RU2536007C2 - Method and apparatus for controlling hybrid train - Google Patents

Abstract

FIELD: physics; control.

SUBSTANCE: invention relates to train control systems. An on-board train control system, which interacts with a track-mounted cab signalling apparatus, comprises a positioning subsystem, a means of receiving and decoding cab signalling speed codes, means of converting said cab signalling speed codes and means of generating a stop schedule. A train control system in which generation of allowed movement limits is a dynamic process, wherein a more restrictive speed code results in cutting off the allowed movement limit, and a more permissive speed code results in expanding the allowed movement limit. An on-board train controller comprises an on-board positioning subsystem, an on-board interface device, an on-board processor with a computer-readable data medium and a control logic segment.

EFFECT: displaying boundaries of allowed movement.

31 cl, 14 dwg

Description

Previous Applications

This application is a continuation of provisional application US 61 / 127,675, filed May 15, 2008.

Technical field

The present invention relates generally to train control systems and, in particular, to a train control system that combines certain structures of locomotive signaling technology with structures used in data exchange-based train control technology (SVTS technology). The hybrid train control system uses traditional fixed track block sections with appropriate locomotive signaling control devices, as well as intelligent vehicle-mounted CBTS equipment. Locomotive signaling control devices generate discrete speed commands that are transmitted to the track rails of various locomotive signaling block sections. In turn, an intelligent vehicle-mounted SVTS device determines the location of the corresponding train and generates a permitted movement limit (MAL) based on speed commands received from locomotive signaling track devices.

State of the art

Locomotive signaling technology is well known and developed from a fixed block section and track signaling. Typically, a locomotive alarm system includes track elements that generate discrete speed commands based on a number of factors, including train identification data, civilian speed limits, train characteristics, and track geometry data. Speed commands are sent to the track rails of various block sections of the locomotive signaling and are received by trains operating in these block sections through receiving coils. The locomotive alarm system also includes vehicle-mounted devices that provide speed information to train drivers and which ensure that the actual train speed does not exceed the speed received from the track equipment.

SVTS technology is also known in the art and has gained popularity as a technology for selecting new transit properties. The SVTS system is based on continuous two-way data exchange between smart trains and track zone controllers. The smart train determines its own location and generates and executes a safe speed schedule. There are a number of structures known in the art that allow a train to determine its own location independently of rail chains. One such structure uses passive transmitters that are located on tracks between rails to provide a reference location for trains approaching them. Using a speed measurement system such as a tachometer, the mission critical on-board computer continuously calculates the location and speed of the train between transmitters.

The operation of the ATSS is based on the principle of a moving block section, which requires that trains in a certain area continuously communicate their location to a zonal controller. In turn, the zonal controller transmits to all trains in this area a data set that contains the topography of the tracks (i.e. slopes, irregularities, turns, elevations, etc.), civil restrictions on the speed and location of the track signaling equipment. The zone controller, in addition, monitors all trains in its area, calculates and passes the limit of permitted traffic to each train. Permitted traffic is usually limited to the train in front; a directional signal indicating the indication to stop; failure of the rail chain; end of the way, etc. When receiving the border of allowed traffic, the on-board computer generates a speed graph (speed / distance along the curve), which takes into account the border of allowed traffic, civilian speed limits, track topography and braking characteristics of the train. The on-board computer also ensures that the actual train speed does not exceed a safe speed limit.

SVTS has a number of advantages over locomotive signaling technology, which include shorter intervals between trains, fulfillment of temporary speed limits and the possibility of working on the same train line with different traction and braking characteristics.

Although the benefits and advantages of ATSS are well known, it is difficult to transition from a locomotive signaling installation to an ATSS installation. In addition, when lengthening an existing line driven by locomotive signaling, transit or travel properties are usually limited to one choice, namely, using the same train control technology used in the existing line. In addition, it is desirable to standardize the human-machine interface provided by locomotive signaling systems and CBTS. Further, it is desirable to obtain some level of interoperability between locomotive signaling and CBTS. The present invention provides a structure that facilitates the transition from locomotive signaling to CBTS; allows the use of CBTS technology on the extension of the line, which is controlled by a locomotive alarm; provides a human-machine interface for locomotive signaling systems, which is based on the “distance to travel” format; and allows trains equipped with SVTS to work with track devices of locomotive signaling.

OBJECT OF THE INVENTION

The present invention relates to train control systems and, in particular, to a hybrid train control system that integrates standard tracked locomotive signaling devices with on-board CBTS computers. Accordingly, it is an object of the present invention to provide a method for translating speed limit information generated by locomotive signaling equipment into the boundaries of permitted movement.

Another objective of the present invention is to provide an on-board train control device that receives speed limiting information from track control signal devices and generates an allowable movement border that corresponds to the received speed information based on the current location of the train.

Another objective of the present invention is to provide an on-board train control device that receives speed limit information from tracked locomotive signaling devices and calculates a location area for the train in front based on speed limit information received from track devices, the current location of the train and base onboard mission data that includes track topography, civil speed and location restrictions track signaling equipment.

Another objective of the present invention is to provide an on-board train control device that receives speed limit information from locomotive signaling track devices and provides an absolute stop operation in the form of an allowable movement border.

Another objective of the present invention is to provide an on-board train control device that receives speed limiting information from locomotive signaling and track devices and provides an absolute stop operation in the form of a border of permitted movement at locations identified in the on-board database.

Another objective of the present invention is the creation of an on-board train control device that receives speed limiting information from tracked locomotive signaling devices and calculates the corresponding permitted traffic limits for the train, so that an improvement in the operating interval provided by the tracked locomotive alarm system is achieved.

Another objective of the present invention is to provide an on-board train control device that receives speed limiting information from locomotive signaling track devices and which provides a human-machine interface that is compatible with the CBTS human-machine interface.

Another objective of the present invention is to provide an on-board train control device that receives speed limit information from locomotive signaling track devices and calculates the corresponding limits of permitted movement, while safe speed limits are based on temporary speed limits received from the automatic train tracking system.

Another objective of the present invention is the creation of a track control device for the train, which controls a certain area of the railway, and which has two-way data exchange with trains operating in this area, and which receives location information from these trains, and which also receives information about the restriction speed from the track devices of the locomotive signaling, and which gives the boundaries of the permitted movement to the indicated trains, and the speed limit information is allowable speeds in locomotive signaling block sections, which are determined by locomotive signaling devices based on the location of trains in the specified area.

Another objective of the present invention is the creation of an on-board train control device that operates both in the locomotive signaling area and in the CBTS area, and which provides a single human-machine interface in the form of an allowable traffic border.

Another objective of the present invention is to provide an on-board train control device that receives speed limiting information from locomotive signaling track devices, and which calculates the corresponding limits of permitted movement and allowable speed limits based on specific traction and braking characteristics of the train and civil speed limits stored in on-board database of responsible destination.

Another objective of the present invention is to provide an on-board train control device that receives speed limit information from locomotive signaling track devices, as well as permitted traffic limits from track zone controllers, and which calculates corresponding permitted traffic limits for a train based on some predetermined criterion.

Another objective of the present invention is to provide an on-board train control device that receives speed limiting information from locomotive signaling track devices, and which includes modules for interacting with this control device with locomotive signaling systems.

Another objective of the present invention is to provide an on-board train control device that receives speed limiting information from locomotive signaling track devices, and which also receives information related to the states of devices regulating adjoining routes in this area, and calculates the corresponding permitted traffic limits, which reflect the indicated states of devices regulating adjoining routes.

Another objective of the present invention is to provide an on-board train control device that receives speed limiting information from locomotive signaling track devices, receives train location information from the on-board train positioning system, and which calculates respective permitted movement boundaries based on at least one of reference tables.

Another objective of the present invention is to provide an on-board train control device that receives speed limit information from locomotive signaling track devices, and which translates speed limit information to an obstacle location that determines permitted movement for the train.

Another objective of the present invention is to provide an on-board train control device that receives a sequence of speed limiting commands from the track devices when the train moves through the track blocks of the locomotive signaling and generates safe permitted movement boundaries that are based on calculation criteria for the track block sections locomotive signaling, configuration of track block sections of locomotive signaling, location of track devices that regulate adjoining routes and types of faults travel locomotive signaling devices.

Another objective of the present invention is to provide an on-board train control device that receives speed limit information from track devices and translates these speed limits into permitted traffic limits so as to provide a train control system that is independent of the calculation conditions for calculating the track block locomotive alarm.

Another objective of the invention is the creation of an on-board train control device that receives speed limit information from track devices and translates these speed limits into permitted traffic limits, and then generates an on-board stopping schedule that reflects civil speed limits included in the on-board database.

Another objective of the present invention is to provide an on-board train control device that receives speed limit information from track devices and translates these speed limits into permitted traffic limits based, in part, on the difference between specific speed limits in two adjacent locomotive signaling signal sections.

SUMMARY OF THE INVENTION

The above and other objectives of the invention are solved according to a preferred embodiment of the invention, which provides a hybrid train control system that integrates standard tracked locomotive signaling devices with on-board CBTS computers. On-board SVTS computers can also exchange data with the automatic train tracking system (ATS), which controls the track equipment that regulates adjoining routes, and also provides service functions. ATS provides information related to time limits on speed, work area boundaries, and the status of devices that regulate adjoining routes.

The configuration of the onboard SVTS device is similar to standard onboard SVTS computers for critical purposes and includes an independent subsystem for determining location and speed; interface to traction, braking and other carriage subsystems; a mission-critical database that includes data related to track topography, civil speed limits and the location of track signaling devices. In addition, the on-board SVTS device includes an interface to the receiving coil of the locomotive alarm, which receives travel information about the speed limit encoded in electrical signals that are fed through the track rails. In a preferred embodiment, the location subsystem is based on transmitters located on the tracks. Passive transmitters are used to provide a reference position to the airborne location and speed subsystem. Between transmitters, an odometric device continuously calculates the location and speed of a train. In addition, dynamic transmitters can be used at locations of the entry signal to the standby zone to provide routing critical destination information to the aircraft equipment.

It should be noted that the disclosure of a transmitter-based system for providing independent determination of location and speed is provided for the purpose of describing a preferred embodiment and is not intended to limit the invention. As should be understood by a person skilled in the art, any position and speed determination system that is independent of track rail chains can be used with the present invention. Examples of such location and velocity subsystems include inductive loops shown in FIG. 8, radio geodetic triangulation devices, global positioning devices (GPS), and the like.

The method described in the preferred embodiment is based on converting the received locomotive signaling speed codes to the boundaries of the permitted movement. There are two main steps in implementing such a transformation. Firstly, the onboard SVTS equipment determines the block section of the locomotive signaling, where the front end of the train is currently located. This determination is made based on the current location of the train (calculated by the airborne location subsystem) and information on the responsible destination database. The second stage is the location of the boundary of the block section for the block section of the locomotive signaling, where there is a road obstacle. A track obstacle may be a train ahead of you, a stop signal, a broken track recording block section, the end of tracks, temporary blocking of tracks, etc. This determination of the location of the boundary of the block section can be carried out using a look-up table / which reflects the path codes of the speed of the locomotive signaling depending on the states of the various track recording block sections. In another embodiment, the indicated location of the boundary of the block section can be carried out using an algorithm that uses the received locomotive signaling speed code, the current block section of the locomotive signaling and parameters for calculating the locomotive signaling (i.e., train characteristics, track profile data, time reactions, formulas used to resist train movement, etc.).

When locating a locomotive signaling block section where there is a road obstacle, the on-board CBTS computer will generate a border of permitted traffic to the location of the entrance to this locomotive signaling block section. A buffer zone is provided in front of the indicated location of the entrance to the block section in order to guarantee a minimum safe distance to the train located at the beginning of the block section where the track obstacle is located. This border of permitted traffic is executed by the onboard SVTS equipment. Similar to the operation of the ATSS, the on-board controller for critical applications will generate a stopping schedule (speed / distance along the curve) to control the speed of the train and stop the train at the end of the border of permitted traffic. This stop schedule uses the civilian speed limits available in the trip signal configuration. The critical on-board controller also provides protection against speeding by ensuring that the actual speed of the train does not exceed the permissible speed limit.

It should be noted that the generation of the permitted movement border is a dynamic process that is directly consistent with the locomotive signaling speed code received from the track devices. Inside the block section, the on-board SVTS equipment will respond to any change in the received locomotive signaling speed code. A more restrictive speed code will entail an approximation of the border of the permitted movement. In another case, a more permissive speed code will entail a separation of the border of the allowed movement.

It should also be noted that when a train enters a new block section, as a rule, the border of permitted traffic remains the same. An exception is the case when a track obstacle restricting permitted movement moves to another block of locomotive signaling at the same time as the train moves to a new block. This means that during normal operation, dynamic changes in permitted movement will most likely occur within the boundaries of various block sections.

This hybrid architecture provides several security and operational benefits. Firstly, the permitted movement usually passes beyond the input boundary of the block section with the speed code “stop” or “stop and continue”. In particular, the border of permitted movement can extend to the exit boundary of this block section, approaching the block section where there is an obstacle. Such a separation of the border of permitted traffic provides an increase in the existing throughput. Secondly, this hybrid architecture can be used to transform an existing “stop and continue” operation into an “absolute stop” operation due to the nature of the border of permitted movement. In such applications, a hybrid architecture can be used to increase operational safety.

This concept can also be implemented in such a way that the operations “absolute stop” and “stop and continue” are provided in different geographical locations based on some database parameter. For example, an “absolute stop” operation may be provided at locations of a sleep zone entry signal. At the same time, the “stop and continue” operation can be provided at the border of certain block sections where it is necessary to approach the train ahead of you under the protection of working rules. This is done using some database parameter that controls the choice of either the “absolute stop” operation or the “stop and continue” operation at the end of the border of allowed movement. Further, for systems where the ATS subsystem is used, this database parameter can be activated by the ATS manager at the central control center. Further, a notification function is provided on board the train to provide notification to the train driver of the “stop and continue” operation at that location.

Other advantages of this architecture include ensuring smoother operation by eliminating code change points at the boundaries between different block sections, which makes the running and braking characteristics of the train independent of the calculation of the track block section of the locomotive signaling and facilitates the transition from the locomotive signaling mode to the CBTS mode the use of the mixed fleet mode (i.e., trains with locomotive signaling operate on the same tracks as the SVTS trains). Another type of mixed fleet regime can be provided when, for example, freight trains need to work along the same lines with suburban trains. In this case, each type of train will operate on the line on the basis of its own running and braking characteristics and regardless of the conditions for calculating the traveling block section of the locomotive signaling.

It should be noted that the concept of hybrid architecture can be embodied by lengthening the existing line of locomotive signaling. The extension of the line will be equipped with travel zone controllers CBTS. New elongated trains are equipped with a hybrid on-board unit and are capable of operating both on the main line and on extension routes using the permitted movement mode. Old trains equipped with on-board locomotive signaling equipment will continue to operate along the main line in mixed fleet mode, but will not be able to operate on new extension routes. Obviously, if the work of old trains on extension routes is necessary, then they must be modernized with hybrid on-board equipment.

It should also be noted that this hybrid architecture can be used with locomotive signaling systems that use track rails to transmit speed information to trains, or with locomotive signaling systems that use inductive circuits. This architecture can also be used with locomotive signaling systems that use the distance to travel mode within the block.

Another advantage of this hybrid architecture is the ability for trains with different traction and braking characteristics to work with existing locomotive signaling track installations. Essentially, this architecture will make train control independent of the conditions used to calculate the track block portion of the locomotive signaling.

This hybrid architecture also provides standard CBTS mode in areas equipped with travel zone controls. In such areas, the train continuously transfers its location to the travel area controller through the data exchange subsystem. In turn, the zonal controller monitors trains in a certain area and issues permission to the train based on the location of the traveling obstacle in front. This border of permitted traffic is transmitted to the train through a data exchange network. The on-board computer then generates and executes a stop schedule that corresponds to the accepted boundary of the permitted movement.

BRIEF DESCRIPTION OF THE DRAWINGS

These and other more detailed and specific tasks will be disclosed in the course of the following description, given in conjunction with the accompanying drawings, among which:

Figure 1 is a block diagram of a hybrid on-board unit "locomotive signaling / SVTS", showing the interface of the locomotive signal according to the invention.

FIG. 2 shows a flowchart of a process used to convert a locomotive signaling speed limit to an allowable motion boundary according to the invention.

FIG. 3 shows a two-step process for converting a locomotive signaling speed limit to an allowable traffic boundary using look-up tables.

Figure 4 shows a sequence of locomotive signaling block sections and shows the process used to project the SVTS location of a train onto said block sections in order to determine which block section is occupied by a train.

5 shows a look-up table for generating permitted movement boundaries that correspond to received locomotive signaling speed codes for various track block sections.

6 shows the boundaries of the permitted movement of locomotive signaling for successive block sections relative to the position of the train in front.

7 shows the boundaries of the permitted movement of locomotive signaling for consecutive block sections relative to the position of the track signal, which displays the aspect of the stop.

Fig. 8 shows a diagram of a track block portion of a locomotive signaling that uses “no code” for the “stop and continue” operation.

Fig.9 shows the permitted movement of the locomotive signaling relative to the permitted movement of the CBTS for the state when the train is ahead.

Figure 10 shows the permitted movement of the locomotive signaling relative to the permitted movement of the CBTS for a state where a signal ahead representing a stop aspect is ahead.

11 shows a look-up table for generating permitted movement limits that correspond to received locomotive signaling speed codes for various travel block sections, as well as the type of operation required in each block section when a code-free condition occurs.

12-14 show an example of the operation of a preferred embodiment according to the present invention on a track section where there is a civilian speed limit.

DESCRIPTION OF THE PREFERRED EMBODIMENT

A preferred embodiment of the present invention describes a structure and / or method for ensuring the safe operation of trains on sections of tracks with locomotive signaling. The main concept of the present invention is the use on board trains of locomotive signaling speed codes received from locomotive signaling track devices to generate corresponding permitted traffic limits. Essentially, the structure used by the present invention is a hybrid architecture that combines locomotive signaling track devices and an on-board CBTS controller.

The present invention retains track rails as part of a train control system, while providing many of the benefits of an ATS. The preferred embodiment also uses an on-board mission-critical database, which includes information about the topography of the track, the configuration of the locomotive signaling block section, the location of track signaling devices, the boundaries of station platforms and civilian speed limits. The locomotive signaling receiver coil, together with the locomotive signal decryptor, is used to detect and decrypt the code message of the locomotive signaling present in the track rails. In addition, the so-called process of reverse calculation of locomotive signaling is used to determine the location of the obstacle corresponding to the received sending of locomotive signaling.

We now turn to the drawings, where illustrations are presented in order to describe a preferred embodiment of the invention and are not intended to limit the invention to them. Figure 1 is a block diagram of an on-board train control device according to a preferred embodiment of the invention. It includes an on-board controller (VOBC) 10 responsible assignment, which includes a database 20 of responsible assignment. The controller 10 interacts with the reader 12 of the transmitter, the odometric device 14, the node 18 data exchange systems 16 driving and braking the car * and the interface unit 22 of the locomotive alarm. The reader 12 receives location information from passive transmitters installed on the tracks and provides reference information about the reference location of the on-board location subsystem. The reader 12 may also provide routing data based on information provided by the traveling devices regulating the adjoining routes / dynamic transmitter located near said devices regulating the adjoining routes. The device 14 performs the functions of calculating the location and speed for the controller 10, so that the controller 10 can continuously determine the location and speed of the train when the train moves along the tracks. As in traditional CBTS systems, the reference location received from the reader 12 is used to eliminate any inaccuracy in the calculated location of the train.

Node 18 is an optional device and is used in implementations that use travel zone controllers. In this case, controller 10 receives the CBTS boundaries of permitted movement from travel zone controllers and transmits the train location to said zone controllers through node 18. Node 22 provides a signal with a speed code locomotive signaling detected in rails to controller 10. This signal is usually in the form of a carrier frequency modulation. Code parcels typically comply with locomotive signaling speed limits in track block sections of locomotive signaling. Decryption or demodulation of the received speed signal may be part of the function of the node 22 or may be included in the functions of the survival controller.

Figure 2 describes the general process of translating the decrypted speed 30 of the locomotive signaling to the boundary 32 of the permitted movement of the locomotive signaling. In essence, the critical control logic included in the controller 10 generates a boundary 32 that corresponds to the adopted speed limit 30, using the process 24 for the reverse calculation of the locomotive signaling block section. The data required for such a process includes the SVTS location of the train 28, the boundaries 25 of the locomotive signaling block section, speed 30, and route data 26, if necessary. Location 28 is generated by the on-board location subsystem based on information received from the reader 12 and the odometer assembly 14.

It should be noted that the name of the data on the location of the train 28 as the SVTS location of the train is disclosed for the purpose of describing the preferred embodiment, which has a hybrid architecture, so that the controller 10 can operate both in the locomotive signaling area and in the SVTS territory. As should be clear to a person skilled in the art, this concept can also be used to work exclusively on the territory with locomotive signaling, in which case the data 28 can simply be called the side location of the train.

The data on the boundary of the locomotive signaling block section is stored in the on-board responsible database as part of the data set, which includes the topography of the tracks (i.e. information about the location of the tracks, information about the slope, information about turns, elevation data, etc. ), civilian speed limits, location of track signaling equipment, location of station platforms, etc.

Data 26 includes the position of track switches and the status of the track signals. This data 26 is usually not required to determine the permitted locomotive signaling movement limits, but only in locomotive signaling track settings, where the locomotive signaling speed code is based in part on the civilian speed limit present on a route that is in contact with another route (for example, when a train travels along branch of a route). Data 26 may also be needed to provide information to the crew on the train driver (TOD) display.

Depending on the needs of the application, data 26 can be provided by the track transmitters, from the track zone controller or from the ATS subsystem using node 18. Data 26 can also be indirectly extracted from the received locomotive signaling speed code 30 using the information stored in the database 20.

Process 24 may be carried out by one of the structures. A software algorithm may be provided to identify the location of the block section where there is an obstacle (the train in front, a stop signal, end of tracks, etc.). Such a software algorithm will be based on data on track topography and calculation conditions used to calculate the track block section of a locomotive signaling, for example, on traction or running characteristics of a train, emergency brake model, reaction time, etc. The second structure is shown in FIG. 3 and is based on a two-step process that uses look-up tables.

In a first step 34, lookup table 1 is used to identify the block 38 where the front end of the train is located. To identify the indicated block section 38, this look-up table uses the SVTS location of the train 28, which is determined by the on-board subsystem for determining the location of the train, and information about the location of the border for the track block sections 40, which is provided by the on-board database of responsible destination. A graphical representation of step 34 is shown in FIG. The track block section B _i 44 where the train is located is determined by comparing the on-board location 46 of the train with the boundaries of the various track block sections. This process continues when the train moves in the designated direction of travel 42.

In the second step 36, shown in FIG. 3, look-up table 2 is used to determine the boundary 32. This look-up table uses the information about the block section 38 determined in the first step and the received locomotive signaling speed code 30 to generate the boundary (MAL) 32 Fig. 5 shows an example of a look-up table where MAL _i2 56 represents the locomotive signaling allowed limit that corresponds to the locomotive signaling speed code S ₂ 54 when the train is in block section B _i 52. As the train continues movement in direction 42, a new permitted movement will be generated based on the identification of the block portion and the received speed code.

It should be noted that, as shown in Fig.6, in the presence of the train 62 in the block section B _{i + 4} 64, following in the direction 42, the boundaries B _i 66, B _{i + 1} 68, B _{i + 2} 70 and B _{i +3} 72 permitted traffic are interrupted at the same point, namely at the beginning of the buffer zone at the border between the block sections B _{i + 3} and B _{i + 4} . This means that when the next train 65 enters a new block section, the permitted traffic limit for this train will most likely remain the same. An exception occurs when, simultaneously with the train 65 moving to a new block section, the train ahead ahead also goes to a new block section. This also means that a change in the border of permitted traffic for the train will most likely occur within the block section, and not at the border of the block section. Fig. 7 shows that the same operation as shown in Fig. 6 occurs when the permitted movement 78, 80, 82 and 84 is limited by a signal 74 representing the stop aspect.

It should also be noted that the permitted movement is shortened only in the event of a malfunction, or if abnormal operating conditions arise. For example, failure of the rail chain or the disappearance of the speed code will result in a shortening of the permitted movement. In addition, the disappearance or decrease in the quality of some aspect in the directional signal will shorten the permitted movement.

The allowed movement border generated by the controller 10 or received from the travel zone controller through the CBCS data exchange subsystem 18 is executed by the controller 10. Like the CBCS, the controller 10 will generate a stop schedule (speed / distance along the curve) to control the speed of the train and stop the train at the end of the border of permitted traffic. Such a stopping schedule includes civilian speed limits that are present in the travel signal configuration and stored in the airborne base 20. Controller 10 also provides overspeed protection by ensuring that the actual train speed, as measured by module 14, does not exceed the permissible speed limit determined by the generated schedule stop. In case of exceeding the speed, the onboard regulator providing survival will activate the braking subsystem of the train.

In areas of overlap between the locomotive signaling area and the CBTS territory, it is possible to receive both permitted traffic from the track zone controller and the locomotive signaling speed code from the track devices of the locomotive signaling. In this case, and since both the generated and received boundaries of the permitted movement are responsible purposes, a more permissible boundary of the allowed movement is used. As should be understood by one of skill in the art, on-board logic can be added to accurately determine the demarcation point between locomotive signaling-based operation and CBTS-based operation. This logic will depend on the information stored in the responsible database.

The hybrid architecture shown in FIG. 1 for a preferred embodiment can be implemented both with a locomotive signaling system that uses a special “SO” code for an “absolute stop” operation, and with a locomotive signaling system that uses no “NC” code to ensure the operation "stop and continue." FIG. 8 illustrates how the concept presented herein is embodied when the absence of an “NC” code 92 is used as part of a regular job. In particular, the system must distinguish between the NC 92 corresponding to the “stop and continue” operation and the absence of a code resulting from the disappearance of the locomotive signaling code in the block section, i.e. malfunctions of track equipment or unit 22.

As shown in FIG. 8, when the train 86 crosses the boundary point 93 between the block section that has some valid locomotive signaling code 95 and the block section with no code 92, it is necessary to maintain the valid permitted movement until the end of the block section that has lack of 92 code. This is possible due to the fact that before the moment in time when the train crosses 94 points 93, it receives some valid locomotive signaling speed code S1, which shows that the block section 92 with no code is free. This is different from the state where the locomotive signaling speed code S3, S2 or S1 has disappeared within the boundaries of the block portion, which has led to a codeless state. In this case, the state of the absence of the code will entail the shortening of the permitted movement. Therefore, to implement this architecture for a locomotive signaling system, which uses the lack of code for the “stop and continue” operation, an on-board database is used to distinguish between the lack of code inside the boundaries of the block and the state 92 of the lack of code at the border 93 of the block, where the state lack of code is expected. In this case, the transition from the first speed code to the lack of a code on the border of the block segment is used as a prerequisite for maintaining the allowed movement to its current border.

As shown in FIG. 9, the architecture disclosed in the preferred embodiment will result in an improvement in interval 106 in locomotive signaling systems that provide an absolute stop operation. The train 98, following the leading train 108, usually stops at the beginning of block 104 with the SO code. The permitted locomotive signaling movement 100 allows the train to go to the end of this block section. The magnitude of this improvement 106 depends on the calculation of the track block portion of the locomotive signaling. It should be noted that the improvement 106 in the case where the permitted movement is limited by train 108 is less than the interval improvement provided by the CBTS-enabled movement 102. However, in the case where the permitted movement is limited by a travel signal displaying the stop aspect 118, as shown in FIG. 10, interval improvement 120 is the same for locomotive signaling-based operation with its permitted movement 116 and for CBTS-based operation with its permitted movement 114.

It should also be noted that the architecture shown in FIG. 1 provides a simple and efficient way of converting the “stop and continue” operation to the “absolute stop” operation. As shown in FIG. 8, the locomotive signaling permitted boundary 91 will ensure that train 86 stops at the end of the block with a codeless state 92, as opposed to stop and continue operation 90, which allows this train to approach the train in front 88 protected by operational rules. This hybrid architecture, therefore, will increase operational safety by reducing reliance on the working rules used in the “stop and continue” operation, and by minimizing the possibility of human error.

In addition, as shown in FIG. 11, a look-up table that provides various permitted motions corresponding to accepted locomotive signaling speed limits can be expanded to include the type of operation required in each block section when a code-free condition is detected. For example, an absolute stop operation may be provided at the end of the block when approaching the entrance signal to the waiting area or when approaching the end of the tracks. The stop and continue operation can be saved in other block sections, where during operation it is necessary to allow the train to approach the train in front. In addition, when the automatic train tracking subsystem is used and communicates with the critical destination on-board computer 10, the “stop and continue” operation can be enabled in the critical destination database, but dynamically activated by the central ATS dispatcher. Further, the notification function may be embodied in responsible software for the controller 10 to ensure that the train driver is notified of the “stop and continue” operation at that location.

In some locomotive signaling installations, the calculation of the locomotive signaling speed code is based on the occupancy of the tracks, the state of the aspects of the signal, and additional factors. These factors may include civilian speed limits and dynamic route information, for example, that the train is operating on a branch of the route. In such installations, additional on-board look-up tables and / or additional on-board logic are provided to distinguish between a locomotive signaling speed code that reflects civil speed limits and a locomotive signaling speed code that reflects the position of the train in front or the presence of a track signal reflecting the stop aspect.

12 and 13 show an example of a civilian speed limit 130 that limits the speed code in the corresponding block section 130 to S1 regardless of the location of the train 124 in front. What is different between the two figures is the speed in block section 128 preceding the block section 130 ^ associated with the restriction 130. In Fig. 12, the speed limit in block section 128 is S3, while in Fig. 13, the speed in said block section is S2. The on-board logic determines that the transition from S2 to S1 at the boundary between these two block sections is a prerequisite for maintaining the locomotive signaling MAL 122 to the end 129 of the block SO, as shown in FIG. In another case, the transition from S3 to S1 will save the locomotive signaling MAL132 to the end of the SO block, as shown in FIG. 13.

It should be noted that if train 124 moves to a new block, while the next train 126 is still in the block related to civilian speed limits, then MAL 122 will not advance and remain until block 129 -section S1, as shown in Fig. 14. This condition, however, will not adversely affect operation, as train 126 must comply with restriction 130 regardless of the border of permitted traffic. As should be clear to a person skilled in the art, the configuration described in FIGS. 12-14 is just one example of various locomotive signaling configurations with various civilian speed limits that may be present on a particular line. Accordingly, in cases where a standard signal calculation is applied, a specific calculation of the on-board logic will be tailored to the specific configuration of the traveling block section of the locomotive signaling.

Similarly, additional lookup tables and / or additional logic are provided in applications where the train operates on the approach to the route branch and on the route branch. In this case, the transition between different combinations of locomotive signaling speed codes may indicate the position of the railroad switch. In another embodiment, the position of this switch can be communicated via a dynamic track transmitter, which is read by the on-board location subsystem. In addition, in embodiments where the ATS subsystem is used, information relating to the position of track switches can be transmitted to the train for use for purposes other than the responsible destination, such as providing route information on the display of the train driver.

As should be clear to specialists in this field, other implementation options can be created to implement the new concept described in this application. For example, other positioning subsystems can be used to determine the location of a train, regardless of the primary fixed-block recognition system. In addition, other algorithms can be used to provide the inverse calculation of the block portion of the locomotive signaling on board. In addition, this hybrid architecture can be integrated into the track zone controller. In this case, the trains will transfer their airborne locations to this track zone controller. Similarly, speed codes from various track block sections are also transmitted to this zone controller. In turn, the zonal controller will determine the limit of allowed movement on the basis of the speed code in a certain block section and will transmit the specified limit of allowed movement to a train located in this block section through the CBTS subsystem of data exchange.

In addition, the on-board controller 10 can be implemented using several modules of critical purpose. These modules may be independent software modules operating on a common hardware platform, or each of the modules may operate on a separate hardware platform. In this yet another embodiment, the first responsible assignment module performs a positioning function; the second responsible module performs the function of decrypting the speed code and converting it into the boundary of the permitted movement; and the third responsible module generates and executes a stop schedule based on the generated border of the permitted movement. The second module may include an algorithm that performs the process of reverse calculation of the block area, or, in another embodiment, may use look-up tables.

In addition, other responsible programs can be used to convert the received locomotive signaling speed codes to the boundaries of permitted traffic. Obviously, these programs will differ from each other to one degree or another. However, the competence of an engineer in signaling systems (signaling, centralization and blocking devices) includes the provision of specific programs for the implementation of responsible algorithms in order to provide the functions described in this application. You must also understand that the above detailed description is provided only for ease of understanding and is an example embodiment of the invention, and does not limit the invention to the particular embodiments shown. Obviously, when reading the above, a specialist in this field presents these or those subsystems, modifications, simplifications, changes, and improvements. It is therefore necessary to understand that all these modifications, simplifications, changes and improvements were omitted for the sake of brevity and readability, but are included in the scope and essence of the formula below.

Claims (31)

1. An on-board train control system that interacts with a locomotive alarm system, comprising:
airborne location subsystem,
on-board means for receiving and decoding locomotive signaling speed codes,
on-board means for converting said locomotive signaling speed codes received from the locomotive signaling installation to the limits of permitted movement and
on-board means for generating a stop schedule to ensure compliance with the limit of permitted movement,
wherein the conversion is a dynamic process in which the limit of allowed movement is truncated if the received locomotive signaling speed code is more restrictive, and the limit of allowed movement is expanded if the received locomotive signaling speed code is more permissive. 2. The on-board train control system according to claim 1, wherein said means for converting locomotive signaling speed codes to permitted movement includes reference tables. 3. The on-board train control system according to claim 2, wherein said look-up tables determine the identification information of the track block portion of the locomotive signaling within the said locomotive signaling installation where the train is located. 4. The on-board train control system according to claim 2, in which the referenced tables determine the limit of permitted movement, which corresponds to the identification information of the traveling block section of the locomotive signaling and the locomotive signaling speed code. 5. The on-board train control system according to claim 1, wherein said means for converting locomotive signaling speed codes into permitted traffic limits includes an algorithm that determines the location of a road obstacle that corresponds to a received locomotive signaling speed code. 6. The on-board train control system according to claim 1, wherein said position determination subsystem is based on a transceiver. 7. An on-board train control system that interacts with a locomotive alarm system, comprising:
responsible on-board module for determining the location of the train,
a critical on-board module that decodes the speed code received from the track device and converts it into an appropriate limit of permitted movement, and
a critical on-board module that generates and enforces a stopping schedule based on said permitted traffic limit,
wherein the conversion is a dynamic process in which the limit of allowed movement is truncated if the received locomotive signaling speed code is more restrictive, and the limit of allowed movement is expanded if the received locomotive signaling speed code is more permissive. 8. The on-board train control system according to claim 7, in which said responsible module, which converts the speed code into an appropriate limit of permitted movement, uses look-up tables. 9. The on-board train control system according to claim 7, wherein said responsible destination module, which converts the speed code into an appropriate limit of permitted movement, uses a responsible destination algorithm that determines the location of a road obstacle associated with said speed code. 10. The on-board train control system according to claim 7, wherein the critical destination module that generates and enforces the stopping schedule includes a critical destination database. 11. The on-board train control system of claim 10, wherein said responsible destination database includes information related to track topography. 12. The on-board train control system of claim 10, wherein said responsible destination database includes civilian speed limits information. 13. A train control system in which the on-board controller of critical assignment interacts with the locomotive signaling installation, and in which the said on-board controller determines the location of the train, receives discrete speed codes from the locomotive signaling devices, generates permitted movement limits that correspond to the speed codes received from locomotive signaling devices, and generates and enforces stop schedules based on the mentioned limit ah permitted traffic,
however, the generation of permitted movement limits is a dynamic process in which a more restrictive speed code results in a truncation of the allowed movement limit, and a more permissible speed code results in an extension of the allowed movement limit. 14. A train control system in which an on-board controller of critical assignment interacts with a track-mounted locomotive alarm system, and in which said on-board controller of critical assignment contains:
airborne location subsystem,
on-board interface device for receiving speed codes from the installation of a locomotive alarm,
critical on-board processor with a computer-readable storage medium encoded by control logic and a critical-purpose database for controlling the movement of a train,
a control logic segment that converts the received locomotive signaling speed code to a permitted movement limit, and
a control logic segment that generates and enforces stopping schedules that are based on the limits of permitted movement,
wherein the conversion is a dynamic process in which the limit of allowed movement is truncated if the received locomotive signaling speed code is more restrictive, and the limit of allowed movement is expanded if the received locomotive signaling speed code is more permissive. 15. The train control system of claim 14, wherein said control logic segment, which converts the locomotive signaling speed code to a permitted traffic limit, is based on an algorithm that determines the location of a road obstacle associated with said locomotive signaling speed code. 16. The train control system according to claim 15, wherein said algorithm is based on the inverse calculation logic for the track block portion of the locomotive signaling that generates speed codes. 17. The train control system of claim 14, wherein said control logic segment, which converts the speed code into a permitted traffic limit, uses lookup tables. 18. The train control system of claim 14, wherein the critical on-board controller further comprises a data exchange module for exchanging data with the travel area controller. 19. The train control system according to claim 18, wherein said data exchange module transmits train location information to the travel area controller. 20. The train control system according to claim 18, wherein said data exchange module accepts the limits of permitted movement from the track area controller. 21. The train control system of claim 14, wherein the critical on-board controller further comprises a data exchange module for exchanging data with the automatic train tracking subsystem. 22. The train control system of claim 14, wherein said control logic segment that generates and enforces stop schedules includes civil speed limits. 23. The train control system of claim 14, wherein the critical on-board controller further comprises a control logic segment that provides at least one of an absolute stop operation and a stop and continue operation. 24. The train control system of claim 23, wherein said control logic segment uses a responsible destination database parameter that permits at least one of an absolute stop operation and a stop and continue operation. 25. The train control system according to paragraph 24, in which said database parameter is activated through the automatic train tracking subsystem. 26. A method for an on-board controller that interacts with a locomotive alarm system, comprising the steps on board:
determine the location of the train,
converting the speed codes received from the locomotive signaling devices to the limits of permitted movement and
generating and enforcing stopping schedules based on said limits of permitted traffic,
wherein the conversion is a dynamic process in which the limit of allowed movement is truncated if the received locomotive signaling speed code is more restrictive, and the limit of allowed movement is expanded if the received locomotive signaling speed code is more permissive. 27. The on-board controller of the train, which interacts with the track equipment of the locomotive alarm, and the on-board controller contains
airborne location subsystem,
an airborne interface device that receives speed codes from said locomotive signaling track equipment,
an on-board processor with a computer-readable storage medium encoded by control logic to control the movement of the train,
a control logic segment that converts the speed codes received from the locomotive signaling equipment to the limits of permitted movement, and
a control logic segment that generates and enforces stop schedules that are based on the aforementioned limits of permitted movement,
wherein the conversion is a dynamic process in which the limit of allowed movement is truncated if the received locomotive signaling speed code is more restrictive, and the limit of allowed movement is expanded if the received locomotive signaling speed code is more permissive. 28. The on-board train controller according to claim 27, wherein said control logic segment, which converts speed codes received from the locomotive signaling equipment, to permitted movement limits, uses look-up tables. 29. The on-board controller of a train according to claim 27, further comprising a data exchange module that communicates with a zone controller. 30. The on-board train controller according to claim 27, further comprising a data exchange module that exchanges data with the automatic train tracking subsystem. 31. A train control system that integrates an on-board train control device based on data exchange with a locomotive signaling equipment, the on-board train control device based on data exchange
airborne positioning subsystem based on the transceiver,
an airborne interface device that receives speed codes from said locomotive signaling track equipment,
on-board means for converting said speed codes into permitted traffic limits; and
on-board means for generating and enforcing stopping schedules that comply with said permitted traffic limits,
wherein the conversion is a dynamic process in which the limit of allowed movement is truncated if the received locomotive signaling speed code is more restrictive, and the limit of allowed movement is expanded if the received locomotive signaling speed code is more permissive.

Images