EP2210791A1 - Automatischer Zugschutz und Anhaltsystem - Google Patents

Automatischer Zugschutz und Anhaltsystem Download PDF

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Publication number
EP2210791A1
EP2210791A1 EP09460006A EP09460006A EP2210791A1 EP 2210791 A1 EP2210791 A1 EP 2210791A1 EP 09460006 A EP09460006 A EP 09460006A EP 09460006 A EP09460006 A EP 09460006A EP 2210791 A1 EP2210791 A1 EP 2210791A1
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Prior art keywords
train
coordinates
events
cpu
route
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English (en)
French (fr)
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Pawel Nosal
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Elte Gps Sp Z Oo
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Elte Gps Sp Z Oo
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Priority to EP09460006A priority Critical patent/EP2210791A1/de
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    • 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
    • B61L27/20—Trackside control of safe travel of vehicle or train, e.g. braking curve calculation

Definitions

  • the railways form significant segment of transportation of people and goods. Many industrial forecasts anticipate rapid development of this sector as an alternative to the road transport due to increasing needs of contemporary globalised community for rapid, safe and economically efficient transportation. Apart from only few fully automatised, computer-controlled railway systems, like MAGLEV, all systems of railroad transportation depent on human factor. The operators in the locomotive cockpits are burdened with responsibility for safe guiding the trains.
  • Present invention contributes to modem safety systems applied in railway vehicles and focuses on checking the operator's vigilance and readiness to properly react on events that occur on the railroads. More generally, proposed invention contributes to safety of public transportation.
  • the locomotive automatic braking system comprises a "dead man's" pneumatic appliance and is arranged to cause, on the occurrence of a brake application in that system, a service application of the brakes in the train braking system which, dependent on the selective conditioning of the train braking system will be either immediate or delayed, whereby operation of the automatic train control device initiates indirectly such service application.
  • the "dead man” device is further so arranged as to be capable of acting directly, when operated, on the train braking system in a manner causing therein an emergency application of the brakes, such action of the "dead man” device being immediate when the train braking system is conditioned for immediate application as aforesaid, and otherwise ineffective or subject to delay.
  • a safety device for a railway vehicle controlled by an unaccompanied driver includes means for producing warning signals and for stopping the train if a dead man's handle is released and for producing the same action each time the train has travelled through a predetermined distance unless the driver takes preventive action.
  • the device responds, quickly to the first condition and slowly to the second.
  • Warning device and switching circuit for stopping the train can be operated by associated bi-stable circuits build from AND and OR gates. Logical circuit follows the operator's actions and adequately controles the braking system.
  • British patent GB1324956 B1 (Rheinstahl AG, DE, 25.07.1973) reveals a deadman's handle arrangement for a rail vehicle which comprises compressed air operated fluidic elements wherein, upon inattentiveness of the driver, an audible signal is operated ignorance of which results, after a predetermined interval, in automatic braking. Pneumatic switch has to be closed at regular intervals to confirm vigilance.
  • Logical circuit is built, likewise in preceding patent document, from fluidic gates, AND, OR and NOR.
  • the circuit releases an electro pneumatic valve to operate the train brake.
  • the vigilance and warning cycles are 1 minute and 30 seconds repeatively.
  • the safety mode comes into operation when the dead man's pedal is released but with first period of two seconds and a second warning period of five seconds before the brakes are applied.
  • the locomotive In more advanced vigilance checking and warning systems the locomotive is equipped with a receiver of signals emitted by low-range electromagnetic beacons installed close to the rails, i.e. at the railroad side or under the rails, in reasonable distance before signalling lamps or other points on the railroad that require special attention from the locomotive operator, like the railroad switches.
  • the systems based on railroad beacon appliances are expensive because specialised railroad devices are expensive themselves, they have to be installed in very big number to make the system complete and reliable, supply with energy has to be secured and the maintenance costs are high. The overall costs can be so high that railway companies developing railroads in less favoured countries may be unable to deploy such systems, obviously with detriment to safety.
  • Proposed invention relates to an automatic train protection stop (ATPS) device, provided with both the functions of ATP and ATS by adding a K-Balise, on the ground, which is capable of transmitting ground information using a small air-gap data communication, and a ground information memory pack on a train.
  • ATP automatic train protection
  • ATS automatic train stop
  • a device transmitting ground information for the automatic train stop is called Balise.
  • the Balise is a device for transmitting, using data communication, ground information such as ground operation conditions, distance and position of the beacon, and a target speed from a ground equipment to an on-board equipment.
  • ground information such as ground operation conditions, distance and position of the beacon
  • K-Balise in this invention.
  • Described invention includes an on-board equipment including a main device, an on-board antenna, a speed detector connected to a shaft of wheel, an operation switch, a train controller, and a communication module, and a ground equipment including an ATS beacon connected to a track occupancy detection device, a K-Balise using data communication, and a program part for inputting ground information data to the K-Balise.
  • this invention it is possible to implement the high-speed data communication and to secure the security and reliability by operating in an available distance in electric source free scheme. Also, it has advantages of self-testing and operation recoding and maintaining functions and the improvement of the stability by protecting the no reaction and malfunctioning.
  • This invention does not provide a system checking the operator's vigilance and it is focused on providing the operator with the voice information such as "The current section is the below-150km/h section" or "The current section is under-working section” so as to alarm the operator for secure operation.
  • the train is equipped with a controller, reader, receiving device, and warning device.
  • the controller is connected to a brake and tachometer generator under the floor of the train.
  • a member of the crew of the train sets an IC card in the reader when he goes on board and the controller reads the running route information stored in the card. Then the controller compares the read running route information with running route information transmitted from the ground side through rails. When an error is found in the read running route information, the controller outputs it to the warning device.
  • the off-locomotive devices are used to control the train route and to transmit information to the on-board system which additionally works on personalised set of data stored in electronic card, but no checking of the operator's vigilance is performed.
  • JP 2007135292 A (Nat. Traffic Safety & Environment, JP, 31.05.2007) the authors showed how to inhibit excess of speed at the time of run by applying brake exactly when a limit speed is exceeded even if ATC is not introduced and even on a route with no track circuit.
  • the brake system comprising a speed generator, a GPS receiver and a GPS antenna, an ATS receiver, and a processor. According to this invention a distance-standard speed curve, a distance-limit speed curve, and positional information of a reference fixed point are inputted previously to the processor.
  • Signals from the speed generator, and the like are received and when a train is located at a fixed point, that fact is inputted and then the train position is matched to the positional information of the reference fixed point.
  • a distance-actual speed curve is determined from the speed information of the speed generator.
  • the calculated train position is corrected to the positional data of the reference fixed point.
  • a brake signal is delivered to a brake controller.
  • the brake signal is released.
  • the distance-actual speed curve, and the like, are recorded and stored.
  • Output signal from each of the above mentioned devices is received and when a train is located at the fixed point, that fact is inputted and the train position is matched to the positional information of the reference fixed point inputted previously.
  • train speed and train position are calculated from the speed information of the speed generator and a distance-actual speed curve is made.
  • the calculated train position is corrected to the positional data of the reference fixed point.
  • the distance-actual speed curve, correction of the reference fixed point to positional data, GPS positioning data, and input of detection of an ATS ground unit are recorded and stored.
  • Canadian patent document CA 2273400 A1 (Westinghouse Air Brake Co., US, 09.12.1999) proposes a system including GPS receivers and wheel tachometers for providing alternate sources of information for position determination.
  • An apparatus for determining the presence of a third rail disposed between parallel railroad tracks as a train progresses along said parallel railroad tracks and further for determining the relative direction of motion of said third rail with respect to said first two rails and further for determining the rate at which the third rail moves with respect to the first rails is disclosed, which is a low power radar sensor disposed underneath the rail vehicle and directed toward the rail on the opposing side of the vehicle.
  • two rail detectors are shown which are disposed on opposite sides of the rail vehicle.
  • the radar detectors are coupled with an onboard computing device and with other components of an advanced train control system which can be used for precisely locating the train on closely spaced parallel tracks and further for updating and augmenting position information used by the advanced train control system.
  • the American patent US 5129605 B1 (Rockwell International Corp., US, 14.07.1992) also follows the line of satellite navigation.
  • the invention is carried out in a "trackside transponder-less" fashion, in the sense that the large numbers of trackside transponders which would be necessary if they were the sole source of position determination are substantially reduced along a large majority of the track length.
  • the rail vehicle positioning system utilizes a multiplicity of sources including track circuits, transponders, and GPS data to update the wheel tachometer and further uses GPS data to affect wheel tachometer calibrations.
  • the aim of the invention is to provide an automatic train protection and stop system that will assist the locomotive operator by checking his vigilance in predetermined geographical locations and that will automatically trigger stopping braking procedure in case the operator's vigilance may be questioned, the system that will use the satelite navigation technology and on-board measuring devices to determine current position in space thus being independent from railroad-side devices, the system that will be universal, flexible, interoperable with other on-board computerised systems and relatively cheap.
  • the automatic train protection and stop system comprises a satellite positioning signal receiver provided with a satellite positioning antenna to collect signals emitted from the satellites networked in any of existing or deployed global navigation satellite systems, like GPS-NAVSTAR, GLONASS, Galileo, Beidou, IRNSS and others, with corrections provided by errors correction systems, like DGPS or WAAS/EGNOS.
  • the system may comprise the means like adapters or interfaces or sockets controlled with dedicated software for connecting the system to external source of the train positioning, preferably external satellite positioning signal receiver. This option is useful for example if for any reasons the locomotive has already been or will be equipped with another satellite positioning signal receiver.
  • the external source of the train positioning may also be based on on-the-ground telecommunication systems, in particular those arranged in cellular networks and using high-speed data transfer protocols, i.e. the telecommunication systems like GSM, GPRS, UMTS, EDGE, HSDPA, etc.
  • Other external sources of the train positioning are embraced by this invention as well, the speed and/or positioning measurement systems containing velocity and/or distance sensors and adequate cicuitry, mounted on the locomotive, are particular examples.
  • an operator vigilance check module which is a functional analogue of so called dead-man's handle.
  • the operator vigilance check module is much more powerfull subsystem than the dead-man's handle, as will be explained hereinafter, and it shall be understood in its broadest sense.
  • the system comprises central processing unit, which runs dedicated software and calculates output data from input data, memorised data and other system variables and parameters. Some parts or entire software may be stored in electronic modules. Central processing unit controls whole system, I/O (input and output) devices included. To execute procedure of checking the operator's vigilance and his readiness to properly react to any visual and/or acoustic stimuli, the system works on preset information about reference checkpoints distributed along the route of the train. This information is taken from at least one memory module where the information about spatial coordinates of the reference checkpoints is stored, for example in a table of records containing alphanumeric identifier of given reference checkpoint and its geographical coordinates. This module is called a reference checkpoint memory module.
  • Such exchangeable memory module may also be personalised which makes proposed system more flexible and interoperable with other systems based on personalised memory modules, e.g. electronic chip-cards assigned to authorised operators.
  • Good examples are the access authorisation systems to the locomotive door, engine key, or locomotive control system, which are activated after inserting personal chip-card into a slot.
  • These dedicated systems may be embedded in proposed automatic train protection and stop system, thus creating another series of preferred embodiments of the invention.
  • the system comprises additionally at least one, preferably exchangeable, memory module to store information about a map containing at least one route, preferably all routes along which the train can move, called route map memory module.
  • Exchangeability of the memory module facilitates updating, and adaptation of the system to specific requirements of the railway company.
  • This module preferably contains identifiers and coordinates of all reference checkpoints distributed along all routes. Resulting redundancy of information about spatial distribution of the reference checkpoints along current route is advantageous, because it protects the system from the critical data loss, e.g. in case of the memory module failure.
  • the operator vigilance check module of proposed system comprises a dead-man's handle. This is advantageous e.g. in upgrading of older models of locomotives, because this operation is relatively cheap since existing appliances and braking system may be used.
  • the operator vigilance check module comprises a subsystem called train emergency stop unit where checking procedure of the operator's vigilance is combined with emergency braking procedure executed if the operator fails to react in time for testing stimuli generated in course of checking procedure.
  • the embodiment of the train emergency stop unit may control an electro-mechanical air valve, i.e. the one that can be controlled by electro-mechanical actuator such as electric motor or solenoid, preferably through the relay, to activate the train brakes in state of emergency.
  • electro-mechanical actuator such as electric motor or solenoid
  • the operator vigilance check module contains light signalling device, e.g. a lamp on control desk in the cockpit, acoustic signalling device, e.g. a buzzer, and manual or foot-operated switch to switch-off light and acoustic signalling devices, preferably containing a push-button and electronic sub-system switching-off both light and acoustic signalling devices.
  • light signalling device e.g. a lamp on control desk in the cockpit
  • acoustic signalling device e.g. a buzzer
  • manual or foot-operated switch to switch-off light and acoustic signalling devices, preferably containing a push-button and electronic sub-system switching-off both light and acoustic signalling devices.
  • a velocity meter and/or a recorder of events This recorder collects and stores information about control events, the operator's vigilance checking procedures included, and the events of activation of emergency stopping braking.
  • the system may contain also, or instead of the velocity meter and the recorder, a tachograph to record a distance from reference point, normally starting point, and velocity of the train, and events, in particular the control events, the operator's vigilance checking procedures included, and the events of activation of emergency stopping braking.
  • the system comprises a train speed sensor and/or a train distance sensor, the latter measuring the distance from arbitrary reference point, e.g. from starting point, along the route.
  • Both sensors are connected to central processing unit and provide it with respective input data on linear velocity and distance from starting point.
  • the speed and distance sensors measure the train wheels revolutions and/or the Doppler effect.
  • Both internal and external satellite positioning signal receivers may transfer respective encoded information about current geographical position by wire or wireless means.
  • the analogue signal transfer is accepted within the invention, however digital means are preferred. These can be for example the protocols based on cellular networks, like GSM, GPRS, UMTS, EDGE, HSDPA mentioned above for the on-the-ground positioning sources.
  • both wire and wireless means of data transfer can be used, like IRDa, Bluetooth, WLAN and other technologies.
  • the geographical coordinates comprise three values, namely longitude, latitude and altitude above the sea level.
  • third coordinate, altitude is less accurate than the former two coordinates, longitude and latitude, nevertheless it may be exploited by invented system in determination of current position and in detection of the reference checkpoints, e.g. in the aircrafts.
  • proposed invention is not limited to the railways technology, but applies with necessary modifications to the land vehicles, water crafts and aircrafts. The modification may consist, for example in the airplanes, in changing the train emergency stop unit to an auto-pilot (obviously the engines should not be stopped) if the system shall check the pilot's vigilance.
  • the operator vigilance check module is activated.
  • This module generates a command for central processing unit to switch-on the light signalling device, and after first preset time interval, preferably from 1 to 10 seconds, to switch-on the acoustic signalling device, and to wait for the operator's reaction.
  • the central processing unit waits for pressing manual or foot-operated switch by the operator no longer than second preset time interval, preferably from 2 to 20 seconds, beginning from the moment of switching-on the light signalling device. If the operator reacts in time, the procedure is terminated.
  • the operator may even react before acoustic signal is switched-on, however to avoid accidental, erroneous or automatised pressing the off-button, it is recommended to instruct the operator to wait untill the acoustic signal device is switched-on and to press the off-switch again.
  • the software controlling the light and acoustic switches and the off-switch shall be modified accordingly.
  • the central processing unit initiates the train emergency stopping braking, preferably by switching-on the electronic air valve activating the train brakes.
  • the satellite or on-the-ground positioning system may unexpectedly fail to emit positioning signals, or the receiver in the train may fail, or the train may enter a zone where radio-signals are shadowed, e.g. in tunnels.
  • the system detects loss of data from internal or external positioning sources.
  • the system shall continue operator's vigilance checking procedure, the more so that all situations mentioned above are potentially dangerous because general level of safety is diminished.
  • invented method proposes to change instantaneously the way of determining the reference checkpoints untill the signal is recovered. In other words, by-passing procedure of determination of the reference checkpoints is executed.
  • current coordinates of the train are derived with use of the train speed sensor and/or the train distance sensor, measuring distance from arbitrary reference point selected on the route, preferably the starting point.
  • both speed and distance sensors play the role of external sources of the train positioning.
  • the recorder or the tachograph register current coordinates of the train derived from the satellite positioning signal and/or with use of the train speed sensor and/or the train distance sensor.
  • the recorder or tachograph register spatio-temporal coordinates of events, in particular the control events, the events of activation of emergency stopping braking, the events of change of the source of the train positioning.
  • the train may happen to change original route, because of various reasons related to traffic on the railway network.
  • the central processing unit registers the event of change of route and determines current changed route of the train.
  • the central processing unit further compares it to the route taken out of the route map memory module, and determines current new reference checkpoints with use of coordinates taken out of the route map memory module, and registers this changed route together with reference checkpoints in the recorder or the tachograph.
  • Original set of the reference checkpoints is preserved in the reference checkpoint memory module and respective original route is stored in the route map memory module, but new itinerary with new set of the reference checkpoints is stored in the system memory (random access memory, disc memory, flash memory, etc.) and preferably it is recorded in the recording device.
  • the system as disclosed in this specification can consist of physically separate modules connected by wires or with use of wireless technology, but it may also be built in single casing with necessary sockets, plugs, switches, indicators and energy supplier such as battery, feeder cable, transformer, etc.
  • the system incorporated in single casing can be made as a portable device.
  • Fig. 1 Preferred and alternative embodiments of the automatic train protection and stop system according to the invention are schematically shown on Fig. 1 , where used acronyms are those introduced in following section. Preferred embodiments are marked with solid lines while alternative embodiments are indicated with dashed lines. Other inputs and outputs of proposed system, necessary for its flexibility and interoperability are also marked with dashed lines. The arrows point at main directions of flow of data within the system. Dotted line between the central processing unit and the train emergency stop unit shows that invented system can be modified to perform other tasks, like emergency stop braking in cases other than lack of the operator's reaction to visual and acoustic stimuli. Just to give an example, one may consider automatic detection of an obstacle on the railroad, which may be invisible to the operator (snow, fog), commanding the central processing unit to trigger the procedure of emergency stop braking.
  • the automatic train protection and stop system comprises the satellite positioning signal receiver (SPSR) with the satellite positioning antenna (SPA).
  • SPSR satellite positioning signal receiver
  • SPA satellite positioning antenna
  • ESPSR external satellite positioning signal receiver
  • the ATPSS also contains the operator vigilance check module (OVCM).
  • the ATPSS comprises the central processing unit (CPU), and at least one reference checkpoint memory module (RCMM) with information about coordinates of the reference checkpoints.
  • the RCMM is preferably exchangeable.
  • the ATPSS comprises at least one route map memory module, (RMMM), also preferably exchangeable, with digital map containing at least one route, preferably all routes on which the train can move, with coordinates of respective reference checkpoints.
  • RMMM route map memory module
  • the operator vigilance check module comprises a dead-man's handle (DMH), but it is preferred to provide the OVCM with the train emergency stop unit (TESU).
  • TESU train emergency stop unit
  • EAV electro-mechanical air valve
  • R relay
  • the operator vigilance check module contains light signalling device (L), acoustic signalling device (A) and manual or foot-operated switch (S) of light signalling device (L) and acoustic signalling device (A).
  • the switch (S) contains a push-button and a sub-system switching-off both light signalling device (L) and acoustic signalling device (A).
  • the ATPSS contains the velocity meter (V) and the recorder (P) of events, like control events and the events of activation of emergency stopping braking. Alternatively or aside to V and P, it contains a tachograph (T) recording the distance and velocity of the train, and events as mentioned above.
  • V velocity meter
  • P recorder
  • T tachograph
  • the train speed sensor (TSS) and the train distance sensor (TDS) measure the train wheels revolution and/or the Doppler effect, and they are connected to the central processing unit (CPU).
  • current coordinates (x s ,y s ) of the train are compared in the central processing unit (CPU) with the reference checkpoints coordinates (x c ,y c ) taken out of the reference checkpoint memory module (RCMM) and at the moment of coincidence of current coordinates (x s ,y s ) of the train with any reference checkpoint coordinates (x c ,y c ) the central processing unit (CPU) activates the operator vigilance check module (OVCM).
  • Current coordinates (x s ,y s ) of the train are derived from the signal of satellite positioning received by the satellite positioning signal receiver (SPSR) with the satellite positioning antenna (SPA).
  • SPSR satellite positioning signal receiver
  • SPA satellite positioning antenna
  • current coordinates (x s ,y s ) of the train are taken from external source of the train positioning, like the external satellite positioning signal receiver (ESPSR), by wire or wireless means worked in digital technology.
  • the values of current coordinates (x s ,y s ) of the train and reference checkpoint coordinates (x c ,y c ) are compared with allowance to the tolerances ( ⁇ x s , ⁇ y s ) specified accordingly to the accuracy of the data provided by the SPSR or ESPSR and to anticipated maximum speed of the train.
  • the tolerances may range from 2-3 meters up to several dozens meters.
  • the central processing unit (CPU) switches-on the light signalling device (L), and after preset time interval ⁇ t 1 , preferably from 1 to 10 seconds, in realised embodiment 2,5 seconds, the central processing unit (CPU) switches-on the acoustic signalling device (A), and the central processing unit (CPU) waits for pressing the manual or foot-operated switch (S) by the operator no longer than preset time interval ⁇ t 2 , preferably from 2 to 20 seconds, in working embodiment 5 seconds, beginning from the moment of switching-on the light signalling device.
  • the central processing unit (CPU) initiates the train emergency stopping braking by switching-on the electro-mechanical air valve (EAV) activating the train brakes.
  • EAV electro-mechanical air valve
  • current coordinates (x s ,y s ) of the train are derived with use of the train speed sensor (TSS) and/or the train distance sensor (TDS), being the external sources of the train positioning during the time of lack of data from internal or external satellite positioning signal receivers.
  • TSS train speed sensor
  • TDS train distance sensor
  • the recorder (P) or the tachograph (T) registers current coordinates (x s ,y s ) of the train derived from the satellite positioning signal and/or with use of the train speed sensor (TSS) and/or the train distance sensor (TDS), and the recorder (P) or tachograph (T) registers spatio-temporal coordinates (x e ,y e ,t e ) of events, in particular the control events, the events of activation of emergency stopping braking, the events of change of the source of the train positioning.
  • the method anticipates that the central processing unit (CPU) registers the event of change of route and determines current changed route of the train and compares it to the route taken out of the route map memory module (RMMM), and determines current new reference checkpoints with use of coordinates taken out of the route map memory module (RMMM).
  • this changed route together with reference checkpoints is registered in the recorder (P) or the tachograph (T), however this step may be omitted, since all information about changed route may be derived afterwards from the data stored in the system.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
EP09460006A 2009-01-23 2009-01-23 Automatischer Zugschutz und Anhaltsystem Withdrawn EP2210791A1 (de)

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RU2454348C2 (ru) * 2010-09-20 2012-06-27 Виктор Иванович Дикарев Устройство для управления движением поездов с помощью искусственных спутников земли
AT511269A1 (de) * 2011-03-22 2012-10-15 Oebb Tech Services Gmbh Automatische bremsüberwachung
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CN110362066A (zh) * 2019-07-19 2019-10-22 湖南中车时代通信信号有限公司 一种基于磁浮系统的人工驾驶模式下的运控系统以及运控方法
CN113442970A (zh) * 2020-03-27 2021-09-28 比亚迪股份有限公司 列车跳跃控制方法、装置和列车
CN113442970B (zh) * 2020-03-27 2022-08-09 比亚迪股份有限公司 列车跳跃控制方法、装置和列车
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