MXPA99005341A - Method and apparatus for determining the position of a locomotive operating in a paras vias group - Google Patents

Abstract

The present invention relates to an apparatus for controlling trains, characterized in that it comprises: an image sensor placed on a railway vehicle and placed to detect a scene immediately in front of the railway vehicle, the sensor generates sensor signals, a computer to receive the signals of the sensor and generate in response to this, linear representations of at least two sets of parallel tracks, placed within the scene immediately in front of the rail vehicle, a means for generating relative slopes of the linear representations of the rails related to a reference line, the relative slope is a positive slope or a negative slope, and a means to determine the occupation of the track of the railway vehicle between at least two sets of parallel tracks placed in front of the railway vehicle based on the relative slopes of the linear representations of the rail

Description

METHOD AND APPARATUS TO DETERMINE THE POSITION OF A LOCOMOTIVE THAT OPERATES IN A PARALLEL ROUTE GROUP BACKGROUND OF THE INVENTION The present invention is generally related to railways, and more specifically relates to train control systems and even more particularly, is related to machine vision systems to resolve the ambiguity of ways determining the relative slope of the lines that correspond to the rails placed in front of a locomotive. In the past, train control systems had been used to facilitate the operation of trains. These train control systems have endeavored to increase the density of trains in a road system, while maintaining, simultaneously, the positive separation of trains. The problem of maintaining positive separation of trains becomes more difficult when parallel tracks are present. Often, there are parallel tracks with numerous cross-track changes to change from one track to another. Frequently, it is very difficult for electronic and automatic systems such as train control systems to positively determine which of the different parallel train tracks a train can be located at any particular time. For example, when the tracks are parallel, they are typically placed very close to each other, with a center-to-center distance of approximately 4.27 m (fourteen (14) feet). In the past, several different methods have been tried to resolve the potential ambiguity of which way, from a group of parallel paths, may be using a train. These methods have included using receivers of global positioning systems, track circuits and inertial navigation sensors. Those methods of the prior art to determine which way is being used, each have their own significant disadvantages. First, standard GPS receivers are usually unable to positively resolve the position of the train with the required degree of accuracy. The separation of approximately 4.27 m (fourteen (14) feet) between the tracks is often too short for normal GPS receivers to provide a positive determination of the use of the track. The use of differential GPS increases the accuracy; that is, it reduces the uncertainty in the determined position. However, differential GPSs would require the placement of numerous differential GPS transmitting "stations", remotely located throughout the country. The United States is currently not equipped with a sufficient number of differential GPS transmitting stations to provide the necessary accuracy at all points along the rail systems of the United States. Track circuits that have been used in the past to detect the presence of a train on a particular track also require significant infrastructure investment to provide broad coverage. Currently, there are vast areas of "dark territory", in which track circuits are not available. Additionally, those track circuits are subject to damage in remote locations and are susceptible to intentional sabotage. Inertial navigation sensors proposed in the past have included gyroscopes and acceleration sensors. Gyroscopes are capable of detecting a very gradual return; however, turns with sufficient accuracy to detect such turns are very expensive. Acceleration sensors, although less expensive than sensitive turns, typically lack the ability to detect the necessary movement of a train, especially when a track change designed for high speed from one track to another is being made at speeds Very low. Consequently, there is a need for an improvement in advanced train control systems that overcomes the problems previously established.

BRIEF DESCRIPTION OF THE INVENTION An object of the present invention is to provide a train control system with enhanced train positive separation capabilities. A feature of the present invention is that it includes an image digitizing system for digitizing the scene immediately in front of the locomotive. An advantage of the present invention is that it allows computer analysis of the scene immediately in front of a locomotive. Another object of the present invention is to provide the ability to reduce the ambiguity of the track. Another feature of the present invention is the use of algorithms to amplify images to simplify the view immediately in front of the locomotive. Another characteristic of the invention is that it uses line detection algorithms to determine the slope of the lines that correspond to the rails in front of the locomotive and that also includes additional means for counting the lines that have predetermined slope characteristics. The present invention is a method and an apparatus for controlling trains by detecting the relative slope of the several parallel rails, placed immediately in front of the locomotive, which are designed to meet the needs mentioned above, to provide the objects stated above, to include the features listed above, and achieve the benefits already articulated. The invention is carried out in a "less ambiguous" system in the sense that the ambiguity of the track is greatly reduced, by providing information to a train control system related to the number of rails immediately in front of the locomotive. which has slope characteristics, predetermined. Accordingly, the present invention is a method and apparatus for determining the location of a locomotive operating in a group of parallel tracks, using machine vision systems to determine the slope of the lines representing the rails in a scene immediately opposite. of the locomotive.

BRIEF DESCRIPTION OF THE DRAWINGS The invention can be understood more fully by reading the following description of the preferred embodiments of the invention, in conjunction with the accompanying drawings, wherein: Figure 1 is a block diagram of a representation of the detector of Figure 2 Figure 2 is a block diagram of the train control system of the present invention. Figure 3 is a perspective view of the front part of a typical locomotive, operating on an occupied track having a parallel track immediately adjacent to it. The window at the bottom of Figure 3 enclosed in dashed lines represents a subsegment of the entire view of Figure 3, which would be verified by the vision system.

DESCRIPTION OF THE PREFERRED MODALITY Referring now to the drawings, in which similar numbers refer to similar matter through it, and more particularly to Figure 1, it shows a track occupation detector, generally designated as 100, which has an image sensor 102 coupled to a computer 104, which is coupled to information storage means 106. Preferably, the image sensor 102 is coupled to the computer 104 through an electronic connection 108. The image sensor 102 is preferably capable of resolving the location of the rails placed immediately on the front of the locomotive and immediately adjacent to the locomotive. The sensor 102 would include various types of sensors, such as black and white cameras, color cameras or infrared cameras. The computer 104 is preferably capable of manipulating the information sent by the sensor 102 to determine the relative slope of the lines corresponding to the rails, in the scene immediately in front of the locomotive. The information storage means 106 is preferably coupled to the computer 104 and would be included as an integral part of the computer 104. Referring now to Figure 2, there is shown an advanced train control system of the present invention, generally designated as 200, which would be found on board a locomotive (not shown). The system 200 includes a locomotive data radio 202, which is coupled to an antenna 204 and further coupled to an on-board computer 210. Also coupled to the on-board computer 210 is the GPS 206 receiver, which it is coupled to the GPS antenna 208. Furthermore, coupled to the on-board computer 210 is the wheel tachometer 212, the LCD display 214, the LED appearance visualization device 216, the interface or interconnection 218, and a locomotive ID module 220. The radio 202, the antennas 204, 208, the GPS receiver 206, the wheel tachometer 212, the display devices 214 and 216, the interface or interconnection 218, and the ID module. of the locomotive, are well known in the art. The on-board computer 210 can be a computer using a P.C. or an adapted included processor architecture. The processor and the operating system and the other details are the object of the wishes of the system designer. The on-board computer 210 may include a broad railroad data base. Attached to the on-board computer 210 is the input detector 222, which is a generic name for devices capable of detecting whether the train has turned or changed tracks. In the present case, the input detector 222 can be an occupation detector of the track 100, as described more fully in Figure 1 and its accompanying text. The operation of the occupation detector of track 100 is also more fully described in Figure 3, below. Referring now to Figure 3, it shows a representative view of a scene immediately on the front of a locomotive, which operates on a group of parallel tracks. The scene was designated generally 300. A single horizon 302 is shown together with a first set of rail tracks 304 and a second adjacent set of rail tracks 306. The first set of rail tracks 304 includes a first rail 302 and a second rail 314, while the second set of tracks 306 includes a first rail 322 and a second rail 324. In scene 300, tracks 304 are tracks occupied by the locomotive. The scene 300 includes a vision scanning area of the machine 330, which is enclosed by the dotted line. In this portion of the scene 300, which is verified by the input detector 222 of Figure 2, it can also be seen that the image sensor 102 of Figure 1 appears to be placed in the center of the locomotive and is "seeing" or pointing in the direction of displacement of the locomotive. In operation, and now referring to Figures 1, 2, and 3, the image sensor 102 captures the image of the portion of the scene 330. Image amplification algorithms are used by the computer 104 (or in an alternative mode for the computer 210, in which the image sensor 102 is directly coupled to an onboard computer 210), to create a simple computer-generated diagram, containing lines representing the location of the rails within the desired display field. Similarly, line detection algorithms could then be applied to the amplified image to determine the slope and ordered to the origin of each line representing a rail. The slope indicates the angle of each one, so that a positive slope denotes an upward inclination, to the right, and a negative slope denotes an inclination downward, to the right. The ordinate to the origin of the lines indicates the point at which the line crosses an x-axis (assuming a Cartesian coordinate system). In a single-track area, there would be one line with a positive slope and another line with a negative slope. In a double-track area, there would be three lines with positive slope and one line with negative slope or vice versa, depending on which road is occupied. The distinction between having three lines of positive slope and one negative or three lines of negative slope and one positive, will determine which set of rails is being occupied. It should be understood that the system of the present invention could take many forms. For example, the function of the computer as shown at 104 would be a dedicated microprocessor, associated with the image sensor 102, or it could be a more robust microprocessor contained in a centralized computer on board, which could be a specially designed computer. or a derivative of a computer that has an architecture similar to a personal computer. The applicant believes that a person skilled in the art may wish to choose to distribute the information processing or consolidate it and in other circumstances, design any particular system that meets the particular needs of the user. It is believed that the method and apparatus of the present invention will be understood from the foregoing description and that it becomes apparent that various changes can be made in the form, construction, steps and arrangement of the parts and steps thereof, without departing of the spirit and scope of the invention or sacrifice all its material advantages. The form described herein is an exemplary preferred embodiment thereof. Numerous image amplification algorithms are known in the art, and it was contemplated that many algorithms may be used, such as a Laplacian edge detection algorithm. Similarly, line detection algorithms are already known in the art and line detection algorithms could be used, such as the Hough transformed online detection algorithm. The following is an example of a reference text that could be useful for developing and designing image amplification and line detection algorithms to meet particular implementation needs: Digital Image Processing By Rafael C. González and Richard W. oods Addison Wesly Publishers Rights Reserved 1992 ISBN 0-201-50803-6 It is noted that in relation to this date, the best method known by the applicant to implement the cited invention, is that which is clear from the present description of the invention.

Claims (20)

CLAIMS Having described the invention as above, the content of the following claims is claimed as property:

1. An apparatus for controlling trains, characterized in that it comprises: an image sensor placed on a railway vehicle and placed to detect a scene immediately in front of the railway vehicle, the sensor generates sensor signals; and a computer to receive the sensor signals and generate, in response to this, a determination of occupation of the railway vehicle track between at least two sets of parallel tracks, placed in front of the railway vehicle.

The apparatus according to claim 1, characterized in that the computer uses an algorithm to amplify images to generate a simplified diagram containing lines corresponding to the location of the rails placed in front of the railway vehicle.

3. The apparatus according to claim 2, characterized in that the computer uses a line detection algorithm to determine the slope and the ordinate at the origin of each line corresponding to a rail in front of the railway vehicle.

The apparatus according to claim 3, characterized in that the computer separates the lines representing the rails into predetermined categories, based on the slope of each line and determines the number of each line within each predetermined category.

5. The apparatus according to claim 1, characterized in that the image sensor is a monochromatic camera.

6. The apparatus according to claim 1, characterized in that the computer is a microprocessor, which is not dedicated solely to be used in association with the image sensor.

The apparatus according to claim 1, characterized in that the computer is a microprocessor dedicated only to be used in association with the image sensor.

The apparatus according to claim 4, characterized in that it further comprises a GPS receiver for providing position information related to the position of the railway vehicle.

9. The apparatus according to claim 8, characterized in that it further comprises a data radius for transmitting position information related to the positions derived from the GPS receiver and information related to the occupation of the path derived from the image sensor.

10. The apparatus according to claim 9, characterized in that the railway vehicle is a locomotive.

The apparatus according to claim 10, characterized in that the computer uses Hough transformation techniques to detect parallel pathways.

12. The apparatus according to claim 11, characterized in that the computer uses Laplacian edge detection techniques.

13. An apparatus to control trains, to control a train of a type, which operates on a track consisting of a pair of parallel rails and, in addition, of the type in which a railway vehicle may occupy a track, which is in a group of two or more parallel tracks little separated, each track consists of a pair of parallel rails, the apparatus for controlling trains is characterized in that it comprises: means for determining the number of rails placed immediately in front of the railway vehicle; means for determining the slope of the rails immediately in front of the railway vehicle and, furthermore, for determining the number of rails having predetermined slope characteristics; and means for determining an occupancy characteristic of each set of tracks in front of the rail vehicle.

The apparatus according to claim 13, characterized in that the means for determining the number of rails comprises means for detecting the electromagnetic radiation reflected from the rails placed immediately in front of the railway vehicle.

15. The apparatus according to claim 14, characterized in that the means for detecting electromagnetic radiation are a camera.

16. The apparatus according to claim 15, characterized in that the means for determining the slope of the rails and the means for determining the number of rails having a predetermined slope, is a computer processor.

The apparatus according to claim 16, characterized in that the computer processor uses Hough transformations and Laplacian edge detection algorithms.

18. A method to determine which way, of a group of parallel railway tracks (each track has a set of parallel rails), on which a railway vehicle is traveling, characterized in that it comprises the s of: detecting the reflected energy of a plurality of rails immediately in front of the rail vehicle; determine the number of rails placed immediately in front of the rail vehicle; determine the slope of the rails placed immediately in front of the railway vehicle; determine the number of rails immediately in front of the railway vehicle that have the predetermined slope characteristics; and generate the occupation determination of the road, based on the number of rails that have predetermined slope characteristics.

19. The method according to claim 18, characterized in that the detection of the reflected energy is carried out with a camera. The method according to claim 19, characterized in that the detection of the reflected energy is achieved with an infrared camera.