be specified in the end of intersection.In addition, when Train Approaching intersection
Rate limitation in objective contour can be assisted by vehicle-mounted Train Control and operator system carry out ahead of schedule plan functional software
It uses.
However, vehicle-mounted Train Control and operator assist the navigation appropriate of system to be also required at the position close to track switch
The reasonable change of the track switch instruction of (for example, between signal 1 and 2 in Fig. 2-3 in part) should result in correspondingly by vehicle-mounted
Train Control and operator assist the current orbit that system is arranged.
Therefore, if track switch instruction changed before signal 2, current track is changed immediately.However, if track switch
Instruction changes (it will always be to revert to " ML ") after signal 2 and then indicates to change and will be ignored, thus, as Figure 2-3, once
The end of train is set back to ' A ' by the exit point of loop, current track.
According to disclosed embodiment, the position of signal 2 can be exported from the MP or milestone of part, and wherein milestone is to close
In the specific position with the associated current orbit profile/route value of signal element in the storage data for rail network,
This for rail network storage data comprising for current profile rate limitation and such as switch location, transponder,
The significant terms destination locations for rail network of hot tank etc..Alternatively, it can be assisted from vehicle-mounted Train Control and operator
Part MP values associated with signal in configuration file used in system export position.
Assist the mistake in the inside chainage of system in order to be responsible for vehicle-mounted Train Control and operator, signal it is effective
Position can (value be assisted in vehicle-mounted Train Control and operator by such as 500 meters of (for example, closer to close train) forward
It is configurable in system).
According to disclosed embodiment, vehicle-mounted Train Control and operator assist system to may be configured to use ATP responses
Device message switches train profile.It should be appreciated that the transponder in train system may belong to 0 or multiple vehicle-mounted Train Controls
System track profile is assisted with operator.By making transponder assist system track profile with vehicle-mounted Train Control and operator
List is associated, transponder can be identified in configuration file, and when vehicle-mounted Train Control and operator assist system from ATP
Vehicle-mounted Train Control and operator assist system being capable of automatically handoff path profile when system receives transponder event.
It is identical that the vehicle-mounted Train Control and operator assist system configuration file that can may belong to using multiple transponders
Group the fact and remove certain redundant entries.Therefore, can by ATP tracks wire size, substitute transponder group number and ATP in the group
The range of orbital position and identify transponder group.Thus, the set of profile that transponder group can belong to it is associated.
Furthermore, it is possible to give tacit consent to track profile for each transponder group selection.For example, the transponder group on main line western part
There can be the acquiescence profile for being set as * MLW.The asterisk wildcard (*) can be used for by keep it is identical set out with destination when from
MLE selects optimal profile when switching.For example, when encounter its give tacit consent to profile be * MLW transponder after via MLE from
When 7M-BF switches, new profile can be selected as 7M-BFviaMLW.
When from deviateing there are the junction of more junctions wherein under track, for example, when the final mesh of train
Ground when having no knowledge about, the concept of the track profile of acquiescence can also be useful.Signal and institute are assumed at the chainage
There is parallel route association.
Disclosed embodiment may be implemented in state transformation at least partially through management data variable.Next state turns
The management of change can be the responsibility of current state.Thus, the setting or removing of any state variable can also be in transition stage
The responsibility of pervious current state.
Fig. 7 A-C are shown using the transformation of this state according to for promoting the disclosed embodiment of track switch navigation to execute
Method.As shown in Figure 7 A, original state 700 can be that train is not close to track switch.Once vehicle-mounted Train Control and operator association
Auxiliary system receives track switch indication signal 705 from roadside transponder, must determine that track switch instruction is equal to ML (main line) 710 or RT
(right track switch)/LT (left track switch) 715.If it is indicated that signal is equal to ML, then original state is remained and " is not close at 720
Trouble ".However, if track switch instruction is equal to RT/LT, state is changed into " not passing through close to track switch but track switch signal " 725.
According to the state 725, also as shown in Figure 7 B, the reception of another track switch indication signal 730 can indicate that two lead to
One of know：Track switch instruction is equal to RT/LT745 equal to ML or undefined value 740 or track switch instruction.If track switch instruction is equal to ML
Or undefined value, then close track switch instruction may be mistake, thus state changes back to " original state:It is not close to
Track switch " 7.
Alternatively, if track switch instruction is equal to RT/LR at 745, it is determined that the current location of train is in track switch position
It sets before 750 or after switch location (plus the tolerance value of such as 1km to ensure that accurate state changes).If train is worked as
Preceding position is before switch location, then state is maintained " not passing through close to track switch but track switch signal " 725；However, if
Current train position is after track switch is plus tolerance value, then state is changed into the new state 760 " by track switch signal ".
In the state 760, also as seen in figure 7 c, the tail of train 765 is determined based on the roadside transponder signaling received
The position in portion.There are three options for determination tool：The tail portion of train is by alternative route (for example, alternative route B, such as Fig. 2-3
It is shown) 770 end, the tail portion of train not by the end of alternative route and track switch instruction be reset to main line (ML) 775 with
And the tail portion of train does not indicate to be reset to LT/RT 780 by the end of alternative route but track switch.If the train at 770
Tail portion is by the end of alternative route, then state changes back to original state " being not close to track switch " 700.If train
Tail portion is not reset to ML by the end of alternative route and track switch indication signal, then state remains " passing through track switch " 770.
At 780, determines and test depositing for the existing potential of multiple track switches and multiple alternative routes as a result
.More specifically, being stored on train or can be by realizing vehicle-mounted, Train Control and operation by the addressable file data of train
Member assists the software of system to use to be located in the interested project in rail network；The interested region can with it is each
It is designated in the kind associated storage data of track profile.Normally, what indicator at these locations indicated multiple routes can
Can property and enabled systems take into account when that train is in the region.Thus, at 780, determine that another alternative route is found
790 or it is not found 795.If finding another alternative route at 790, state changes back to " close to track switch but road
Trouble signal does not pass through " 725, as shown in figs. 7 a-b.If not finding another alternative route, state keeps " passing through track switch "
770 from another roadside transponder until receiving signaling.The roadside transponder (corresponding to antenna 115 shown in Fig. 1) is often
Often it is separated by every 10-15km along train rail to be arranged.
With on various trains Train Control and operator's auxiliary system and its component combined and disclosed implementation may be implemented
Example.It will thus be appreciated that disclosed embodiment can be contained in or be coupled to Train Control and operator's auxiliary on train
System unit, such as may include hardware, software, firmware or some that speed is provided and is shown including PTC system module
Combination, the speed control unit at least one locomotive of train, dynamically notice speed control unit changes track or letter
The component of number condition, the onboard navigation system for executing fixed speed limitation along train path and track profile database,
Signaling equipment existing for notice train is configured to so as to the bidirectional data communication link communicated with central PTC system, the center
PTC system is configured to directly send out mobile authorization to train.
Therefore, it is possible to realize the function of above-mentioned identification with the various combinations of the hardware of above-mentioned identification, software and firmware.Cause
This, in order to execute the operation of these types, the train that setting executes these operations may include intelligently showing in (but not limited to) Fig. 8
The equipment gone out.As shown, train intelligence 800 can be included on train 105 (as shown in Figure 1).Without concerning realization method,
Train intelligence 800 may include one or more computer processing units 805, can be coupled to memory 810 and (be embodied as
One or more conventionally known and commercially available programmable and/or read-only or Reprogrammable memory devices).Memory
810 can be used for storing it is associated or realization and is optionally grasped control software 815 with control software 815 and optionally operating system
Make the computer instruction of system or for executing in one or more computer applications, software code encapsulation and/or various calling
Or including subroutine in operation environment 820.These instructions can be used for executing includes in the above method and determination
Instruction.
In addition, according to disclosed embodiment, train can also include intelligently one or more communication port 825, enable
Message and signaling, the reception of data and control instruction and transmission (signaling that such as transponder receives from roadside).In addition, row
Vehicle intelligence 800 may include man-machine interface 830, such as may include following display, enables the operator to receive and check
The data for being utilized or being generated by train intelligence 8 provide instruction or input direction to control software 815, access in memory 810
Including data etc..As a result, man-machine interface 830 can also include other conventionally known features comprising keyboard, mouse
Mark, touch tablet, various buttons and switch etc..
Claims (16)
1. a kind of Train-navigation system, including：
The train control system of positioning ON TRAINS, wherein the train control system includes：Processor；With relational processor
Database comprising how have should be along the track profile of the predefined parameter of particular course operation about train；And day
Line receives track switch indication signal from roadside transponder；And
The wherein described processor is programmed to determine the position of train from track switch indication signal, and as by track switch indication signal
The result of the variation of the particular course of instruction assesses whether to need to change the operation of train, and uses roadside transponder signal
Come in each other nearby in parallel train rail between distinguish,
The Train-navigation system further comprises the user interface for being coupled to the processor, and the wherein described processor base
It by drive advice formulation and is output to described via the user interface in the position for the train determined and current orbit profile
The train operator of train,
The wherein described current orbit profile includes the upcoming orbital segment indicated for along the current orbit profile
Rate limitation information.
2. Train-navigation system according to claim 1, wherein the processor is also used and connect via bidirectional communication link
The GPS data of receipts determines the position of train.
3. Train-navigation system according to claim 1, wherein the processor uses the roadside transponder signaling number
It is distinguished according to this between neighbouring interior parallel train rail each other.
4. Train-navigation system according to claim 1, wherein the processor is based on the roadside transponder signaling number
According to automatically determining route that the train is currently advanced and the train is assumed to be the route to be switched to, and via institute
It states user interface and the train operator is formulated and is output in corresponding train operator suggestion.
5. Train-navigation system according to claim 1, wherein the processor exports following drive advice, which builds
View considers the rate limitation for the upcoming orbital segment along the current orbit profile.
6. Train-navigation system according to claim 1, wherein the processor is based on the roadside response received
Device signaling data formulates the prediction of upcoming route switching.
7. Train-navigation system according to claim 1, wherein the processor and bidirectional communication link cooperate with
It is that the train selects route appropriate to capture roadside transponder signal data and be based at least partially on the data.
8. Train-navigation system according to claim 1, wherein the processor is based on the roadside transponder signaling number
According to automatically determining route that the train is currently advanced and the train is assumed to be the route to be switched to, and via institute
It states user interface and the train operator is formulated and is output in corresponding train operator suggestion.
9. a kind of providing the method suggested for Train-navigation to train operator, the method includes：
Track switch indication signal is received from roadside transponder；
The position of train is determined based on track switch indication signal；
The result of variation as the particular course indicated by track switch indication signal assesses whether to need to change the operation of train,
And
It is distinguished between neighbouring interior parallel train rail each other using roadside transponder signal,
The method further includes providing the user interface for being coupled to processor, and the wherein described processor is based on determining
Train position and current orbit profile the row of the train are formulated and be output to drive advice via the user interface
Vehicle operator,
The wherein described current orbit profile includes the upcoming orbital segment indicated for along the current orbit profile
Rate limitation information.
10. according to the method described in claim 9, the wherein described processor also uses the whole world received via bidirectional communication link
The position of positioning system data and the determining train.
11. according to the method described in claim 9, the wherein described processor using the roadside transponder signaling data to locate
It is distinguished between neighbouring interior parallel train rail each other.
12. according to the method described in claim 9, the wherein described processor is based on the roadside transponder signaling data automatically
Determine that route that the train is currently advanced and the train are assumed to be the route to be switched to, and via user circle
Face the train operator is formulated and is output in corresponding train operator suggestion.
13. according to the method described in claim 9, wherein the processor exports following drive advice, consider for along
The rate limitation of the upcoming orbital segment of the current orbit profile.
14. according to the method described in claim 9, the wherein described processor is based on the roadside transponder signaling number received
According to and formulate the prediction of upcoming route switching.
15. according to the method described in claim 9, the wherein described processor and bidirectional communication link cooperate to capture roadside
Transponder signal data, and it is that the train selects route appropriate to be based at least partially on the data.
16. according to the method described in claim 9, the wherein described processor is based on the roadside transponder signaling data automatically
Determine that route that the train is currently advanced and the train are assumed to be the route to be switched to, and via user circle
Face the train operator is formulated and is output in corresponding train operator suggestion.
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| PCT/US2013/064329 WO2015053778A1 (en) | 2013-10-10 | 2013-10-10 | Parallel tracks design description |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN105612094A CN105612094A (en) | 2016-05-25 |
| CN105612094B true CN105612094B (en) | 2018-09-14 |
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|---|---|---|---|
| CN201380080161.XA Expired - Fee Related CN105612094B (en) | 2013-10-10 | 2013-10-10 | Prograde orbit design description |
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| EP (1) | EP3055182A4 (en) |
| CN (1) | CN105612094B (en) |
| AU (1) | AU2013402448B2 (en) |
| BR (1) | BR112016007488A2 (en) |
| MX (1) | MX369912B (en) |
| RU (1) | RU2676597C2 (en) |
| WO (1) | WO2015053778A1 (en) |
| ZA (1) | ZA201601845B (en) |
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| CN111211865A (en) * | 2019-12-26 | 2020-05-29 | 广东智源机器人科技有限公司 | Vehicle communication method and device and vehicle communication detection circuit |
Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN202115549U (en) * | 2011-05-23 | 2012-01-18 | 成都可益轨道技术有限公司 | Intelligent recognition system for railway locomotive tracks |
Family Cites Families (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB1469510A (en) * | 1973-06-21 | 1977-04-06 | British Railways Board | Train control |
| DE2512910A1 (en) * | 1975-03-24 | 1976-10-07 | Standard Elektrik Lorenz Ag | METHOD FOR GUIDING A VEHICLE FROM AN AREA OF AUTOMATIC CONTROL THROUGH A CONTROL CENTER INTO A AREA OF INDIVIDUAL CONTROL |
| US5415369A (en) * | 1993-09-29 | 1995-05-16 | Rockwell International Corporation | Railroad in-cab signaling with automatic train stop enforcement utilizing radio frequency digital transmissions |
| US6397130B1 (en) * | 2000-04-13 | 2002-05-28 | Ensco, Ltd. | Multi-sensor route detector for rail vehicle navigation |
| US8214091B2 (en) * | 2007-10-18 | 2012-07-03 | Wabtec Holding Corp. | System and method to determine train location in a track network |
| US8175764B2 (en) * | 2008-02-22 | 2012-05-08 | Wabtec Holding Corp. | System and method for identifying a condition of an upcoming feature in a track network |
| US8452467B2 (en) * | 2008-09-11 | 2013-05-28 | General Electric Company | System and method for verifying track database information |
-
2013
- 2013-10-10 BR BR112016007488A patent/BR112016007488A2/en not_active Application Discontinuation
- 2013-10-10 RU RU2016109471A patent/RU2676597C2/en active
- 2013-10-10 EP EP13895273.4A patent/EP3055182A4/en not_active Ceased
- 2013-10-10 CN CN201380080161.XA patent/CN105612094B/en not_active Expired - Fee Related
- 2013-10-10 MX MX2016004077A patent/MX369912B/en active IP Right Grant
- 2013-10-10 AU AU2013402448A patent/AU2013402448B2/en not_active Ceased
- 2013-10-10 WO PCT/US2013/064329 patent/WO2015053778A1/en active Application Filing
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2016
- 2016-03-16 ZA ZA2016/01845A patent/ZA201601845B/en unknown
Patent Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN202115549U (en) * | 2011-05-23 | 2012-01-18 | 成都可益轨道技术有限公司 | Intelligent recognition system for railway locomotive tracks |
Also Published As
| Publication number | Publication date |
|---|---|
| EP3055182A4 (en) | 2017-06-28 |
| CN105612094A (en) | 2016-05-25 |
| MX2016004077A (en) | 2016-12-07 |
| MX369912B (en) | 2019-11-26 |
| EP3055182A1 (en) | 2016-08-17 |
| WO2015053778A1 (en) | 2015-04-16 |
| RU2016109471A (en) | 2017-11-15 |
| RU2676597C2 (en) | 2019-01-09 |
| BR112016007488A2 (en) | 2017-08-01 |
| ZA201601845B (en) | 2017-05-31 |
| AU2013402448A1 (en) | 2016-04-14 |
| AU2013402448B2 (en) | 2017-05-25 |
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