GB2554704A - Method for determining a speed of a track-bound vehicle - Google Patents
Method for determining a speed of a track-bound vehicle Download PDFInfo
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- GB2554704A GB2554704A GB1616886.6A GB201616886A GB2554704A GB 2554704 A GB2554704 A GB 2554704A GB 201616886 A GB201616886 A GB 201616886A GB 2554704 A GB2554704 A GB 2554704A
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- speed
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- bound vehicle
- time
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- 238000000034 method Methods 0.000 title claims abstract description 69
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- 238000005192 partition Methods 0.000 claims description 32
- 230000011664 signaling Effects 0.000 claims description 17
- 238000012545 processing Methods 0.000 claims description 10
- 238000012544 monitoring process Methods 0.000 claims description 8
- 238000005259 measurement Methods 0.000 description 9
- 230000001934 delay Effects 0.000 description 5
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Classifications
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01P—MEASURING LINEAR OR ANGULAR SPEED, ACCELERATION, DECELERATION, OR SHOCK; INDICATING PRESENCE, ABSENCE, OR DIRECTION, OF MOVEMENT
- G01P3/00—Measuring linear or angular speed; Measuring differences of linear or angular speeds
- G01P3/42—Devices characterised by the use of electric or magnetic means
- G01P3/50—Devices characterised by the use of electric or magnetic means for measuring linear speed
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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
- B61L25/021—Measuring and recording of train speed
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01P—MEASURING LINEAR OR ANGULAR SPEED, ACCELERATION, DECELERATION, OR SHOCK; INDICATING PRESENCE, ABSENCE, OR DIRECTION, OF MOVEMENT
- G01P3/00—Measuring linear or angular speed; Measuring differences of linear or angular speeds
- G01P3/64—Devices characterised by the determination of the time taken to traverse a fixed distance
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L1/00—Devices along the route controlled by interaction with the vehicle or train
- B61L1/18—Railway track circuits
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- Physics & Mathematics (AREA)
- General Physics & Mathematics (AREA)
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Train Traffic Observation, Control, And Security (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
Abstract
A method for determining the speed of a track-bound vehicle 10 (i.e. train, tram, trolley-bus), wherein at least one track-borne sensor 14, 16 detects a presence of the train 10 on the track 12, and determines the speed of the train 10 based upon this detection. The speed v may be calculated based upon v=d/t where d is the length ls of a section 22 of the track, and t is the time difference between detection at sensors 14 and 16, or where d is the length of a section of the train (i.e. the distance between the front 26 and rear 28), and t is the time difference between the detection of the front 26 and the detection of the rear 28 at sensor 14. The determined speed may be displayed, or transferred to a control unit 38 where a derivative (i.e. optical display/acoustic signal regarding any speed, position or time-based forecast) is generated and displayed, to a not-vehicle-based signaller 36, who may then determine an action concerning the train 10 and/or the track 12. The method may be used to predict failure of the sensors 14, 16, which may be axle counter or track circuits.
Description
(54) Title of the Invention: Method for determining a speed of a track-bound vehicle
Abstract Title: Determination and remote displaying of a track-bound vehicle's speed (57) A method for determining the speed of a track-bound vehicle 10 (i.e. train, tram, trolley-bus), wherein at least one track-borne sensor 14, 16 detects a presence of the train 10 on the track 12, and determines the speed of the train 10 based upon this detection. The speed v may be calculated based upon v=d/t where d is the length Is of a section 22 of the track, and t is the time difference between detection at sensors 14 and 16, or where d is the length of a section of the train (i.e. the distance between the front 26 and rear 28), and t is the time difference between the detection of the front 26 and the detection of the rear 28 at sensor 14. The determined speed may be displayed, or transferred to a control unit 38 where a derivative (i.e. optical display/acoustic signal regarding any speed, position or time-based forecast) is generated and displayed, to a not-vehicle-based signaller 36, who may then determine an action concerning the train 10 and/or the track 12. The method may be used to predict failure of the sensors 14, 16, which may be axle counter or track circuits.
16, 30, L2 14, 30, L1
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10, 34
16, 30, L2 14, 30, L1
2/5
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FIG 3
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FIG 4
16a, 32 14a, 32, L1
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FIG 5
DESCRIPTION
METHOD FOR DETERMINING A SPEED OF A TRACK-BOUND VEHICLE
Field of the Invention
The present invention relates to a method for determining a speed of a track-bound vehicle being moveable on a predetermined track and to an assembly for processing and editing the speed. The present invention further relates to uses of such a method.
Background to the Invention
In modern railway systems a driver of a train is provided with information about the train and the track or path the train is to follow by several train-borne and external (nottrain-borne) systems.
Train-borne systems are, for example, part of a cab based signalling system, like European Train Control System (ETCS). The signalling system is a combination of a control system, an interlocking, signals and a train detection system. Hence, further parts of the system are not on the train or are systems, like computer networks, located in a control centre of the railway. Thus, the train is also observed or supervised by the control centre e.g. by a signaller, like a human being that is responsible for routing the trains or an Automated Route Setting (ARS), which is a computer based system that will automatically request routes for trains based on the timetable from the control system.
A cab based signalling system displays information about the safe limit of movement (e.g. end of the locked route) to the train driver in his cab, rather than via signals on the side of the track. Because the extra information is sent to the train in a form a computer can understand often cab-based systems also include automatic train protection. In a European Train Control System (ETCS) routing information is supplied to the train by the signalling system by radio and this is used to display safe speeds and similar information to the driver (and stop the train automatically if there is a problem) .
In this cab-based signalling system train speed is often measured by two or more methods (e.g. Doppler radar, tachometers) requiring additional equipment to be fitted to the train. Because the speed measurement is used as part of the automatic train protection, it has to be accurate, and have high availability so typically they'11 use several tachometers e.g. on different wheels and maybe a 'diverse' system like a Doppler radar. Moreover, the train does report its speed back to the signalling system, and the signalling system does make this information available to the control system. The control system is usually computer based via what is a basic interactive map showing the location of trains, the tracks/switches, signals, etc. In modern installations they will interact with a computer screen.
Further, an interlocking is a safety system responsible for maintaining a safe separation between the trains. A signaller requests a routing for a train via their control system, if it's a safe route (based on the location of the other trains) then the interlocking will 'lock' the route (preventing other trains entering it) and set the signals on the track to tell the train driver it's safe for him to proceed. A train detection system is the method the signalling system uses to detect the approximate location of trains and, for example, uses track circuits or axle counters.
In current signalling systems specialist, sophisticated and expensive equipment, like several tachometers or Doppler radar, which are train-borne, are used to measure the speed of the train. However, their accuracy is questionable. Furthermore, even if the speed is measured it is not displayed to the signaller. Hence, it is not possible for the signaller to know the speeds of the trains under his control. This makes it difficult for a signaller to make correct judgement when resolving conflicts between train paths (e.g. two trains approaching a junction). It is left to the signaller to use their experience and judgement to evaluate the correct course of action when routing out of position trains at times of service perturbation. Additionally, it is currently only possible to measure/alert a Signal Passed at Danger (SPAD) after the event. This reduces the time available to the signaller to take mitigating action.
It is a first objective of the invention to provide a method for speed detection with which the above-mentioned shortcomings can be mitigated, and especially, an accurate and reliable speed measurement that can be performed with equipment having reduced costs in comparison with state of the art systems can be provided.
It is a second objective of the present invention to provide an assembly with which a processing and editing of the detected speed can be advantageously facilitated. It is a third and fourth objective of the present invention to provide an advantageous use of the method for determining the speed.
Summary of the Invention
Accordingly, the present invention provides a method for determining a speed of a track-bound vehicle being moveable on a pre-determined track.
It is provided that the method comprises at least the steps of: obtaining information from at least one track-borne device, wherein the information refers to a presence of the track-bound vehicle on the pre-determined track and determining the speed of the track-bound vehicle based on the information provided from the track-borne device.
Due to the inventive method an accurate and reliable speed measurement can be provided. Moreover, the method can be performed with equipment having reduced costs in comparison with state of the art systems. Further, mounting efforts and time can be advantageously reduced. Additionally, train-borne devices and costly equipment can be replace or a control method that produces diverse checking of an existing method can be provided. Moreover, the same (set of) track-borne device(s) can be used for determining the speed of all vehicles traveling the track and hence the measurement is independent to different performances of the equipment of individual vehicles .
Even if a term like speed, vehicle, track, information, track-borne device, system, section, length, point, location, time, partition, front, rear, axle counter, track circuit, train, control unit, signaller, derivative, display, signal, delay, output unit decision action or failure is used in the singular or in a specific numeral form in the claims and the specification the scope of the patent (application) should not be restricted to the singular or the specific numeral form. It should also lie in the scope of the invention to have more than one or a plurality of the above mentioned structure(s). Moreover, explanations given in the introduction concerning structures or systems in the railway field should also apply for the structures or systems mentioned in reference to the invention.
A track-bound vehicle is intended to mean any vehicle feasible for a person skilled in the art, which is, due to a physical interaction with a track, restricted to this track or path. The track-bound vehicle may be also referred to as vehicle in the following text. A physical connection should be understood as a form fit connection, an electrical connection or a magnetic connection. The physical connection might be releasable. The vehicle may be a train, an underground railway, a tram or a trolley bus. Preferably, the track-bound vehicle is a train. Hence, the method can be employed for tracks where several vehicles are traveling at the same time and due to frequent stops as well as a boarding and alighting of passengers delays may occur. Advantageously, the trackbound vehicle or the train is a high speed train. Thus, the method can be used for a network in which a high level of attunement is essential and needed.
In this context a pre-determined track is intended to mean a beforehand existing, human-built track or path comprising selected means building or forming the track, like a rail or a cable. The pre-determined track may be also referred to as track in the following text. Preferably, the pre-determined track is a railway track, like the UK mainline railway. Furthermore, a track-borne device is intended to mean a device associated or being in spatial and/or physical connection with a track, like a railway track. Moreover, the track-borne device is embodied in such a way to monitor or supervise a selected location or point of the track. Further, the trackborne device may also be embodied to monitor an area or a section of the track. In this case two or more track-borne devices or a system out of several track-borne devices may work together to monitor the area or section. The track-borne device may be any device feasible for a person skilled in the art that is able to detect a vehicle present at the location or point the track-bound device is monitoring or at which the track-bound device is positioned. The detection mechanism of the trach-borne device may be activated by the presence of the track-bound vehicle.
The term presence should be understood as a signal notifying the device of the presence of the vehicle at a selected location or point of the track. This may be the physical presence of the vehicle at the precise location or a signal, like a noise or a vibration, reflecting the soon to be presence of the vehicle. However, in the latter case a clearly known chronical relationship between the first detection of the signal and the actual arriving of the vehicle had to be known. Preferably, the presence is a physical presence of the vehicle at the location supervised by the track-borne device. Hence, the vehicle can be detected easily.
According to an advantageous embodiment of the invention the track-borne device is a part of a detection system for the track-bound vehicle of a signalling system monitoring the pre-determined track. Hence, the detection of the track-bound vehicle can be performed easily. Preferably, the detection system is of an existing, state of the art, vehicle detection system. Thus, existing equipment can be used to facilitate another or an additional function. Due to this, already proven devices with a high reliability can be used. It is further provided that the track-borne device is an axle counter or a track circuit. Hence, robust devices with wellknown working principals can be employed. Axle Counters count vehicle (e.g. a train) axles entering a track section and back out at the other end - if there are no axles in the section there is no vehicle there. Track Circuits divide the track into insulated sections (e.g. 1 kilometre (km) in length) and use the vehicle to make an electrical circuit. When there's a circuit there's a vehicle, when there's not a circuit there's no vehicle. This may be done by any mechanism feasible for a person skilled in the art, like using an interaction between the track and a battery-relay assembly or feed waveforms.
Furthermore, the pre-determined track comprises at least one section. Hence, a particular part of the track can be monitored. Beneficially, the track comprises several sections so that the presence of several vehicles on the track may be
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| comprises | at | least the steps of: determining a length of the |
section of the pre-determined track, determining a presence of at least a first point of the track-bound vehicle at a first location in the section of the pre-determined track by a first track-borne device and determining a first time referring to the presence of the first point of the track-bound vehicle at the first location, determining a presence of the first point of the track-bound vehicle at a second location in the section of the pre-determined track by a second trackborne device, wherein a distance between the first location and the second location is the length of the section, and determining a second time referring to the presence of the first point of the track-bound vehicle at the second location, subtracting the first time from the second time and thus determining a total time and determining the speed of the track-bound vehicle by dividing the length of the section of the pre-determined track with the total time. Hence, the speed can be determined easily. In this embodiment the progress of the vehicle along the track is monitored by following the progress of the same point of the vehicle.
The phrase determining a length should be understood as an actual measurement of the length, a deviation of the length out of information referring to the track or railway system, like a map, or a referring to a stored value of the respective section configured into the device measuring the vehicle speed or in a database of the control system. The information may, for example, be provided to the signalling system designers on Scheme Plans, which are scale maps of the railway. In order to work out the relationships between railway structures and to create appropriate interlocking logic, interactive maps, etc. the scheme plans may be measured.
A point of the track-bound vehicle may be any point, location, position or structure of the vehicle, like a front, a middle, a rear, an axle, a wheel, a coupling etc. feasible for a person skilled in the art that can be used to identify the vehicle or to detect its presence. A location of the track should be understood as a point of interest of the track and especially the location being monitored by the track-borne device or where it is positioned.
The phrase time referring to the respective location should be understood as the time when the respective point of the vehicle is first detected at the respective location. The time may be stored as a time stamp (the time when the detection signal is received) in a logging system of the control system. A time-stamping in other systems, like the interlocking or a diagnostic/monitoring system, may be also possible. The mathematical operations would be performed in any system feasible for the process or the person skilled in the art. That may be by the interlocking or a processor unit of the control unit. The total time would be the time needed for the vehicle to traverse the track section or the time the section is occupied by the vehicle or the time the vehicle needs to clear the section.
In other words, information from the trackside infrastructure is received by a computer based interlocking at regular intervals, to enable it to maintain a safe state of the network or railway. This information includes the occupancy of vehicle detection sections. Logging systems connected to an interlocking will take the state of the network/railway information from the interlocking and timestamp it (with the time it was received). The log therefore contains a sequence of changes of state of the trackside infrastructures, e.g. vehicle detection section occupation and clearance times.
The occupation time is the time the vehicle is first detected as present in a track section (colloquially occupies the track section). The clearance time is the time the vehicle is no longer detected as present in a track section, (colloquially clears the track section).
The time taken for e.g. the front of a vehicle to traverse a track section can therefore be measured by comparing the occupation timestamp of a track section with the occupation timestamp of the subsequent track section. Similarly, the time taken for e.g. the rear of the train to traverse a section can be calculated using track section clearance timestamps .
Where relay interlockings are controlled via a computer-based control centre, or have computer-based transmission or a technician's facilitates it would be possible to perform track section occupation/clearance timing measurements in one of these computer-based systems, without modifying the interlocking itself. Similar, a computer-based control system can measure the time at which it received track section state changes, and perform equivalent timing analysis without modification to an attached interlocking. In case the track state information is available to several computers (like control system, control system gateway, interlocking, technician's facility), any computer system that has the information could perform the calculation (s) .
Moreover, the track-bound vehicle comprises at least one partition. Consequently, a selected part of the vehicle can be monitored.
Alternatively and in a further realisation of the invention the method comprises at least the steps of: determining a length of the partition of the track-bound vehicle, determining a presence of at least a first point of the partition of the track-bound vehicle at a first location in the predetermined track by a first track-borne device and determining a first time referring to the presence of the first point of the track-bound vehicle at the first location, determining a presence of at least a second point of the partition of the track-bound vehicle at the first location in the predetermined track by the first track-borne device, wherein a distance between the first point and the second point is the length of the partition, and determining a second time referring to the presence of the second point of the track-bound vehicle at the first location, subtracting the first time from the second time and thus determining a total time and determining the speed of the track-bound vehicle by dividing the length of the partition of the track-bound vehicle with the total time. Thus, the speed can be determined easily. According to this aspect of the invention, the progress of the vehicle along the track is monitored by following the progress of the vehicle at the same location of the track.
The phrase determining a length should be understood as an actual measurement of the length or a referring to a stored value of the respective partition of the vehicle in the vehicle itself or in a database of the control system. Moreover, the length information may be captured and configured in the device performing the calculation (see definitions referring to the calculations above). The partition may also be the whole length of the vehicle. The total time would be the time needed for the length of the partition of the vehicle to pass or cross the track-borne device.
The detection for either above presented detection sequence can be performed easily when the first point of the partition of the track-bound vehicle is a front of the track-bound vehicle. When the second point of the partition of the trackbound vehicle is a rear of the track-bound vehicle it can be detected that the vehicle clears/exits a section located before the monitoring track-borne device or that the whole vehicle has entered the section located after the monitoring track-borne device. In this context the front or the rear, respectively, should be also understood as the first axle or the last axle of the vehicle (train).
Beneficially, the method comprises the further step of: transferring the determined speed to a control unit. Hence, the speed can be used for further operations, like supporting downstream tasks e.g. decisions to be made concerning the vehicle or the track section the vehicle passed or will pass in the future or editing the speed in speed-related output.
In a further advantageous embodiment the method comprises the further step of: displaying the determined speed to a notvehicle-borne signaller. Thus, the signaller can be supported in his decisions concerning the vehicle and the track it is traveling on. This provides efficient routing of track-bound vehicles, like trains, increasing the security of the whole network, like a railway track. The term not-vehicle-borne should be understood in that that the signaller is not on the vehicle (e.g. a train), but an external means e.g. located or operating at a control centre of the network or railway system. Thus, an alternative reference might be control centreborne signaller or external signaller. A signaller may be a human being that is responsible for routing the trains or an Automated Route Setting (ARS), which is a computer based system that will automatically request routes for trains based on the timetable from the control system. For example, the signaller can request (or cancel) routes for the vehicle and an interlocking will change a trackside signal shown to the driver (telling him to slow down or speed up).
According to a preferred embodiment of the invention the method comprises the further steps of: generating at least one derivative out of the speed by editing the determined speed in the control unit and presenting the generated derivative to a not-vehicle-borne signaller. Hence, journey time, environmental impact and costs can be reduced. Moreover, network or rail capacity can be increased and faster recovery from service perturbation can be achieved. The term editing should be also understood as processing. The editing may be done with an applying of (a) stored mathematical equation(s) on the speed measurement result or by a comparison of the measured value with a table of stored experience values .
The derivative may be any signal or have any format feasible for a person skilled in the art, like acoustic, optic or haptic (like a vibration). Preferably, the derivative is an optical display or an acoustic signal. Hence, the derivative can be easily issued. According to a preferred embodiment of the invention the optical display or the acoustic signal is a display or signal selected out of the group consisting of:
time to a point of interest, time to a selected junction, time to clear a point of interest, time to clear a selected junction, accelerating, braking, early arrival forecast at a timing point, lateness forecast at a timing point, whether the vehicle is stopped or stopping, any other speed, position or time based forecast, distance to a point of interest, a pre-Signal Passed at Danger (pre-SPAD) output. Due to this, a variety of information can be output. This information can support the signaller in his decisions concerning the following or needed actions. Furthermore, the issued display or signal is in a useful format or form providing a quick and easy to understand information. The optic display can be issued in text format or as one or more symbols or pictograms.
For example, a forecast of the time a vehicle will reach or pass a junction would allow a signaller to more accurately select the optimum method of resolving a vehicle path conflict at times of service perturbation. Moreover, if a vehicle's speed over time is known, it might be used to tell if the vehicle is accelerating or slowing down. Hence, it can be decided if the vehicle is going to stop at a station, or a signal. The signaller should probably know whether the vehicle (train) is stopping at a station or not, but knowing if the train isn't slowing down when approaching a stop signal is how one might implement the SPAD pre-warning.
Any other speed, position or time based forecast might, for example, be the forecast of the train arrival time information on platforms. This may provide more accurate forecasts. Furthermore, the signaller/system could tell/generate an alert if a train was travelling more slowly than normal or more slowly than the speed limit. This might help the signaller/ARS plan the train routing etc. - other trains might need to pass, or the train would be late, need more time to do something, need special treatment, etc. Thus, the derivative may also refer to an impact that the speed of one selected vehicle might have on other vehicles traveling the same track.
A SPAD is a Signal Passed at Danger, i.e. the vehicle going beyond the end of its safe (locked) route. This is currently detected when the vehicle enters the next track section past a stop (danger) signal, i.e. the event is passing the stop signal. Current SPAD alarms operate after a vehicle has passed a signal where they should have stopped. Patterns for creating the SPAD warning may be stored inside a control system computer. The action to be taken following the SPAD can also be configured in the control system or it may be left up to the signaller to decide what the best course of action is. When issuing a pre-SPAD the signaller has more time to react to activate counter measures increasing the security for the vehicle and of the track. With this method a signaller can be warned about a (potential) SPAD event before it occurs.
In addition, the method comprises the further steps of: adjusting the determined speed to a modified speed by considering at least one known delay stored in the control unit and displaying the modified speed to a not-vehicle-borne signaller. Hence, the accuracy of the issued speed information can be further increased. The delay may be any delay feasible for a person skilled in the art, like a detection time, a processing time or a forward time. In other words the time needed for e.g. detecting the signal, processing the signal or information, generating the derivative and/or sending/issuing the resulting information to the signaller. Since these processes are often intrinsic they may have known operating times. Hence, these delays can be taken into account for the processing e.g. by including a beforehand known factor into the equation. Alternatively, the delay may be measured insitu and applied directly.
The present invention also refers to an assembly for processing and editing a speed of a track-bound vehicle being moveable on a pre-determined track, wherein the speed is determined with the above described method.
It is provided that the assembly comprises at least one control unit that is embodied in such a way so that a provided speed is transferred into at least one derivative and the assembly further comprises an output unit that is embodied in such a way so that the provided speed and/or the derivative derived from the speed is edited to a not-vehicle-borne, nottrain-borne, external or control centre-borne signaller.
Due to the inventive matter the signaller can be supported in his decisions concerning the vehicle and the track it is traveling on. Such additional decision support information allows better routing decisions to be made. This provides efficient routing of track-bound vehicles, like trains, increasing the security of the whole network, like a railway track. Moreover, journey time, environmental impact and costs can be reduced. Moreover, network or rail capacity can be increased and faster recovery from service perturbation can be achieved.
The assembly and specifically the control unit and/or the output unit can be embodied as separate devices or systems from existing structures of an existing control system. Or preferably, the functions of the control unit and/or the output unit can be included as some sort of upgrade to an existing control system or there sub-units, i.e. as an extra processing in the existing control system.
The assembly may further comprise at least one track-borne device that is embodied in such a way to provide information concerning a presence of the track-bound vehicle on the predetermined track.
The present invention also refers to a use of the above described method to support a decision of a not-vehicle borne signaller to determine an action concerning the track-bound vehicle and/or the pre-determined track.
Due to the inventive matter efficient routing of track-bound vehicles, like trains, increasing the security of the whole network, like a railway system, can be provided. Moreover, journey time, environmental impact and costs can be reduced. Moreover, network or rail capacity can be increased and faster recovery from service perturbation can be achieved.
The present invention also refers to a use of the above described method to predict a failure of the track-borne device .
Due to the inventive matter the reliability and security of the network can be ensured. Furthermore, existing structures of the network can be used to monitor the integrity of the network. Moreover, maintenance can be issued quickly.
For example, as stated above, train detection is often done using tuned sections of track, the so-called track circuit. If one of the track tuning units starts to fail, the vehicle would be detected from much further away (outside of the correct area) and this would be seen by the system as a sudden increase in vehicle speed followed by a sudden reduction in speed. It has been found, that this approach or analysis works well and can be used indeed to detect a failure of the track-borne device and a consequently a failing track.
The previously given description of advantageous embodiments of the invention contains numerous features which are partially combined with one another in the dependent claims. Expediently, these features can also be considered individually and be combined with one another into further suitable combinations. Furthermore, features of the method, formulated as apparatus features, may be considered as features of the assembly and, accordingly, features of the assembly, formulated as process features, may be considered as features of the method.
The above-described characteristics, features and advantages of the invention and the manner in which they are achieved can be understood more clearly in connection with the following description of exemplary embodiments which will be explained with reference to the drawings. The exemplary embodiments are intended to illustrate the invention, but are not supposed to restrict the scope of the invention to combinations of features given therein, neither with regard to functional features. Furthermore, suitable features of each of the exemplary embodiments can also be explicitly considered in isolation, be removed from one of the exemplary embodiments, be introduced into another of the exemplary embodiments and/or be combined with any of the appended claims.
Brief Description of the Drawings
The present invention will be described with reference to drawings in which:
FIG 1: shows schematically a track with several trackborne devices at two time points firstly when a track-bound vehicle starts to cross a first location of the track and secondly when the track-bound vehicle starts to cross a second location of the track and an assembly for processing and editing a speed of the track-bound vehicle,
FIG 2
FIG 3
FIG 4 shows a block-diagram of a detection strategy according to the inventive method, shows schematically a section of a railway system comprising a first and a second line both embodied as a track from FIG 1, wherein the first line crosses the second line at a junction, shows schematically a track with several alternatively embodied track-borne devices at two time points firstly when a first point of a track-bound vehicle crosses a first location of the track and secondly when a second point of the track-bound vehicle crosses the first location of the track and
FIG 5: shows a block-diagram of a detection strategy according to an alternative inventive method.
Detailed Description of the Illustrated Embodiments
FIG 1 shows in a schematically view a pre-determined track 12 of a railway system 50, like the UK mainline railway. Moreover, FIG 1 shows a track-bound vehicle 10, like a train 34 in the form of a high speed train 34, being moveable on the pre-determined track 12. The track 12 is divided in track sections 22, 22' each having in this exemplary embodiment a length ls of about 1 kilometre (km). A track-borne device 14, 16 is located at each beginning of a section 22, 22', wherein a track-borne device 14, 16 positioned at the beginning of the section 22, 22' also represents the end of the beforehand section 22, 22' . Hence, two track-borne devices 14, 16 are apart from one another by a distance a being the length ls of the section 22, 22'. Hence, according to the exemplarily shown embodiment in FIG 1, the track-borne device 14 is positioned at the beginning or location LI of section 22 and track-borne device 16 is positioned at the beginning of section 22' that marks also the end or location L2 of section 22 .
The track-borne device 14, 16 is a part of a detection system 18 for the track-bound vehicle 10 of a signalling system 20 monitoring the pre-determined track 12. Furthermore, the track-borne device 14, 16 is, according to this exemplary embodiment, an axle counter 30. The signalling system 20 further comprises an assembly 40 with a control unit 38 to control, monitor or supervise the track 12 and vehicles 10 traveling the track 12 and an output unit 42 to output informa18 tion concerning the track 12 and the vehicles 10. The control unit 38 comprises an interlocking 44 and a processor unit 46 (details see below).
Information i obtained by one of the track-borne devices 14, 16 and referring to a presence of the track-bound vehicle 10 on the pre-determined track 12 is used to determine a speed v of the track-bound vehicle 10 being moveable or traveling on the pre-determined track 12. In other words, the speed v of the track-bound vehicle 10 is determined based on the information i provided from the track-borne device 14, 16.
In respect to FIG 1 and 2 the method will be explained in more detail. In a first step the length Is of the section 22, 22' of the pre-determined track 12 will be determined. This is for example done by resorting to a value stored in a database of the control unit 38 of the assembly 40 of the signalling system 20. In a second step it is evaluated if a vehicle 10 is present at the first location LI. In other words, a presence of a first point Pl of the track-bound vehicle 10 at the first location LI in the section 22 of the pre-determined track 12 is determined by the first track-borne device 14. In this exemplary embodiment the first point Pl is a front 26 of the vehicle 10 or train 34. If the answer is no, no further action is initiated. If the answer is yes a first time tl referring to the presence of the first point Pl of the trackbound vehicle 10 at the first location LI is determined in the subsequent step (details see below).
Subsequently, it is evaluated if a vehicle 10 is present at the second location L2. In other words, a presence of the first point Pl of the track-bound vehicle 10 at the second location L2 in the section 22 of the pre-determined track 12 is determined by the second track-borne device 16. As stated above, the distance a between the first location LI and the second location L2 is the length Is of the section 22. If the answer is no, no further action is initiated. If the answer is yes a second time t2 referring to the presence of the first point Pl of the track-bound vehicle 10 at the second location L2 is determined in the subsequent step.
For the determination of the time tl, t2 the information i concerning the presence of the front 26 of the train 34 at the first and second location LI, L2 is send from the trackborne device 14, 16 or the trackside infrastructure to the control unit 38. There it is received by the computer-based interlocking 44. Not shown logging systems connected to the interlocking 44 will take the state of the railway information from the interlocking 44 and timestamp it with the time tl, t2 (with the time it was received). In the next step the first time tl is subtracted from the second time t2 and thus a total time tt or in this exemplary case the train detection section occupation time is determined. The mathematical operation may be, for example, done in the interlocking 44 or processor unit 46. The log therefore contains a sequence of changes of state of the trackside infrastructures, e.g. in this case train detection section occupation times. The time tt is the time taken for the front 26 of the train 34 to traverse the track section 22 can therefore be measured by comparing the occupation timestamp tl of a track section 22 with the occupation timestamp t2 of the subsequent track section 22' .
With the knowledge of the length Is of the track section 22 it is possible to convent the track section occupation or total time tt to average speed v of the vehicle 10 in the track section 22. Specifically, in this step the speed v of the track-bound vehicle 10 is determined by dividing the length Is of the section 22 of the pre-determined track 12 with the total time tt.
In a final step the determined speed v will be displayed by the output unit 42 in a display to a not-vehicle-borne, nottrain-borne, external or control centre-borne signaller 36. The control unit 38, the output unit 42 and the signaller 36 are located at a control centre 48 of the railway system 50.
Alternatively, the first point Pl of the track-bound vehicle 10 or train 34 may be a rear 28 of the track-bound vehicle
10. Hence, the time taken for the rear 28 of the vehicle 10 or train 34 to traverse a section 22 can be calculated using track section clearance timestamps (not shown in detail). The log therefore contains a sequence of changes of state of the trackside infrastructures, e.g. in this case train detection section clearance times.
It could be shown by the invention that the method could be used to predict a failure of the track-borne device 14, 16.
By using knowledge of a length of a train detection section, historic analysis of Westlock logs indicated, that 80 miles per hour (mph) train speed appeared to be measured to within 10% or even only 5% for a track section with a length of a quarter mile (not shown).
The method may comprise several further steps that are optional, but which would further improve the method and especially they would provide advantages for the signaller 36 (see blocks and lines with broken lines in FIG 2). These further steps refer to an editing of the speed v into more accurate data or better ascertainment of the information or speed v.
According to one optional step of the method at least one derivative d is generated out of the determined speed v (beforehand transferred, determined and/or stored in the control unit 38). This is done by editing the determined speed v in the control unit 38 by for example applying stored mathematical operations and/or graphic or acoustic transformation. In the following step the generated derivative d is presented to the not-vehicle-borne signaller 36. The derivative d may be an optical display or an acoustic signal. The optical display or the acoustic signal is a display or signal selected out of the group consisting of: time to a point of interest, time to a selected junction, time to clear a point of interest, time to clear a selected junction, accelerating, braking, early arrival forecast at a timing point, lateness forecast at a timing point, whether the vehicle is stopped or stopping any other speed, position or time based forecast, distance to a point of interest, a pre-Signal Passed at Danger (pre-SPAD) output.
Hence, the control unit 38 is embodied in such a way so that the provided speed v is transferred into at least one derivative d and the output unit 42 is embodied in such a way so that the provided speed v and/or the derivative d derived from the speed v is edited to the not-vehicle-borne signaller
36. Thus, the output unit 42 issues the speed v as a numeric display and/or as a derivative d to the signaller 36 monitoring the output unit 42 and its display. The derivative d may be a displaying or issuing the information derived out of the speed v in the form of numbers, symbols, pictograms etc. or as an acoustic pre-SPAD signal.
Due to the generating, editing and/or displaying of one or several of such derivatives d the signaller 36 can be supported in his decisions concerning the vehicle 10 and the track 12 it is traveling on. Such additional decision support information allows better routing decisions to be made. This provides efficient routing of track-bound vehicles 10, like trains 34, increasing the security of the whole network, like railway system 50. Moreover, journey time, environmental impact and costs can be reduced. Moreover, network or rail capacity can be increased and faster recovery from service perturbation can be achieved. Thus, the method can be used to support a decision of the signaller 36 to determine an action concerning the track-bound vehicle 10 and/or the predetermined track 12.
Moreover, the state of the railway information is provided to the interlocking is subjected to a number of variable delays, both before it is processed by the interlocking and before it is time stamped and logged. However, these delays must be small to assure safe operation of the system. Measurements taken also imply that the delays are relatively constant and therefore are largely removed when the two timestamps are subtracted.
Thus, according to another or additional optional step of the method the determined speed v (beforehand transferred, determined and/or stored in the control unit 38) is adjusted to a modified speed mv by considering at least one known delay b stored in the control unit 38 (see letter b in brackets in FIG 1). In the subsequent step the modified speed mv is displayed to a not-vehicle-borne signaller 36. Due to the adjusting and displaying of the modified speed mv the accuracy of the issued speed information can be further increased.
The representation shown in FIG 3 should illustrate exemplarily one of the types of decision a signaller 36 (human or ARS) must take. It is assumed that the signaller's 36 motivation in this scenario is to ensure the most efficient utilisation of the junction and energy efficiency of the vehicle 10, 10' .
FIG 3 shows a section of a railway system 50 comprising a first line 52 and a second line 54 both embodied as a track 12 with several track-borne devices 14, 16 (only two trackborne devices are shown in FIG 3). As stated above, the track-borne devices 14, 16 represent boundaries of a tracksection 22 (exemplarily shown for second line 54). First line 52 and second line 54 have several signals 56 along their paths each positioned at a location LI, L2 of a track-borne device 14, 16. Namely, first line 52 has signals 56 that are exemplarily labelled with signal names Sil, S13 and S15 and second line 54 has signals 56 exemplarily named with signal names SI, S3, S4 and S5. The first line 52 crosses the second line 54 at a junction 58. Downstream of the junction 58 the first line 52 merges at a switch point 60 with an upstream part 62 of the first line 52. Moreover, a vehicle 10 is trav23 eling on the first line 52 and a vehicle 10' on the second line 54 .
The vehicle 10 is traveling on first line 52 of the railway system 50 and approaches signal 56 S15 behind schedule. Downstream of S15 the vehicle 10 must cross the second line 54 at the junction 58 to travel the downstream part of the first line 52.
In this scenario two options are available to proceed. Firstly, the signaller 36 may send the vehicle 10 across the junction 58 immediately. That may delay the vehicle 10' that travels on the second line 54. Secondly, the vehicle 10 could be held at S15 before the junction 58 until vehicle 10' has passed the junction 58. This would further delay the vehicle
10.
Without either a great deal of experience or some knowledge of the relative speed v of the vehicles 10, 10' or of the times to the signal S15, the junction 58 or of a time of clearance of the junction 58 it is difficult to make an optimum decision.
Knowing the speed v of the vehicles 10, 10' will allow the signalling system 20 to forecast the time to the junction 58 for the two vehicles 10, 10'. This immediately makes it far simpler for the signaller 36 to answer the question Should the signaller 36 send vehicle 10 across the junction 58 immediately or will this delay vehicle 10' on the second line 54? The extra information of the vehicles 10, 10' speed v assists the signaller 36 in tracking the course of action leading the high efficiency of operation.
In addition to a pure speed-based calculation, it is possible to also use the provided derivative d derived from the speed v or to augment with information on vehicle breaking profiles, driver training, the signal aspects visible to the driver and similar other knowledge to produce a more accurate measure of the vehicle's expected arrival time at the junction 58 or the time to clear the junction 58.
Moreover, a derivative d edited from the output unit 42 as an acoustic signal in the form of a pre-SPAD alarm based on vehicle speed v and breaking profile would be able to alert the signaller 36 in advance of a SPAD, allowing more time for mitigating actions to be performed.
In summary, it is possible to generate a range of different information to the signaller 36, based on knowledge of track section occupancy and clearance times.
The information given to the signaller 36 would also have value to an ARS, allowing it to optimise routing decisions when recovering from service disruption.
In FIG 4 and 5 an alternative embodiment of the track-borne device 14, 16 is shown and an alternative method for detecting the speed v is described. Components, features and functions that remain identical are in principle substantially denoted by the same reference characters. To distinguish between the embodiments, however, the letter a has been added to the different reference characters of the embodiment in FIG 1 to 3. The following description is confined substantially to the differences from the embodiment in FIG 1 to 3, wherein with regard to components, features and functions that remain identical reference may be made to the description of the embodiment in FIG 1 to 3.
FIG 4 and 5 show an alternative pre-determined track 12a. The embodiment from FIG 4 and 5 differs in regard to the embodiment according to FIG 1 to 3 in that the track-borne device 14a, 16a is a track circuit 32. Moreover, the method for determining a speed v of a track-bound vehicle 10, being moveable on a pre-determined track 12a described in reference to from FIG 4 and 5 differs in regard to the embodiment according to FIG 1 to 3 in that the progress of the vehicle 10 along the track 12a is monitored by following the progress of the vehicle 10 at the same location LI of the track 12a. The track-bound vehicle 10 or train 34 comprises at least one partition 24. In this exemplary embodiment the partition 24 has the length of the whole vehicle 10. Thus, a front 26 of the vehicle 10 is a first point Pl and a rear 28 of the vehicle 10 is a second point P2 of the vehicle 10.
In respect to FIG 4 and 5 the method will be explained. In a first step a length lp of the partition 24 or the vehicle 10 from its front 26 to its rear 28 will be determined. This is for example done by resorting to a value stored in a database of a control unit 38 of an assembly 40 of the signalling system 20. In a second step it is evaluated if a vehicle 10 is present at a first location LI of the track 12a. The first location LI would be a beginning of a section 22 of the track 12a and would be the location of a track-borne device 14a,
16a or a track circuit 32.
In other words, a presence of a first point Pl of the partition 24 of the track-bound vehicle 10 at the first location LI in the section 22 of the pre-determined track 12a is determined by the first track-borne device 14a. As stated above, in this exemplary embodiment the first point Pl is a front 26 of the partition 24 or vehicle 10. If the answer is no, no further action is initiated. If the answer is yes a first time tl referring to the presence of the first point Pl of the partition 24 at the first location LI is determined in the subsequent step (details see below).
Subsequently, it is evaluated if a second point P2 of the partition or the rear 28 of the vehicle 10 is present at the first location L. In other words, a presence of the second point P2 of the partition 24 of the track-bound vehicle 10 at the first location LI in the section 22 of the pre-determined track 12a is determined by the first track-borne device 14a. As stated above, the distance a between the first point Pl and the second point P2 is the length lp of the partition 24.
If the answer is no, no further action is initiated. If the answer is yes a second time t2 referring to the presence of the second point P2 of the partition 24 of the track-bound vehicle 10 at the first location Ll is determined in the subsequent step.
For the determination of the time tl, t2 the information i concerning the presence of the front 26 and the rear 28 of the train 34 at the first location Ll is send from the trackborne device 14a or the trackside infrastructure to the control unit 38. There it is received by a computer-based interlocking 44. Not shown logging systems connected to the interlocking 44 will take the state of the railway information from the interlocking 44 and timestamp it with the time tl, t2 (with the time it was received). In the next step the first time tl is subtracted from the second time t2 and thus a total time tt is determined. The mathematical operation may be, for example, done in the interlocking 44 or processor unit 46. The log therefore contains a sequence of changes of state of the trackside infrastructures. The time tt can therefore be measured by comparing the timestamp tl with the timestamp t2 for the rear 28 of the train 34 passing the first location Ll or the track-borne device 14.
With the knowledge of the length lp of the partition 24 it is possible to convent the total time tt to average speed v of the vehicle 10 on the track 12a. Specifically, in this step the speed v of the track-bound vehicle 10 is determined by dividing the length lp of the partition 24 of the track-bound vehicle 10 with the total time tt. As stated above, in this embodiment the progress of the vehicle 10 along the track 12a is monitored by following the progress of the vehicle 10 at the same location Ll of the track 12a.
In a final step the determined speed v will be displayed by an output unit 42 in a display to a not-vehicle-borne signaller 36. The control unit 38, the output unit 42 and the sig27 nailer 36 are located at a control centre 48 of a railway system 50a.
It should be noted that the term comprising does not ex5 elude other elements or steps and a or an does not exclude a plurality. Also elements described in association with different embodiments may be combined. It should also be noted that reference signs in the claims should not be construed as limiting the scope of the claims.
Although the invention is illustrated and described in detail by the preferred embodiments, the invention is not limited by the examples disclosed, and other variations can be derived therefrom by a person skilled in the art without departing from the scope of the invention.
Claims (14)
1. Method for determining a speed (v) of a track-bound vehicle (10, 10'), being moveable on a pre-determined track (12; 12a) , characterised in that the method comprises at least the steps of:
- obtaining information (i) from at least one track-borne device (14, 16; 14a, 16a), wherein the information (i) refers to a presence of the track-bound vehicle (10, 10') on the pre-determined track (12; 12a) and
- determining the speed (v) of the track-bound vehicle (10, 10') based on the information (i) provided from the trackborne device (14, 16; 14a, 16a).
2. Method according to claim 1, wherein the track-borne device (14, 16; 14a, 16a) is a part of a detection system (18) for the track-bound vehicle (10, 10') of a signalling system (20) monitoring the predetermined track (12; 12a).
3. Method according to claim 1 or 2, wherein the pre-determined track (12) comprises at least one section (22, 22') and wherein the method comprises at least the steps of:
- determining a length (Is) of the section (22, 22') of the pre-determined track (12),
- determining a presence of at least a first point (Pl) of the track-bound vehicle (10, 10') at a first location (LI) in the section (22, 22') of the pre-determined track (12) by a first track-borne device (14) and determining a first time (tl) referring to the presence of the first point (Pl) of the track-bound vehicle (10, 10') at the first location (LI),
- determining a presence of the first point (Pl) of the track-bound vehicle (10, 10') at a second location (L2) in the section (22, 22') of the pre-determined track (12) by a second track-borne device (16), wherein a distance (a) between the first location (LI) and the second location (L2) is the length (Is) of the section (22, 22'), and determining a second time (t2) referring to the presence of the first point (Pl) of the track-bound vehicle (10, 10') at the second location (L2 ) ,
- subtracting the first time (tl) from the second time (t2) and thus determining a total time (tt) and
- determining the speed (v) of the track-bound vehicle (10, 10') by dividing the length (Is) of the section (22, 22') of the pre-determined track (12) with the total time (tt).
4. Method according to claim 1 or 2, wherein the track-bound vehicle (10, 10') comprises at least one partition (24), wherein the method comprises at least the steps of:
- determining a length (lp) of the partition (24) of the track-bound vehicle (10, 10')/
- determining a presence of at least a first point (Pl) of the partition (24) of the track-bound vehicle (10, 10') at a first location (Ll) in the pre-determined track (12a) by a first track-borne device (14a) and determining a first time (tl) referring to the presence of the first point (Pl) of the track-bound vehicle (10, 10') at the first location (Ll),
- determining a presence of at least a second point (P2) of the partition (24) of the track-bound vehicle (10, 10') at the first location (Ll) in the pre-determined track (12a) by the first track-borne device (14a), wherein a distance (a) between the first point (Pl) and the second point (P2) is the length (lp) of the partition (24), and determining a second time (t2) referring to the presence of the second point (P2) of the track-bound vehicle (10, 10') at the first location (Ll) ,
- subtracting the first time (tl) from the second time (t2) and thus determining a total time (tt) and
- determining the speed (v) of the track-bound vehicle (10, 10') by dividing the length (lp) of the partition (24) of the track-bound vehicle (10) with the total time (tt).
5. Method according to claim 3 or 4, wherein the first point (Pl) of the track-bound vehicle (10, 10') or of the partition (24) of the track-bound vehicle (10, 10') is a front (26) of the track-bound vehicle (10, 10') and/or wherein the second point (P2) of the partition (24) of the track-bound vehicle (10, 10') is a rear (28) of the track-bound vehicle (10, 10').
6. Method according to any one of the preceding claims, wherein the track-borne device (14, 16) is an axle counter (30) or wherein the track-borne device (14a, 16a) is a track circuit (32).
7. Method according to any one of the preceding claims, wherein the track-bound vehicle (10, 10') is a train (34) and especially, a high speed train (34).
8. Method according to any one of the preceding claims, wherein the method comprises the further step of:
- displaying the determined speed (v) to a not-vehicle-borne signaller (3 6) .
9. Method according to any one of the preceding claims, wherein the method comprises the further steps of:
- transferring the determined speed (v) to a control unit (38) ,
- generating at least one derivative (d) out of the determined speed (v) by editing the determined speed (v) in the control unit (38) and
- presenting the generated derivative (d) to a not-vehicleborne signaller (36).
10. Method according to claim 9, wherein the derivative (d) is an optical display or an acoustic signal and wherein the optical display or the acoustic signal is a display or signal selected out of the group consisting of: time to a point of interest, time to a selected junction, time to clear a point of interest, time to clear a selected junction, accelerating, braking, early arrival forecast at a timing point, lateness forecast at a timing point, whether the vehicle is stopped or stopping any other speed, position or time based forecast, distance to a point of interest, a pre-Signal Passed at Danger (pre-SPAD) output.
11. Method according to any one of the preceding claims, wherein the method comprises the further steps of:
- transferring the determined speed (v) to a control unit (38) ,
- adjusting the determined speed (v) to a modified speed (mv) by considering at least one known delay (b) stored in the control unit (38) and
- displaying the modified speed (mv) to a not-vehicle-borne signaller (3 6) .
12. Assembly (40) for processing and editing a speed (v) of a track-bound vehicle (10, 10') being moveable on a predetermined track (12, 12a), wherein the speed (v) is determinable with the method according to at least one of the claims 1 to 11, characterised by at least one control unit (38) that is embodied in such a way so that the provided speed (v) is transferred into at least one derivative (d) and characterised by an output unit (42) that is embodied in such a way so that the provided speed (v) and/or the derivative (d) derived from the speed (v) is edited to a not-vehicle-borne signaller (36) .
13. Use of the method according to at least one of the claims 1 to 11 to support a decision of a not-vehicle borne signaller (36) to determine an action concerning the track-bound vehicle (10, 10') and/or the pre-determined track (12; 12a).
14. Use of the method according to at least one of the claims 1 to 11 to predict a failure of a track-borne device (14, 16; 14a, 16a).
Intellectual
Property
Office
Application No: GB1616886.6 Examiner: Miss Samantha Henry
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| GB1616886.6A GB2554704A (en) | 2016-10-05 | 2016-10-05 | Method for determining a speed of a track-bound vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| GB1616886.6A GB2554704A (en) | 2016-10-05 | 2016-10-05 | Method for determining a speed of a track-bound vehicle |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| GB201616886D0 GB201616886D0 (en) | 2016-11-16 |
| GB2554704A true GB2554704A (en) | 2018-04-11 |
Family
ID=57571078
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| GB1616886.6A Withdrawn GB2554704A (en) | 2016-10-05 | 2016-10-05 | Method for determining a speed of a track-bound vehicle |
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| Country | Link |
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| GB (1) | GB2554704A (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN110654426A (en) * | 2019-11-05 | 2020-01-07 | 江苏海洋大学 | Low-cost positioning and speed measuring method for rail-on-rail vehicle |
Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US20010022332A1 (en) * | 1999-01-22 | 2001-09-20 | Harland Sydney Allen | Automated railway monitoring system |
| US20110127389A1 (en) * | 2009-11-27 | 2011-06-02 | Bartek Peter M | Dual ultrasonic train detector |
| GB2514143A (en) * | 2013-05-15 | 2014-11-19 | Selex Es Ltd | Sensing device method and system |
| US20150060608A1 (en) * | 2013-09-03 | 2015-03-05 | Metrom Rail, Llc | Rail Vehicle Signal Enforcement and Separation Control |
| US20160096540A1 (en) * | 2014-10-02 | 2016-04-07 | John Cipollone | Railroad track circuits |
-
2016
- 2016-10-05 GB GB1616886.6A patent/GB2554704A/en not_active Withdrawn
Patent Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US20010022332A1 (en) * | 1999-01-22 | 2001-09-20 | Harland Sydney Allen | Automated railway monitoring system |
| US20110127389A1 (en) * | 2009-11-27 | 2011-06-02 | Bartek Peter M | Dual ultrasonic train detector |
| GB2514143A (en) * | 2013-05-15 | 2014-11-19 | Selex Es Ltd | Sensing device method and system |
| US20150060608A1 (en) * | 2013-09-03 | 2015-03-05 | Metrom Rail, Llc | Rail Vehicle Signal Enforcement and Separation Control |
| US20160096540A1 (en) * | 2014-10-02 | 2016-04-07 | John Cipollone | Railroad track circuits |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN110654426A (en) * | 2019-11-05 | 2020-01-07 | 江苏海洋大学 | Low-cost positioning and speed measuring method for rail-on-rail vehicle |
| CN110654426B (en) * | 2019-11-05 | 2020-09-01 | 江苏海洋大学 | Low-cost positioning and speed measuring method for rail-on-rail vehicle |
Also Published As
| Publication number | Publication date |
|---|---|
| GB201616886D0 (en) | 2016-11-16 |
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