RU2333860C2 - Train and like vehicle collision caution system device - Google Patents

Abstract

FIELD: transport.

SUBSTANCE: invention relates to automated train dispatching. The proposed system incorporates a micro-processor based control system, a global positioning system (GPS) with satellite signal receiving antenna, a locomotive crew interface with required power/range with a directional antenna, I/O subsystem, a braking signaling device connected to the braking mechanism to control the locomotive speed, a message display with a sound and/or visual signaling system and a power supply, preferably, made up of a storage battery and a transformer. All units and devices are functionally interconnected.

EFFECT: efficient prevention of railway incidents.

3 dwg, 1 tbl

Description

FIELD OF THE INVENTION

The present invention relates to a collision avoidance device (UPS) for trains and similar transport systems. In particular, the present invention relates to a UPS operating with a microprocessor-based system with a radio transceiver operating at a predetermined distance, for example 2 km, and having an independent power source, which when installed on a locomotive, brake car, level crossings, railway or any other station automatically generates signals to initiate various safety measures, for example, turning on the braking system of a moving train to reduce its speed to a safe limit, or to stop completely driving at a safe distance, while all kinds of train collisions are prevented due to the inclusion of sirens at level crossings, car drivers are warned and can take precautions by turning on the sound / light signals, the driver or the person on duty on moving are warned about the need to take preventive measures by registering and updating information about the approaching trains, their location, speed, etc.

BACKGROUND OF THE INVENTION

Collision of trains leads to damage to property and loss of life, and traffic accidents resulting from a collision of trains morally injure people. Different types of accidents involving trains include a frontal collision, a side collision of a train, the next train colliding with a train in front, and a train colliding while moving with other vehicles, such as a bus, car, etc.

Usually a head-on collision occurs by mistake of a person. Collisions of a train with other vehicles at guarded and unguarded crossings occurs by mistake of a driver of a motor vehicle or railway personnel. Existing equipment is usually not able to prevent traffic accidents occurring due to human error. Such accidents, i.e. Train collisions that occur due to a system failure or human fault can be prevented using the proposed collision avoidance device, which operates automatically within a given distance.

The main objective of this invention is the prevention of accidents, i.e. train collisions using the proposed collision avoidance device. The collision avoidance device installed on the locomotive and brake car of the train prevents collision at a speed above 15 km / h with another moving train equipped with a similar UPS in block sections and running tracks at the stations, completely independent of the current alarm systems and blocking. By networking with other UPS installed at stations and crossings, collisions with vehicles at railway crossings and other accidents are also prevented, thus creating an “invisible shield”.

Another objective of the present invention is to provide a train collision avoidance device that operates automatically with its own power source, and which actively operates at a predetermined distance so that the trains move at such a safe speed that they approach this speed without a collision, and, in the case of their rapprochement, their speed is automatically controlled.

Another objective of the present invention is to provide a collision avoidance device that acts as a vigilance verification device for a locomotive crew and also serves as a device that warns the driver of being ready for the first stop signal when a train approaches a station.

And another objective of the present invention is to provide a collision avoidance device that prevents a head-on collision of trains by automatically stopping a train using remote control without the participation of a locomotive crew; in addition, a collision avoidance device acts as a warning device for passengers when a train approaches a level crossing.

In accordance with one of the features of the present invention, if a train arrives at a station ahead of schedule, then when it is dispatched from this station, “counting deviations” is performed, this value is used to determine whether the train is leaving on the right track or not.

"Deviation counting" is the difference between the assigned track number on which the train arrives at the station and the assigned track number on which the train departs from the station.

For any particular station, you can develop your own count of deviations in order to reach a given path from a specific source path, and the station UPS contains this information, which is transmitted to the locomotive UPS.

This feature is explained in more detail in the attached figures 2 and 3.

In the attached figures 2 and 3, PO means "counting deviations", as described above, FLOOR means "counting deviations to the left" (left or right in the direction of movement when the train arrives at the station), POP means "counting deviations to the right."

If the block sections on both sides of the station are of the same type, that is, single-track or double-track, the number of LPOs when the train enters the station should be equal to the number of POFs at departure, then the train will go on the right track.

If, on the one hand, a double-track block section adjoins the station, and on the other, a single-track section, then the residual counting will be pre-set for this station to the right or left, in order to know which exit path is “correct” for the train departing from the station. This feature of the invention is also illustrated by the circuit shown in figure 2 and 3.

Depending on the direction of movement, the calculations of deviations to the left or right sequentially indicate the number of the side path, starting from the entrance path, left or right, where the UPS reaches.

For example, when receiving an even train, if the UPS performs only one deviation to the left, then the train arrives on a side track next to the even main path to its left.

Suppose that the train should now depart from this side track along an even path on the right. The UPS must make one deviation to the right - if it does more, then the train will certainly NOT enter the correct even exit path, but the wrong one.

SUMMARY OF THE INVENTION

The present invention describes a collision avoidance system in a railway network consisting of a plurality of locomotives moving along a plurality of tracks with a plurality of stationary objects, such stations, guarded crossings, unguarded crossings, bulk crossings, siding, turnouts and marshalling yards, said system including :

[i] at least one central processor for receiving and processing signals installed on each train;

[ii] at least one processor for receiving and processing signals installed at each station;

[iii] at least one processor for receiving and processing signals installed at each crossing;

[iv] devices for receiving global positioning system (GPS) signals that communicate with all of the central processors installed in trains;

[v] devices for receiving and transmitting radio signals that interact with all of these central processors;

[vi] these central processors mounted on trains are configured to receive and process signals received from devices for receiving signals of a global positioning system, generate response signals, and transmit these response signals using devices for receiving and transmitting radio signals in real time to identify a location and the speeds of all trains, said central processors are also configured to identify the path along which the train is moving;

[vii] said central processors are configured to receive said response signals using said devices for receiving and transmitting radio signals;

[viii] said central processors installed in the trains are also configured to generate alarms in response to certain response signals indicating a potential collision;

[ix] brake actuation devices interacting with central processors installed in trains and configured to receive said alarms and emergency brake actuation.

The present invention relates to a collision avoidance device (UPS) for trains and similar transport systems, which prevents collisions of trains, as well as collisions of trains with other vehicles. Accordingly, the present invention provides a collision avoidance device for trains and similar transport systems, which comprises a central processing unit based on a microprocessor in the form of a monitoring and control unit, a receiver with a satellite antenna for receiving global positioning system (GPS) signals, and a locomotive crew interface the required power / range with a directional antenna and an input / output system, a brake enable device associated with a brake mechanism for controlling speed of the locomotive, a message display device having means for audio and / or visual signaling, and a power system, preferably consisting of a battery and a transformer, all blocks, devices and systems being functionally interconnected.

When installed on a locomotive, brake car, level crossings, railway stations or other objects, this collision avoidance device will automatically generate signals for taking various safety measures, for example, turning on the braking system of a moving train to reduce its speed and make the train stop completely at a safe distance, to prevent a collision of two trains or a collision of a train and other vehicles at level crossings.

BRIEF DESCRIPTION OF THE GRAPHICAL MATERIAL

The invention is further described with reference to the accompanying drawings.

Figure 1 shows a schematic block diagram of the operation of the present invention.

Figure 2 shows a diagram of the operation of the present invention to explain the sign of "counting deviations" for the double-track section.

Figure 3 shows a diagram of the operation of the present invention to explain the sign of "counting deviations" in an alternative embodiment of the invention.

DETAILED DESCRIPTION OF THE INVENTION

As shown in figure 1, the proposed device for collision avoidance (UPS) contains a Central processor unit (1) control and management (BKU), consisting of a module based on a microprocessor designed to process data and generate commands UPS, receiver (3) global positioning system, which receives signals via satellite and transmits them to the control unit (1) to decrypt the exact parameters related to the movement of the locomotive, such as latitude, longitude, speed, date and time, etc. The antenna (3) of the GPS receiver is mounted on the roof of the locomotive.

Using the interface of the locomotive crew and the keyboard for entering data (4), the train driver enters data at the beginning of the trip, for example, train number, direction of movement (even or odd) and movement along the CORRECT or INCORRECT path (if necessary, this data can be changed at any station) . The radio transceiver (5) of the required power / range transmits information and commands generated and transmitted by similar UPSs, including UPS installed at stations when they are in the radio coverage area (about 1.5-2 km or even more). The directional antenna (11) of the radio transceiver (5) is installed outside the locomotive cab.

The input / output subsystem (6) sends signals to the brake signal device (7) to actuate the brake mechanism (not shown), designed to control the speed of the locomotive, and to the signal display device (8) displaying messages with audio and / or visual alarm. The input / output subsystem (6) also contains a battery (9) and a transformer (10) for the UPS power system. The signaling device (8) for displaying messages usually has a mini-screen display and other means for displaying information, such as an alarm indicator (SOS), an audio alarm device A, a visual alarm device V, and an ACK confirmation indicator. The Alarm Indicator (SOS) is a device that generates an alarm and immediately transmits an alarm with absolute priority to all similar devices in this area. The ACK confirmation indicator is used to confirm that a hazard signal has been received and other hazard indicators are reset.

According to the results of processing information received from other UPS, the control and management unit makes a decision on the inclusion of normal or emergency braking on the locomotive. Then, using the appropriate interface of the electromagnet available for this purpose in the locomotive cab, electro-pneumatic braking is activated. The central processor (1) is configured to receive identification signals of the path along which trains move on a given section of a railway network having a unique number assigned to it based on the deviation count, and compare this assigned unique number with the assigned track number of other trains moving on that same plot.

Collision avoidance devices installed on locomotives, as well as collision avoidance devices installed on unguarded as well as guarded crossings not included in the lock, when they enter each other's radio coverage, exchange their identification data with the corresponding route data in the form of digital packets encoded data. Based on the analysis of this data, the maintenance personnel at the level crossing or in the brake car will take the necessary actions.

Specifications regarding functional requirements

Specifications in terms of functional requirements are described separately for each type of UPS, namely, for:

[1] locomotive oops;

[2] station UPS;

[3] UPS brake car;

[4] Crossing UPS.

Locomotive oops

(i) The locomotive UPS must detect and identify all UPS within 3 km, be it a locomotive UPS, station UPS, brake car UPS or a crossover UPS, and clearly and unambiguously identify several devices of the same type.

(ii) A data packet received from each type of UPS must be analyzed to determine if it is an UPS of a locomotive UPS. If both devices are locomotive UPS, then the locomotive UPS based on information received from the global positioning system (GPS) determines whether the relative distance between them is reduced, and also determines whether they move along the same path; and if so, initiates an action to alert drivers with an audiovisual alarm and automatically activates the braking action to avoid a collision. The locomotive UPS also detects any unusual stop of another UPS when it is not at the station, but on the right track, and checks for the presence of a normal signal from another UPS. If this signal is absent, the UPS must reduce the train speed to 25 km / h or lower, as prescribed, with simultaneous audio-visual alarm. The UPS must detect any alarm transmitted by any other UPS within 3-4 km and immediately turn on the corresponding braking with a warning to the driver if another UPS takes the path to the station.

(iii) If the other UPS is a station, the locomotive UPS must:

Get information about the busyness of the main station tracks; - receive information about the location of the first stoplights at this station and at the next station, notify the locomotive driver with an audiovisual alarm, demanding confirmation of receipt when the train approaches the station, detect any alarm and take action to stop the train; receive information about the type of the next block section.

Get information about the main routes of this station and the next station in terms of numbers of deviation counting; detect if the tail of any train goes beyond the limit column according to data from the station UPS; and transmit information about the faulty crossing UPS on the block at the back.

(iv) If the other UPS is a crossing UPS at a guarded crossing with barriers, the locomotive UPS must: detect if the crossing is open and reduce the speed to 25 km / h; detect an alarm and stop the train; detect a malfunction of the crossing UPS; automatically turn on the whistle of the locomotive when approaching the move.

(v) If the other UPS is a crossing UPS at an unprotected crossing, the locomotive UPS must: automatically turn on the whistle of the locomotive when approaching the crossing; detect a possible obstacle and reduce speed to 25 km / h; and detect a malfunction of the cross-oops.

(vi) If the other UPS is the UPS of a brake car, the locomotive UPS must: identify the UPS of its brake car; detect if the brake car remains attached to the train, if the brake car is detached, warn the driver; at the station - to detect whether the UPS of the brake car freed up the cross in the back, and also if it went beyond the limit column; detect malfunction of UPS brake car; detect an alarm from the UPS of the brake car and stop the train.

(vii) The locomotive UPS itself must: at the station — detect which path it is on; when departing, determine whether it is actually moving in the right or wrong way, regardless of what the written statement of the station personnel is; to determine if the locomotive on which this UPS is installed blocks any paths; check the vigilance of the locomotive brigade during normal movement in the block area and when approaching the first stop signal; in the absence of vigilance - reduce the speed of the train; perform self-monitoring and issue an appropriate message if the device does not work in accordance with the technical requirements; identify situations where the locomotive team acts under duress.

Station UPS:

(i) Must be able to identify the type of UPS within 3 km, i.e. identify the locomotive UPS, UPS brake car, and uniquely identify each device, if there are several devices. It should detect the locomotive UPS and the path that it occupies, according to the preferred embodiment of the present invention, based on the deviation count, and should report the deviation count from the input path from the block section with respect to the path number at the station, should have a deviation count for the correct output the route from the station from any departure route, should report the above information on the calculation of deviations to the next station along the route, should transmit information about the location of the first stop the catch of this station and the next station, along the route, should report the type of the next two block sections along the route, should report the crossings equipped with UPS on the next two block sections along the route, should detect a locomotive UPS / UPS brake car blocking any path at the station should turn on the siren when it is detected that the UPS of the brake car rolls back to the station, should detect a situation where any anti-wool arrow on the main track is transferred to the overtaking path, ive self-control and report, when it is not in accordance with technical requirements. According to this invention, the specified information is transmitted by the station UPS to the locomotive UPS for continuous processing of this information by the locomotive UPS.

UPS brake car

It must unambiguously identify the UPS within 3 km or within the double braking distance during emergency braking, must receive its own identifier from the locomotive UPS of the corresponding train - by the declared train number, it must monitor the vigilance of the conductor, it must detect the tripping of the train, and when the train is disengaged, it must give an alarm must be able to manually signal an alarm, must have an independent power system for 12 hours of operation, should be compact in size m with a briefcase for attachment in a frame that protects against thieves, on a brake car or locomotive.

Crossing UPS

The traveling UPS must identify the UPS of an approaching train and warn drivers of vehicles with an audio-visual alarm, must detect the open state of the crossing, if equipped with barriers, and warn the approaching train, must perform self-monitoring and, if it is faulty, transmit the corresponding message to the UPS of a passing locomotive, detect possible blocking of the road and report it to the UPS of a passing locomotive.

The collision avoidance device is capable of working with input signals from the global positioning system or without them if input signals are used that are supplied from a standard digital tachometer, usually available on locomotives, together with the results of measurements of the angular oscillations of the trolley relative to the longitudinal axis of the locomotive body.

The specified input signals allow collision avoidance devices to use them instead of the input signals coming from the global positioning system and work in exactly the same way as described above.

The work of the proposed UPS in different scenarios is described below.

How UPS works

If two UPS within 3 km find that they are approaching each other, they check whether they are on the same path, and, if so, initiate the action of activating the brakes on both locomotives. If two UPSs within 3 km or at a set distance, depending on the braking distances, find that they are approaching each other, but along different paths and at normal speed, they simply safely pass nearby. But, if one of them slowed down and the driver presses the normal button to inform that he has stopped, but there is nothing serious for the next way, then the UPS, moving at normal speed, will continue to move.

In addition, if the driver has a problem, or is not sure that everything is in order, and therefore does not press the normal button, the speed of the approaching train is reduced to 25 or 15 km / h, as prescribed, so that if any obstacle is detected, the driver can quickly stay.

If one of these two UPS triggers an alarm due to the fact that a derailment is detected and the adjacent track needs to be protected, braking is automatically applied and the train stops, thereby preventing a collision.

Types of collisions and a description of how the UPS works to prevent collisions at dangerous speeds.

(i) Head-on collisions: Head-on collisions usually should not occur if personnel strictly obey the signals of all available alarm systems and other prescribed rules. But, if these rules are not respected or are violated (for example, drivers or drivers driving closed signals, or station managers who carelessly issue waybills containing inaccurate information, and thus more than two or three people are involved in violation), collisions. UPS may intervene at this stage regardless of personnel actions. Each type of head-on collision is described below, and how Oops protects against it.

(ii) On a single track block

In a conventional system, if the block section ahead is already occupied by a moving train, but the station head, bypassing the block device, issues a waybill that the path is clear, thereby allowing the train to enter the same block section, or the driver incorrectly understands the signal and a prohibiting signal passes and enters this block section, i.e. if two or three errors took place, then in such cases a head-on collision of trains is possible when they approach each other.

According to this invention, since the UPS operate independently of the actions of the station manager, as well as regardless of blocking or signals at the stations, these errors or violations are not reflected in them. When two locomotive UPSs find each other within 3 km when both are on the same track and if the relative distance between them is reduced, braking is activated and the trains stop without reaching each other.

(iii) In double track sections

In a conventional system, when, for some operational reasons, a train is not launched along its normal path in order to change the path, the transition to another path must be agreed upon. In such cases, the driver is issued a leaflet-permission to move on the "wrong" path. If the station manager is mistaken, what can happen if the station also works with the lock temporarily disabled, and tells the driver that he is heading on the right track, only without deviation, perhaps even sincerely believing in it, forgetting to correctly translate the ramp, then the train may set off on the wrong track and collide with another train moving towards you following the correct procedures.

When equipping the UPS according to this invention, since the locomotive UPS is designed so that it can detect deviation counts based on information from the station UPS, it automatically detects that the train has been transferred to the wrong path and does not allow another locomotive UPS to collide with him, braking both trains when they find each other within 3 km.

(iv) Station with single track sections on both sides

In the existing system, if a train that was taken on the main track stands waiting for a signal to depart, then, according to the rules, another train is allowed to approach the station from the other side. Signals do not open until a route is established. According to the rules, the train coming to the station should stop at the signal. But the driver can make a mistake and drive a closed signal, resulting in a head-on collision.

When equipping the UPS according to this invention, the locomotive UPS of the train received at the station and standing on the main track, due to its design, determines that the deviation count is zero and, therefore, the track identification is transferred to another locomotive UPS.

A train approaching the station from the block-section side receives information from the station UPS that the anti-hair arrows are not installed or are not installed on the freeway. If they are not installed on the freeway, the locomotive UPS of the approaching train, having detected another locomotive UPS of the same path, will turn on braking to stop the train. If the station UPS indicates that the anti-wool arrow is set on the freeway, then even if the approaching train detects the locomotive UPS of the train standing on the main track, it will only reduce the speed to 15 km / h to enter the freeway. At this stage, the driver will have enough time to stop if he finds that the overtaking track is also occupied by another train, since the locomotive UPS is designed in such a way that it can establish within 3 km that two converging trains are on the same track, braking is activated automatically, and therefore no collision occurs.

Hitting a running train

In the existing system, we consider the situation when the train is received at the station and expects the output signal to open, say, on the main track, and this time another train approaches the station from the block section at the back of this station. The station manager is right in not opening the input signal to a train approaching the station because he needs time to set up a route, etc., and he rightly expects this train to stop at a closed input signal. But the driver is mistaken and passes a closed signal and crashes into a standing train.

With the UPS equipment according to this invention, the locomotive UPS of an approaching train while checking the driver’s vigilance (so that the train approaching the station stops at the first stop light) takes action to reduce the speed of the train to 15 km / h if the driver is not vigilant. If the driver presses the vigilance button, but still makes a mistake without stopping at the signal, the UPS will continue to act. Since the station UPS informs the approaching locomotive that, for example, the anti-wool arrows are not installed on the freeway, braking is automatically activated if another locomotive UPS is found at the station on the same track where the approaching train follows. In addition, the UPS of the brake car will act to stop the approaching train. In this way, a collision will be prevented.

The work of the proposed UPS in different scenarios is described below, as well as on the attached diagrams and in the description table.

Delimitation of the station site from adjacent block sites - (i) Station UPS will delimit the station site between two consecutive block sites. The station UPS will continuously transmit location information (latitude and longitude) of its first stop signal (passing or external on both sides of the station) by the locomotive UPS of all approaching trains. Based on the information received, the locomotive UPS will turn on the light indication “Approaching the station” and an audio indication to check the vigilance of the driver. If the driver does not confirm receipt of information within 30 seconds, the locomotive UPS will turn on normal braking to stop the train, regardless of the position of the first stop signal (open or closed).

Locomotives within the station area

(i) When two locomotive UPSs determine that they are within the station site (based on information received from the station UPS) and each speed is 15 km / h or less, they will automatically switch to “Receive Only” mode. However, in the event of an emergency, such UPS may still send alarms to other UPS that are in their radio area.

(ii) Locomotives (including shunting ones) moving at a speed of more than 15 km / h at the station site or leaving the station site

The locomotive UPS of the train will allow resuming the transfer of its own information to other UPS located nearby if its speed within the station is higher than 15 km / h or if the locomotive leaves the station site (which is delimited by the station UPS).

Departure of trains from the station site along the “WRONG” track

Having made sure that the FIRST train on the WRONG track has already been sent with a speed limit of 25 km / h, the station UPS will allow the locomotive UPS of the next train to go on the WRONG track at normal speed by automatically sending this information to the locomotive UPS via radio. In such cases, the driver will also be able to view updated information on the screen of the locomotive UPS before initiating the appropriate action.

Additional properties regarding safety when working without blocking at stations.

(i) In the case of the introduction of work at stations without blocking, information on which is transmitted to the station UPS by the station duty officer, the station UPS will take the following additional precautions.

(ii) The station UPS will limit the speed of ALL approaching trains to 15 km / h, informing the appropriate locomotive UPS in advance about the station’s operation without blocking.

(iii) As a precaution, the station UPS will automatically cause a change in the destination of the track in the locomotive UPS of all approaching trains to the WRONG track. In this case, the default setting for locomotive UPS of all trains departing from such a station without blocking will be the “WRONG” path if the station duty officer from his station UPS does not change it to the “CORRECT” path. This will reduce the likelihood of a head-on collision, even if any one of these trains has already set off on the wrong track at the block site by human error - conscious or accidental.

Station UPS Failover

(i) Failure of the station UPS for any reason leads to the disappearance of the “MASK” of the station site, which during normal operation separates the station site from adjacent block sections. As a result of such a failure, the logic of the block section will be applied to the station section, since the transceiver of the UPS of trains moving at a speed of 15 km / h or lower will be in the "receive only" mode, other trains can pass this station with their NORMAL speed. Actual safety at the station will be ensured by the existing alarm and interlock system. In addition, pressing the alarm button on the UPS of any of the trains on the station tracks will cause the UPS of all other trains to stop their trains.

By combining the input signals from the global positioning system and the input signals from the tachometer and the device for measuring the angular position of the trolleys, the availability and reliability of the device are many times higher, and thanks to this, a system with moving blocks can be entered on any existing railway equipped with a modern alarm system and rail chains.

UPS works with all types of distillation alarm - with auto-lock or electric wand system, which is the oldest system that has survived to this day. In other words, with any type of alarm, from the oldest to the most complex, the UPSs work independently and provide collision avoidance at speeds above 15 km / h if moving objects are equipped with collision avoidance devices.

Figures 2 and 3 illustrate the characteristic "counting deviations", which is unique to this invention.

Figures 4, 5 show a collision table.

The above description and examples serve only to better understand the invention and in no way limit its scope. The UPS described above for trains can be similarly adapted and used for any other transport system.

Claims (2)

1. A collision avoidance system in a railway network consisting of a plurality of trains moving along a plurality of tracks, said system including: [i] at least one processor for receiving and processing signals installed on each train; [ii] devices for receiving signals from a global positioning system (GPS) that interact with said processors installed in trains; [iii] devices for receiving and transmitting radio signals that interact with all of these processors in a radio communication coverage area of 3 km; [iv] said processors mounted on trains are configured to receive and process signals received from devices for receiving signals from a global positioning system, generating response signals and transmitting these response signals using real-time receiving and transmitting radio signals to identify location and speed trains, while these processors are also configured to identify the path along which the train is moving; [v] said processors are configured to receive said response signals using said radio receiving and transmitting devices; [vi] said processors installed in trains are configured to generate alarms in response to certain response signals indicative of a potential collision; [vii] brake actuation devices interacting with processors installed in trains and configured to receive said alarms and emergency activation of the brake mechanism; [viii] at least one processor for receiving and processing signals is installed on a stationary object, such as stations, secured crossings, unguarded crossings, characterized in that there are two processors installed on each train, the first - in front, on the locomotive, and the second - in the rear, on the brake car. 2. The collision avoidance system in the railway network according to claim 1, characterized in that said processors are configured to receive signals to identify the path along which trains travel on a given section of the railway network and to which a unique identification number is assigned based on the calculation of deviations, and compare this assigned unique number with the assigned track number of other trains moving in the same section.

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