CN105636854A - Using wayside signals to optimize train driving under an overarching railway network safety system - Google Patents
Using wayside signals to optimize train driving under an overarching railway network safety system Download PDFInfo
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- CN105636854A CN105636854A CN201380080128.7A CN201380080128A CN105636854A CN 105636854 A CN105636854 A CN 105636854A CN 201380080128 A CN201380080128 A CN 201380080128A CN 105636854 A CN105636854 A CN 105636854A
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- 238000013475 authorization Methods 0.000 description 3
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T17/00—Component parts, details, or accessories of power brake systems not covered by groups B60T8/00, B60T13/00 or B60T15/00, or presenting other characteristic features
- B60T17/18—Safety devices; Monitoring
- B60T17/22—Devices for monitoring or checking brake systems; Signal devices
- B60T17/228—Devices for monitoring or checking brake systems; Signal devices for railway vehicles
-
- 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 trains or setting of track apparatus
- B61L25/02—Indicating or recording positions or identities of vehicles or trains
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
- B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
- B60T13/66—Electrical control in fluid-pressure brake systems
- B60T13/665—Electrical control in fluid-pressure brake systems the systems being specially adapted for transferring two or more command signals, e.g. railway systems
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T7/00—Brake-action initiating means
- B60T7/12—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger
- B60T7/16—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger operated by remote control, i.e. initiating means not mounted on vehicle
- B60T7/18—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger operated by remote control, i.e. initiating means not mounted on vehicle operated by wayside apparatus
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L15/00—Indicators provided on the vehicle or train for signalling purposes
- B61L15/0018—Communication with or on the vehicle or train
- B61L15/0027—Radio-based, e.g. using GSM-R
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L15/00—Indicators provided on the vehicle or train for signalling purposes
- B61L15/0058—On-board optimisation of vehicle or vehicle train operation
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L15/00—Indicators provided on the vehicle or train for signalling purposes
- B61L15/0062—On-board target speed calculation or supervision
-
- 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 trains or setting of track apparatus
- B61L25/02—Indicating or recording positions or identities of vehicles or trains
- B61L25/025—Absolute localisation, e.g. providing geodetic coordinates
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
- B61L27/10—Operations, e.g. scheduling or time tables
- B61L27/16—Trackside optimisation of vehicle or train operation
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
- B61L27/20—Trackside control of safe travel of vehicle or train, e.g. braking curve calculation
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Transportation (AREA)
- Train Traffic Observation, Control, And Security (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
Abstract
Disclosed embodiments provide a system and methodologies that provide an optimized train driving strategy using wayside signaling while conforming to the requirements of a wayside track safety system, e.g., the "Automatic Train Protection" (ATP) System.
Description
Technical field
The disclosed embodiments provide one for by using wayside signal to provide the method that the train driving strategy optimized improves the ability strengthening safety while deferring to the requirement of " train automatic protection " (ATP) system.
Background technology
Various conventional train guard systems are developed all over the world, and the railway technology of safety operation when to be provided for ensuring that man-made fault is installed as purpose.
Positive Train Control (PTC) refers to the technology being conventionally known, its be designed to prevent train and the collision of train, hypervelocity derailing, unauthorized due to train invade cause to authorizing injures and deaths or the damage of the railway worker worked in boundary at it and preventing from being moved by the train switching in errors present to the left. Although the automatic level that PTC system is implemented based on them and function, the Solution Architecture of utilization and they it can be assumed that the degree of Train Control be extensively varied in complexity and precision, but PTC system is consistent to be in that they are the signal based on processor and the train control system (referring to title 49 code of federal regulations (CFR) part 236, subdivision H) that utilize computer and radio data link to complete PTC function (such as monitor and control train and move to provide the safety of raising).
More specifically, PTC requires that train receives the information relevant with its position and it is allowed to safely travel at which, i.e. " mobile authorization ". These mobile authorizations enforced by instrument on train, are therefore prevented from unsafe movement. PTC system is frequently used global positioning system (GPS) navigation and follows the tracks of train and move or utilize other mechanism to calculate its orbital position. Therefore, PTC aims to provide train stewards or collision is avoided, line speed is enforced, interim speed limits and guarantee railway worker wayside security.
However, it is possible to by using PTC to realize other benefits various; Such as, PTC system obtain and the information analyzed is capable of on plate and under plate system to control train and form locomotive increase efficiency gas and perform locomotive diagnosis to improve maintenance. Data because being utilized by PTC system are transferred wirelessly, so other application also are able to use data.
Early stage train protection system is referred to as " train retainer ", and it is still used by each metropolis subway system. In such embodiment, on each signal side is moveable fixture, and it touches by the valve on train when signal is redness and opens brake line, thus applies the brake hard of train; When signal illustrates green, fixture is backed out and is not stoped the operation of train.
Other system includes Integra-Signum system, and wherein train is affected only in given position, for instance no matter when danger signal ignored by train, all applies the emergency brake and closes the motor of locomotive. Extraly, such system often requires that operator confirms to illustrate the Remote signal (such as continuing automatic warning system-CAWS) stopping or warning; Train operator fails signal is responded to cause that train stops. Such embodiment provides the sufficient braking distance for the train followed each other; But, the thunder bolt in such station always not preventing train and path from intersecting based on the system confirmed, because too short and stopping can not be braked possibly for train to the distance of next barrier from danger signal.
Higher system (such as PZB or Indusi) provide point type locomotive signaling and calculating to determine braking curve that whether train can stop before next danger signal and train can not do so time braking train train protection system. One shortcoming of this method is in that to prevent before signal the acceleration of train when signal switches to green. In order to overcome this problem, some systems of such as Linienzugbeeinflussung allow extra magnet to be placed between Remote signal and family's signal, or from signaling system to plate on the data transmission of computer be continuous print.
Newer traditional PTC train protection system uses locomotive signaling, and wherein train receives constantly about its information to the relative position of other trains. In such a system, on train, computer processor runs and illustrates train operator how he can drive but not he relies on the software of external signal soon. Such system is usually used at high speed train, and wherein the speed of train makes train operator be difficult to read external signal, and the length of the train between signal and family's signal or distance are too short and can not brake for train a long way off.
Summary of the invention
The disclosed embodiments provide a kind of method, and the signal of train protection system is captured and by the computerized algorithm analysis on one or more computer processors that are in the Train Control run ON TRAINS and operator's aid system or that can be accessed by the Train Control on train and operator's aid system to formulate order and the instruction for optimizing train driving in the method. As a result, the train of the Train Control on the train designed according to the disclosed embodiments and operator's auxiliary control system any rule of overall train protection system is not violated.
Accompanying drawing explanation
Detailed description specifically quotes accompanying drawing, in the accompanying drawings:
Fig. 1 is the explanation of train system, wherein wayside security's system (such as automatic train protection system) and intelligent interaction on train and its plate.
Fig. 2 illustrates velocity profile and the true train velocity profile subsequently of security system, wherein utilizes the signal of the time providing the service of intervention according to the disclosed embodiments.
Fig. 3 illustrate execution to determine the whether operation in margin of safety of current driving strategy based on the data provided by the signal of the time providing the service of intervention.
Fig. 4 illustrates how to utilize objective speed position and target velocity subsequently when determining appropriate driving strategy according to the disclosed embodiments.
Fig. 5 illustrates about how using target location and speed to provide this concept of appropriate driving strategy.
Fig. 6 illustrates the embodiment that can be used in providing the equipment of the disclosed embodiments.
Detailed description of the invention
The disclosed embodiments provide the one method for providing the train driving strategy optimized while deferring to the requirement of the such train protection system including positive Train Control (PTC) and " train automatic protection " (ATP) system. Should be appreciated that presently disclosed embodiment can use in conjunction with ATP system and/or other PTC system used in the whole world. Therefore, ATP or any of PTC system feature are quoted only utilization that is exemplary and that be not limited to presently disclosed embodiment.
The disclosed embodiments provide a kind of method, in the method the signal of overall train protection system caught by the equipment on train and by operate in be provided ON TRAINS and computerized algorithm analysis on one or more computer processors in involved Train Control ON TRAINS and operator's aid system (commercial system under " LEADER " trade mark such as, New York AirBrake marketed). Train protection signal analyzed and for formulate formulated by the Train Control on train and operator's aid system and output, for the order of train driving optimized and instruction. As a result, the train of the Train Control on the train designed according to the disclosed embodiments and operator's auxiliary control system any rule of overall train protection system is not violated.
The disclosed embodiments can be strengthened safety by the train driving strategy implemented to optimize by using wayside signal to provide while deferring to the requirement of " automatic trainprotection " (ATP) system. Therefore, wayside signal is caught by the Train Control on train and operator's aid system.
The traditional wayside signaling system used by overall safety system is for controlling train speed and guiding train path via lamp signaling by solid-state wayside equipment. But, have been carried out the various regulations requiring that via such as PTC, such signal is wirelessly transmitted to train. More specifically, use PTC, roadside antenna system may be used for from the various workpiece of legacy equipment (such as track circuit, lamp etc.), data are transferred to train as digital signal, and is more specifically transferred to the one or more locomotives on the train of the Train Control on the train running the function being provided with presently disclosed embodiment and operator's aid system.
Therefore, the disclosed embodiments provide to be known from the Train Control on the train in the data of wayside security's system, warning and direction and operator's aid system, even if this information can also visually be provided to train operator.
If operator fails to take by action that is overall safety system recommendations, instruction or that require, then the Train Control on train and operator's aid system can be enforced and guarantee safe action. Extraly, by making Train Control on train and operator's aid system have the instruction access from the information in the data of wayside security's system, warning and direction, Train Control and operator's aid system on train can consider this data when providing the train driving direction optimized.
Such as, as it is shown in figure 1, in the railway system 100, train 105 can be advanced on the track including various route. The disclosed embodiments utilize and use antenna system 110 that the communication of signal is caught the information being generated by wayside security's system and being maintained.
The traditional wayside signaling system used by overall safety system is for controlling train speed and guiding train path via lamp signaling by solid-state roadside instrument. But, have been carried out the various regulations requiring that via such as PTC, such signal is wirelessly transmitted to train. More specifically, use PTC, data are transferred to train 105 as digital signal from the various workpiece of legacy equipment (such as track circuit, lamp etc.) by the roadside antenna 115 of Fig. 1, and are more specifically transferred to the one or more locomotives on the train of the Train Control on the train running the function being provided with presently disclosed embodiment and operator's aid system.
Therefore, the disclosed embodiments provide to be known from the Train Control on the train in the data of wayside security's system, warning and direction and operator's aid system, even if this information can also visually be provided to train operator.
If operator fails to take by action that is overall safety system recommendations, instruction or that require, then the Train Control on train and operator's aid system can be enforced and guarantee safe action. Extraly, by making Train Control on train and operator's aid system have the instruction access from the information in the data of wayside security's system, warning and direction, Train Control and operator's aid system on train can consider this data when providing the train driving direction optimized.
As it is shown in figure 1, under the direction of ATP system 100, train 105 can be advanced on the rail network including various route. The disclosed embodiments utilize communicating to the signal that antenna system 110 (including the antenna of roadside antenna and Train Control that is involved and that be coupled on train with operator's aid system 115) receives. By this way, it is positioned in the Train Control on the train on train 105 and operator's aid system 115 can catch the information being generated by ATP system and maintaining.
The traditional wayside signaling system used by overall safety system is for controlling train speed and guiding train path via lamp signaling by solid-state wayside equipment. But, have been carried out the various regulations requiring that via such as PTC, such signal is wirelessly transmitted to train. More specifically, use PTC, the antenna system 110 of Fig. 1 realizes to data as the digital signal transmission from the various workpiece trains 105 of traditional instrument (such as track circuit, lamp, etc.) and reception, and is more specifically transferred to the one or more locomotives on the train 105 of the Train Control on the train running the function being provided with presently disclosed embodiment and operator's aid system 115.
Therefore, the disclosed embodiments provide to be known from the Train Control on the train in the data of wayside security's system, warning and direction and operator's aid system, even if this information can also visually be provided to train operator.
If operator fails to take by action that is overall safety system recommendations, instruction or that require, then the Train Control on train and operator's aid system can be enforced and guarantee safe action. Extraly, by making Train Control on train and operator's aid system have the instruction access from the information in the data of wayside security's system, warning and direction, Train Control and operator's aid system on train can consider this data when providing the train driving direction optimized.
The disclosed embodiments provide a kind of for realizing the method for train driving strategy optimized in the safety being maintained at ATP system etc. while under protecting. In order to carry out this, the signal of ATP system is caught by the Train Control on train and operator's aid system and by controlling or providing the algorithm recommended or instruct to train handling person to consider in the Train Control run ON TRAINS and operator's aid system, train is made not violate any rule of overall safety system, the driving strategy simultaneously recommended or implement to optimize, to reduce gas consumption, improves safety etc.
For effective work, system needs to avoid triggering the intervention from ATP system. ATP system is effectively followed the tracks of the position of train and guarantees that train does not authorize boundary (LOA) by it, and it is that train is authorized to the highest distance position in close current route. Limit it addition, ATP system also examines train less than any speed in rail network. If train exceedes the threshold value of ATP system, then ATP system can depend on that situation triggers punishment brake application so that train is slack-off or trigger emergency is got involved.
The disclosed embodiments provide at least two method of this feature.
In the first the disclosed embodiments method, " providing the time of the service of intervention " signal is provided by train protection system (such as PTC or ATP system). This signal is sent from (comprising antenna signaling system 110) the wayside signal antenna being positioned adjacent to the track that train travels over together with other kinds of signal. This transmission is received by the antenna on (comprising in antenna signaling system 110) train and is analyzed to determine the train driving strategy of optimization by the Train Control on train and operator's aid system 115. More specifically, the train driving strategy optimized is generated based on various data by driving strategy engine 135, various data include such as from security system (such as, ATP, PTC, etc.) current train that comprises is dynamic 120 in 100 signals being transmitted sent, Train Dynamic prediction data 125 and provide the data of time of the service of intervention.
Thering is provided the signal of time of the service of intervention is the estimating of time at current train speed place, application is got involved or the punishment braking operation to change train according to the Train Control estimated on train of time and operator's aid system.
Fig. 2 illustrates velocity profile (such as ATP velocity profile) and the true train velocity profile (true train speed) subsequently of security system. The signal providing the time of the service of intervention includes the time providing the service of intervention being calculated as time difference (�� t) before true train velocity profile violates security system velocity profile.
Fig. 3 illustrate execution to determine the whether operation in margin of safety of current driving strategy based on the data provided by the signal of the time providing the service of intervention. As it is shown on figure 3, at 305 places, the signal based on the Train Control being sent to from security system on train and operator's aid system makes the determination about the time providing the service of intervention; In embodiments, this determines that can be based solely on the offer received from wayside security's system gets involved the data received the signal of the time of service.
At 310 places, it is determined that provide whether the time of the service of intervention adds threshold value more than zero. This threshold value is configurable parameter and measures in seconds; By making this value can configure, train or ATP system operator can realize its desired level of security when avoiding and providing and get involved service, namely arrange relatively decimal and allow the greater risk in driving strategy, because it provides less " buffering " in analysis. It is to say, when purpose is to avoid ATP to provide intervention service, by increasing at acceptable strategy and providing the buffering got involved between the point serviced, reduce the risk of this intervention in theory. In an identical manner, reduce buffering or threshold value enables the system to more radically work and provide the strategy closer to triggering the point providing the service of intervention.
There is provided the time of the service of intervention more than threshold value if comparing instruction, then make the determination that driving strategy is in margin of safety. Therefore, this instruction is exported at 315 places. But, provide the time of the service of intervention less than threshold value if comparing instruction, then make the determination that driving strategy is not in margin of safety. Therefore, this instruction is exported at 320 places. These instructions can be implemented as the data output of the software algorithm running Train Control and operator's aid system ON TRAINS simply and be used as duplication check or the confirmation that currently used driving strategy is optimized to avoid wayside security's system to provide the service of intervention. Alternatively, data are usable in other application and/or are output to train operator or are sent to overall safety system in some way to guarantee or to indicate the consideration of requirement of system or the requirement of compliance system.
In the second the disclosed embodiments method, define and utilize objective speed position and target velocity subsequently. More specifically, as shown in Figure 4, wayside security's system uses antenna system 100 that target velocity and target velocity position 405 are sent to train 400; Therefore, the Train Control on involved train ON TRAINS is transmitted this data to for the antenna of wayside security's system and in operator's aid system or be coupled to the Train Control on the train on train and the antenna of operator's aid system. Train Control and operator's aid system on train utilize the velocity amplitude sent as the permitted maximum speed at target location 405 (i.e. objective speed position) place. Train Control and operator's aid system on train utilize " prediction " function to make about including the train future anticipation in the various parameters of the speed of target location. Train Control and operator's aid system on train also determine that given current train controls to arrange other Train Dynamic various of (namely choke valve, dynamic brake and air damping are arranged), including the power in acceleration, brake force and train, and they subsequently with the comparison of track threshold value (i.e. the speed confine of security system and drive threshold value). By this way, the Train Control on train and operator's aid system can further ensure that the train driving strategy of current enforcement is in the margin of safety of regulation.
Fig. 5 illustrates about how using target location and speed to provide this concept of appropriate driving strategy. As it is shown in figure 5, target location and the target velocity in this position are received from security system 505 by the driving strategy algorithm (part of online Train Control and operator's system) optimized. This is via antenna system reception. Optimize driving strategy algorithm after 510 place's analytical data and use it as quoted by prediction function maximum can permissible velocity. As a result, make whether current driving strategy violates the determination of the target velocity in target location at 515 places.
Without, then make the determination that driving strategy is in margin of safety. Therefore, this instruction is exported at 520 places. But, will exceed via current driving strategy if comparing instruction maximal rate, then make the determination that driving strategy is not in margin of safety. Therefore, this instruction is exported at 525 places. These instructions can be implemented as the data output of the software algorithm running Train Control and operator's aid system ON TRAINS simply and be used as duplication check or the confirmation that currently used driving strategy is optimized to avoid wayside security's system to provide the service of intervention. Alternatively, data are usable in other application and/or are output to train operator or are sent to overall safety system in some way to guarantee or to indicate the consideration of requirement of system or the requirement of compliance system.
The disclosed embodiments can be implemented in conjunction with the Train Control on various trains and operator's aid system and parts thereof. therefore, it is to be understood that, the disclosed embodiments can be incorporated into or be coupled to the Train Control on train and operator's ancillary system components, including such as including hardware, software, the PTC system module that the offer speed of firmware or its particular combination shows, speed control unit at least one locomotive of train, dynamically notify the track of change or the parts of the speed control unit of signal conditioning, it is used to enforce navigation system and track cross-sectional data storehouse along the plate of the fixed speed boundary of train path, be configured to the signaling equipment of the existence of train notified thus be configured to directly send, to train, the bidirectional data communication link that the centralized PTC system of mobile authorization communicates.
Therefore, function identified above can be implemented with the various combinations of hardware identified above, software and estimation. Therefore, in order to perform the operation of these types, the train intelligence being provided to perform these operations can include, but is not limited to the equipment shown in Fig. 6. As shown in the drawing, train intelligence 600 can be contained on train 105 (as shown in Figure 1). Regardless of embodiment, train intelligence 600 can include one or more computer processing unit 605, and it is alternatively coupled to memorizer 610 (being implemented as one or more that be conventionally known and commercial able to programme and/or read-only or reprogrammable storage component part). Memorizer 610 may be used for computer instruction that is that storage is associated or that implement both control software design 615 and optional operating system or environment 620 with both control software design 615 and optional operating system or environment 620, and it is for performing protection operation in one or more computer utilitys, software code bag and/or the various so-called or subroutine that includes. These instructions may be used for performing in said method and the instruction that comprises in determining.
Additionally, train intelligence can also include realizing the reception to message and signaling (signaling such as received from roadside transponder), data and control instruction according to the disclosed embodiments and sending both one or more COM1s 625. Additionally, train intelligence 600 can include man-machine interface 630, and it can include such as enabling an operator to receive and examine the data being utilized by train intelligence 600 or producing, instruction or input direction are supplied to control software design 615, access the display of the data etc. comprised in memorizer 610. As a result, man-machine interface 630 can also include other features being conventionally known, including keyboard, mouse, touch pad, various button and switch etc.
Claims (25)
1. catching and analyze a Train-navigation system for the data from train protection system, described Train-navigation system includes:
Bidirectional communication link, it at least one antenna including receiving the signaling from multiple roadsides transponder, described signaling includes train data guard system data; And
Processor, it is based on the analysis of the roadside transponder signaling data received being determined the position of train and formulating order or the instruction of train driving for optimizing,
Wherein, described Train-navigation system ON TRAINS and is the Train Control on train and a part for operator's aid system, and
Wherein, described processor determines described order or instruction in response to the roadside transponder signaling received based on the position of train so that under the rule of described train protection system, Trigger services does not interrupt.
2. Train-navigation system according to claim 1, wherein, described train protection system controls train speed and guides train path via lamp signaling by solid-state wayside equipment.
3. Train-navigation system according to claim 1, wherein, described train protection system controls train speed and is wirelessly transmitted to train to guide train path via by train protection system signal.
4. Train-navigation system according to claim 1, wherein, described train protection system is followed the tracks of the position of train and guarantees that train does not authorize boundary by it.
5. Train-navigation system according to claim 1, wherein, described train protection system is automatic train protection system.
6. Train-navigation system according to claim 1, wherein, described train protection system is positive train control system.
7. Train-navigation system according to claim 1, wherein, if train exceedes the secure threshold of described train protection system, then described train protection system trigger punishment brake application is so that train is slack-off or trigger emergency is got involved.
8. Train-navigation system according to claim 1, wherein, it is provided that get involved the signal of the time of service captured and together with current train dynamically and Train Dynamic data of looking forward to the prospect be analyzed to determine the train driving strategy of optimization.
9. Train-navigation system according to claim 8, wherein, the described signal of time providing the service of intervention is the estimating of time at current train speed place, estimates the Train Control on described train and operator's aid system and application got involved or the punishment braking operation to change train according to the described time.
10. Train-navigation system according to claim 8, wherein, the analysis of the signal of the described time providing the service of intervention determines whether the described time providing the service of intervention adds threshold value more than zero, and described threshold value is the configurable parameter measured in seconds.
11. Train-navigation system according to claim 1, wherein, target velocity and target velocity position data be captured and Train Control on described train and operator's aid system are made about the train future anticipation in the speed of target location.
12. Train-navigation system according to claim 11, wherein, described future anticipation exceedes the maximal rate allowed by described train protection system.
13. Train-navigation system according to claim 1, wherein, described processor also uses the gps data received via described bidirectional communication link to determine the position of train.
14. Train-navigation system according to claim 1, also include: be coupled to the user interface of described processor, and wherein said processor is formulated drive advice via described user interface and exports described drive advice to the train operator of train.
15. Train-navigation system according to claim 6, wherein, the output of described processor considers the drive advice that the speed for the stable segment on the horizon along current orbit profile limits.
16. the method that the order being used for train operation or suggestion is supplied to train operator, described method includes:
Receiving the signaling from multiple roadsides transponder via the bidirectional communication link including at least one antenna, described signaling includes train protection system data;
By processor based on the analysis of the roadside transponder signaling data received being determined the position of train and formulating the order of train driving for optimizing or instruction, wherein said processor and described bidirectional communication link ON TRAINS and are the Train Control on train and a part for operator's aid system; And
Wherein, described processor determines described order or instruction in response to the roadside transponder signaling received based on the position of train so that under the rule of described train protection system, Trigger services does not interrupt.
17. method according to claim 16, also include: follow the tracks of the position of train and guarantee that train does not authorize boundary by it.
18. method according to claim 16, wherein, described train protection system is automatic train protection system.
19. method according to claim 16, wherein, described train protection system is positive train control system.
20. method according to claim 16, wherein, if train exceedes the secure threshold of described train protection system, then described train protection system trigger punishment brake application is so that train is slack-off or trigger emergency is got involved.
21. method according to claim 16, wherein, it is provided that get involved the signal of the time of service captured and together with current train dynamically and Train Dynamic data of looking forward to the prospect be analyzed to determine the train driving strategy of optimization.
22. method according to claim 21, wherein, the described signal of time providing the service of intervention is the estimating of time at current train speed place, estimates the Train Control on described train and operator's aid system and application got involved or the punishment braking operation to change train according to the described time.
23. method according to claim 21, wherein, the analysis of the signal of the described time providing the service of intervention determines whether the described time providing the service of intervention adds threshold value more than zero, and described threshold value is the configurable parameter measured in seconds.
24. method according to claim 1, wherein, target velocity and target velocity position data be captured and Train Control on described train and operator's aid system are made about the train future anticipation in the speed of target location.
25. method according to claim 24, wherein, described future anticipation exceedes the maximal rate allowed by described train protection system.
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|---|---|---|---|
| PCT/US2013/064312 WO2015053777A1 (en) | 2013-10-10 | 2013-10-10 | Using wayside signals to optimize train driving under an overarching railway network safety system |
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| CN105636854A true CN105636854A (en) | 2016-06-01 |
| CN105636854B CN105636854B (en) | 2017-04-26 |
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| CN (1) | CN105636854B (en) |
| AU (1) | AU2013402447B2 (en) |
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| RU2718625C1 (en) * | 2019-10-08 | 2020-04-10 | Акционерное общество "Научно-исследовательский и проектно-конструкторский институт информатизации, автоматизации и связи на железнодорожном транспорте" | Device for safe control of a locomotive |
| US11541919B1 (en) * | 2022-04-14 | 2023-01-03 | Bnsf Railway Company | Automated positive train control event data extraction and analysis engine and method therefor |
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| US5978718A (en) * | 1997-07-22 | 1999-11-02 | Westinghouse Air Brake Company | Rail vision system |
| CN101992795A (en) * | 2009-08-24 | 2011-03-30 | Ls产电株式会社 | Apparatus and method for controlling speed in automatic train operation |
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| CN103057553A (en) * | 2011-10-18 | 2013-04-24 | Ls产电株式会社 | Apparatus and method for controlling train speed |
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| US7731129B2 (en) * | 2007-06-25 | 2010-06-08 | General Electric Company | Methods and systems for variable rate communication timeout |
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| 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 |
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2013
- 2013-10-10 EP EP13895180.1A patent/EP3055183A4/en not_active Ceased
- 2013-10-10 RU RU2016109265A patent/RU2644069C2/en active
- 2013-10-10 BR BR112016007459-9A patent/BR112016007459B1/en active IP Right Grant
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- 2013-10-10 AU AU2013402447A patent/AU2013402447B2/en active Active
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- 2016-03-16 ZA ZA2016/01844A patent/ZA201601844B/en unknown
Patent Citations (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US5978718A (en) * | 1997-07-22 | 1999-11-02 | Westinghouse Air Brake Company | Rail vision system |
| CN101992795A (en) * | 2009-08-24 | 2011-03-30 | Ls产电株式会社 | Apparatus and method for controlling speed in automatic train operation |
| CN103057553A (en) * | 2011-10-18 | 2013-04-24 | Ls产电株式会社 | Apparatus and method for controlling train speed |
| CN102514602A (en) * | 2011-12-29 | 2012-06-27 | 浙江网新中控创新技术研究开发有限公司 | Method and system for planning and controlling train travelling speed |
Also Published As
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| CN105636854B (en) | 2017-04-26 |
| AU2013402447B2 (en) | 2017-05-11 |
| BR112016007459A2 (en) | 2017-08-01 |
| EP3055183A4 (en) | 2017-09-20 |
| ZA201601844B (en) | 2017-05-31 |
| WO2015053777A1 (en) | 2015-04-16 |
| MX2016004081A (en) | 2016-12-07 |
| EP3055183A1 (en) | 2016-08-17 |
| AU2013402447A1 (en) | 2016-04-14 |
| BR112016007459B1 (en) | 2022-05-03 |
| RU2016109265A (en) | 2017-11-15 |
| RU2644069C2 (en) | 2018-02-07 |
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