RU2644069C2 - Network security system using wayside signals to optimise train driving on main railway - Google Patents

Abstract

FIELD: navigation system.

SUBSTANCE: invention relates to railway automation and telemetry systems for controlling train movement. Train navigation system includes a train control system for embedding in a train and establishing a train movement strategy, said train control system including a processor and an antenna connected to the processor for receiving a train protection signal, comprising the time to provide interference from a roadside repeater. Furthermore, the processor is programmed to determine if the train movement strategy corresponds to the train protection signal when received by the antenna from the roadside repeater.

EFFECT: safer train movement.

17 cl, 6 dwg

Description

FIELD OF STUDY

[0001] Embodiments of the invention provide a way to increase the ability to improve safety using a train driving strategy that uses track signals that meet the requirements of the Automatic Train Protection System (ATR).

BACKGROUND

[0002] Various well-known train safety systems are being developed worldwide to provide technical railway devices to ensure safe operation in the event of a human error.

[0003] Positive Traffic Control (RTS) refers to a well-known technology that is designed to prevent collisions between trains, derailment due to speeding, accidents or injuries of railway workers working within permitted limits as a result of an unauthorized intrusion trains, and also prevent trains from moving along the arrow left in the wrong position. Although RTS systems vary greatly in complexity and granularity based on the level of automation and the functionality they perform, the system architecture used and the level of train control they can match, RTS systems are not prone to conflict, in that they are signaling and control systems processor-based trains (see Heading 49 of the Code of Practice, Part 236, Chapter H), which use both computer and radio communication channels to perform RTS functions, such as monitoring and controlling traffic train for enhanced security.

[0004] More specifically, the RTS provides that the train receives information about its location and where safe passage is allowed, i.e. "movement team". Equipment on the train improves these driving commands while preventing unsafe movement. RTS systems often use the Global Satellite Navigation System (GPS) to track train movements, or use another mechanism to calculate their location. Thus, the RTS is used to provide interval control of trains or to prevent collisions, control the maximum speed, temporarily limit the speed and guarantee the safety of railway workers.

[0005] However, various other benefits may be obtained by using RTS; for example, the information received and analyzed by the RTS system can allow embedded or external systems to control the train and its locomotive to increase fuel efficiency and diagnose the locomotive to improve protection. Since the data used by the RTS system is transmitted wirelessly, other applications can also use this data.

[0006] Previously, train safety systems were designated as “train stops”, which is still used in various subway systems. In such embodiments, besides the fact that each signal is a movable clamp that contacts the valve of a passing train if the signal is red, it opens the brake line, thus allowing the train to brake urgently; if the signal is green, the clamp is turned to the other side and does not interfere with the movement of the train.

[0007] Other systems include the Integra-Signum system, where trains are only exposed to a specific location, for example, even if the train ignores the red signal, an emergency braking system is applied and the locomotive engines stop working. Also, such systems often require the driver to acknowledge alerts (such as Continuous Automatic Alert System, CAWS) showing stop or attention signs; if the driver does not respond to the signal, the train will stop. Such an embodiment provides an appropriate braking distance for trains following each other; however, such acknowledgment-based systems do not always prevent accidents at stations where railroad tracks cross, as the distance from the red signal to the next obstacle may be too short for the train to brake to a complete stop.

[0008] More advanced systems, such as PZB or Indusi, provide intermittent locomotive alarms and a train safety system that calculates a braking curve that determines whether a train will stop before the next red light, and if the train cannot do this, it will brake. One drawback of this approach is that if the signal switches to green, the train is not allowed to accelerate before the signal. To solve this problem, some systems, such as Linienzugbeeinflussung, allow the placement of additional magnets between warning and loopback signals, or the continuous transmission of data from the alarm system to the integrated computer.

[0009] The latest known RTS train safety systems use locomotive signaling, characterized in that the trains constantly receive information about their relative position relative to other trains. In such systems, embedded processors use software that shows the engine how fast it can take the train, rather than relying on external signals. Systems of this type are used everywhere for high-speed trains, where the speed of trains makes it difficult or impossible for the driver to read external signals, and the lengths of trains or distances between warning and transmission signals are too short for the train to brake.

SUMMARY OF THE INVENTION

[0010] The embodiments described provide a method where the signals of a train protection system are captured and processed by a computer algorithm running on one or more processors inside the train or available to a train control system, train control system, and a train driver assistance system to formulate instructions and instructions for optimization train movement. As a result, the trains controlled by the train movement control system, train control system and the driver assistance system developed in accordance with the considered embodiments do not violate any rules of the train general protection system.

BRIEF DESCRIPTION OF THE DRAWINGS

[0011] The detailed description particularly relates to the accompanying figures, wherein:

FIG. 1 is an illustration of a train system where a track safety system, such as an Automatic Train Protection System, interacts with a train and its integrated intelligent system.

FIG. 2 illustrates a speed profile of a safety system and a subsequent actual train speed profile, where a time signal for intervention is used in accordance with the considered embodiments.

FIG. 3 illustrates the operations presented in order to determine whether the current driving strategy is within safety limits based on the data provided by the time signal to provide intervention.

FIG. 4 illustrates how a predetermined speed position and a subsequent predetermined speed are realized when a suitable driving strategy is determined in accordance with the considered embodiments.

FIG. 5 illustrates this concept from the point of view of how to use a given position and speed to provide a suitable driving strategy.

FIG. 6 illustrates an embodiment of a device that can be used to provide the embodiments in question.

DETAILED DESCRIPTION

[0018] The embodiments described provide a method for optimizing a train's movement strategy by meeting the criteria of train protection systems such as Positive Train Control (RTS) and Automatic Train Protection (ATP) systems. It should be understood that the present embodiments are contemplated to be used in conjunction with ATP systems and / or other PTC systems used worldwide. So, any reference to the features of both the APR and the RTS system is only illustrative, and does not limit the practical value of the present considered embodiments.

[0019] Embodiments under consideration provide a method where the signals of a general train protection system are captured by the built-in train equipment and processed by computer algorithms running on one or more built-in processors located on the train and included in the train control system, train control system and driver assistance system ( for example, commercially available systems of the brand New York Air Brake of the brand "LEADER"). Train protection signals are processed and used to compose commands and instructions for optimizing the movement of the train, they are created and issued by the train control system, train control system and the driver assistance system. As a result, the trains controlled by the train movement control system, train control system and the driver assistance system developed in accordance with the considered embodiments do not violate any rules of the train general protection system.

[0020] Considered variants of the invention can be used to increase the ability to improve safety using a train driving strategy that uses track signals that meet the requirements of the Automatic Train Protection System (ATR). Thus, the travel signals are captured by the train control system, train control system and the driver assistance system.

[0021] Known directional alarm systems used by general safety systems serve to control the speed of a train and indicate the routes of a train using durable track equipment through lamp signaling. However, there are a number of established various rules requiring the wireless transmission of such signals to trains via, for example, RTS. More specifically, using RTS, the track antenna system can be used to transmit data from various parts of the equipment used, for example, rail circuits, lamps, etc., in the form of a digital signal to a train, and, more specifically, to one or more locomotives trains where the train control system, train control system, and the driver assistance system are presented, provided with the functionality of the present considered embodiments.

[0022] Accordingly, the embodiments under consideration provide a train control system, train control system, and a driver assistance system that receive information about data, warnings, and direction from the track safety system, in addition to providing this information to the driver visually.

[0023] If the driver is unable to complete the task recommended, indicated or required by the general security system, the train control system, train control system and the driver assistance system can force the task to be performed to ensure safety. Additionally, if possible, a train control system, train control system, and a driver assistance system for accessing information showing data, warnings and directions from the track safety system, a train control system, train control system and a driver assistance system can take this data into account, offering optimized direction of travel the train.

[0024] For example, as shown in FIG. 1, within the railway system 100, train 105 may follow a path including various routes. The considered embodiments implement communication between signals using an antenna system 110 to capture information that is created and stored in a track safety system.

[0025] Known track signaling systems used by general safety systems serve to control the speed of a train and indicate train routes using durable track equipment through lamp signaling. However, there are a number of different established rules requiring the wireless transmission of such signals to trains via, for example, RTS. More specifically, using RTS, the track antenna 115 of FIG. 1 transmits data from various parts of the equipment used, for example, rail circuits, lamps, etc., in the form of a digital signal to train 105, and, more specifically, to one or more locomotives of the train, where the train control, train control and a driver assistance system provided with the functionality of the present embodiments.

[0026] Accordingly, the embodiments under consideration provide a train control system, train control system, and a driver assistance system that receive data, warnings, and direction information from a track safety system, in addition to providing this information to a train driver.

[0027] If the driver is not able to complete the task recommended, indicated or required by the general security system, the train control system, train control system and the driver assistance system can enforce the task to ensure safety. Additionally, if possible, a train control system, train control system, and a driver assistance system for accessing information showing data, warnings and directions from the track safety system, a train control system, train control system and a driver assistance system can take this data into account, offering optimized direction of travel the train.

[0028] As shown in FIG. 1, under the control of the ATP system 100, train 105 may follow a path including various routes. Exemplary embodiments utilize signals received from an antenna system 110 (including a track antenna and an antenna integrated or coupled to a train control, train control, and driver assistance system 115). In this case, the train control system, train control system and the driver assistance system 115 located on the train 105 can capture information created and stored by the ATR system.

[0029] Conventional track signaling systems used by general safety systems serve to control the speed of a train and indicate the route of a train using robust track equipment through lamp signaling. However, there are a number of established various rules requiring the wireless transmission of such signals to trains via, for example, RTS. More specifically, using RTS, the antenna system 110 of FIG. 1 allows you to transmit and receive data from various parts of the equipment used, for example, rail circuits, lamps, etc., in the form of a digital signal to train 105, and, more specifically, to one or more locomotives of train 105, where the train control system operates, train control and driver assistance system 115 provided with the functionality of the present embodiments.

[0030] Accordingly, the embodiments under consideration provide a train control system, train control system, and a driver assistance system that receive information about data, warnings, and direction from the track safety system, even though this information can be presented visually to the driver.

[0031] If the driver is unable to complete the task recommended, indicated or required by the general security system, the train control system, train control system and the driver assistance system can force the task to be performed to ensure safety. Additionally, if possible, a train control system, train control system, and a driver assistance system for accessing information showing data, warnings and directions from the track safety system, a train control system, train control system and a driver assistance system can take this data into account, offering optimized direction of travel the train.

[0032] The embodiments described provide a method for optimizing a train’s movement strategy while under the safety cap of an ATR system or other such system. In order to do this, the signals of the ATR system are captured by the train control system, train control system and the driver assistance system and are taken into account by the algorithms operating in the train control system, train control system and the driver assistance system, which monitors or offers recommendations or directions to train drivers, so that the train does not violate any rules on the general security system, while recommendations or the application of an optimized driving strategy reduce fuel consumption, increase safety, etc.

[0033] For effective operation of the system, it is necessary to avoid interventions caused by the ATP system. The APR system effectively tracks the location of the train and ensures that the train does not pass its Authorization Limit (LOA), which is the farthest location on the current route that the train intends to reach. Additionally, the ATR system also verifies that the train does not exceed any speed limits throughout the network of tracks. If the train exceeds the parameters of the ATP system, the ATP system can activate either the penalty brake application to slow down the train, or emergency intervention, depending on the circumstances.

[0034] Considered embodiments provide at least two methods that complement this feature.

[0035] In the first method of the present embodiment, the “time to provide intervention” signal is provided by a train protection system, such as a PTC system or an ATP system. This signal, along with other types of signals, is transmitted from a directional signal antenna (included in the signal antenna system 110) located adjacent to the path along which the train follows. This transmission is received by the antenna on the train (included in the signal antenna system 110) and processed by the train control system, train control system and driver assistance system 115 to determine an optimized train movement strategy. More specifically, the optimized train movement strategy is implemented by the movement strategy mechanism 135, which is based on various data, including, for example, the current dynamics of the movement of the train 120, predicted data on the dynamics of the movement of the train 125, and time data for providing interference that are included in the transmitted signal, sent by a security system (for example, АТР, РТС or another similar system) 100.

[0036] The time for providing intervention is a unit of time at the current train speed at which the train control system, train control system, and driver assistance system can apply termination or penalty braking to change train actions.

FIG. 2 illustrates a speed profile of a safety system (e.g., ATP Speed Profile) and a subsequent actual train speed profile (Actual Train Speed). The time signal for the intervention includes the time for the intervention, calculated as the time difference (Δt), before the actual train speed profile violates the speed profile of the security system.

FIG. 3 illustrates the operations presented in order to determine whether the current driving strategy is within safety limits based on the data provided by the time signal to provide intervention. As shown in FIG. 3, fragment 305, the determination is made in accordance with the time to provide intervention based on the transmitted signal from the security system to the train control system, train control system and driver assistance system; in implementation, this definition can only be based on data received from a time signal to provide intervention received from the track safety system.

[0039] At block 310, it is determined whether the time to provide an intervention is greater than zero plus a threshold value. This threshold value is a configurable parameter and is measured in seconds; if it is possible to adjust the value, the train or ATR system operator can improve the degree of safety in order to avoid providing an intervention that could occur, that is, setting a smaller number allows a greater risk in the driving strategy, since it provides a smaller "buffer" in processing. So, it is clear that the goal is to avoid ensuring the intervention of the Asia-Pacific region by increasing the buffer between the adopted strategy and the point of ensuring the intervention, which theoretically reduces the risk of such an intervention. Also, lowering the buffer or threshold allows the system to work more energetically and propose strategies that are closer to the point of activation of the intervention.

[0040] If, during the comparison, it is revealed that the time to ensure the intervention is longer than the threshold value, then it is determined that the movement strategy is within the security limits. Accordingly, the identification of this fact is shown in fragment 315. However, if the comparison reveals that the time to ensure intervention is less than the threshold value, then a determination is made that the movement strategy is not within the security limits. Accordingly, the identification of this fact is shown in fragment 320. These identifications can be used simply as data entered into the software algorithms in the train control system, train control system, and the driver assistance system, and work as a double check or confirmation that the current strategy is being used the movement is optimal and interference with the track safety system can be avoided. On the other hand, the data can be used by other applications and / or provided to the train driver or transmitted to the general security system in any way to ensure or identify the considered requirements, or in accordance with the requirements of the system.

[0041] In a second method of the present embodiment, a predetermined speed position and a subsequent predetermined speed are set and applied. [0036] More specifically, as shown in FIG. 4, the track safety system transmits a predetermined speed and location of a predetermined speed 405 to a train 400 using an antenna system 110; thus, the antenna of the track safety system transmits this data to the antenna located on the train or integrated into the train control, train control and train driver assistance systems. The train control system, train control system, and the driver assistance system use the transmitted speed value as the maximum allowed speed at a given location 405, i.e., a given speed position. The train control system, train control system and driver assistance system use the Look Ahead foresight function to make predictions regarding various parameters, including train speed and position. The train control system, train control system, and driver assistance system also detect various other train changes, including acceleration, braking forces and in-train forces set by the current train settings (i.e., brake settings, rheostatic brake and air brake) and their subsequent comparison with track parameters (that is, instructions for speed limits and motion parameters of the security system). In this case, the train control system, train control system and the driver assistance system are also able to ensure that the present train strategy used is within safety limits.

FIG. 5 illustrates this concept from the point of view of how to use a given position and speed to provide a suitable driving strategy. As shown in FIG. 5, a predetermined location and a predetermined speed at a given location are obtained by an algorithm of an optimized driving strategy (part of a train control system, train protection and a driver assistance system) from a security system 505. This data is obtained through an antenna system. Then, the algorithm of the optimized motion strategy processes the data and uses it as the maximum allowed speed for comparison with the forecast of the Look Ahead program on fragment 510. As a result, on fragment 515, it is determined whether the current movement strategy violates the given speed at a given location.

[0043] If not, then a determination is made that the driving strategy is within the security constraints. Accordingly, the identification of this fact is shown on fragment 520. However, if the comparison reveals that the maximum speed will be exceeded by the current traffic strategy, then a determination is made that the traffic strategy is not within the security limits. Accordingly, the identification of this fact is shown in fragment 525. These identifications can be used simply as data entered into the software algorithms in the train control system, train control system and driver assistance system, and work as a double check or confirmation that the current strategy is being used the movement is optimal and interference with the track safety system can be avoided. On the other hand, the data can be used by other applications and / or provided to the train driver or transmitted to the general security system in any way to ensure or identify the considered requirements, or in accordance with the requirements of the system.

[0044] The embodiments described may be implemented in conjunction with various train control systems, train control systems, and driver assistance systems and components thereof. Thus, it should be understood that the options under consideration may be included in a train control system, train control system, and a driver assistance system, for example, a RTS system module, which may include hardware, software, firmware, or any combination thereof, which provide a speed indication, a speed controller, at least either on the locomotive or on the train, a component that dynamically informs the speed controller about a change in the route or signal conditions, and a built-in a navigation system and a route profile database used to provide established speed limits for the entire train route, interactive communication configured to inform the signaling equipment of the presence of a train so as to communicate with central RTS systems that are configured on a direct result of the team on the movement of trains.

[0045] Thus, the above parameters can be applied in various combinations of the above hardware, software, and firmware. Accordingly, in order to carry out these types of tasks, an intelligent train system designed to carry out these tasks may include, but is not limited to, the equipment depicted in FIG. 6. As shown in this figure, the intelligent system of train 600 may be present on train 105 (shown in FIG. 1). With respect to implementation, the smart train system 600 may include one or more computer data processing units 605 that can be connected to a memory 610 (used as well-known and commercially available programmable and / or read-only or reprogrammed memory devices). A memory 610 may serve to store computer instructions associated with or implementing and monitoring software 615 and the operating system or environment 620 to provide tasks included in one or more computer applications, and an encoded software package and / or various named or included routines. These instructions can be used to implement the instructions included in the methods and definitions described above.

[0046] Moreover, the smart train system may also include one or more communication ports 625, which allows both receiving and transmitting messages and signals (such as signals received from roadside relays), data, and dispatch commands in accordance with the embodiments . Further, the intelligent systems of the train 600 may include a human-machine interface 630, which may include, for example, a display that allows the operator to receive and view data used or generated by the intelligent system of the train 600, provide instructions or enter instructions for monitoring software 615, receive access to data included in memory 610, etc. As a result, the human-machine interface 630 may also include other well-known features, including a keyboard, mouse, touchpad, various buttons and switches, etc.

Claims (22)

1. The navigation system of the train, which includes: a train control system for incorporating into a train and establishing a train movement strategy, the train control system including a processor and an antenna coupled to a processor for receiving a train protection signal, comprising time for providing intervention from a roadside repeater; where the processor is programmed to determine whether the train’s traffic strategy matches the train’s protection signal when it receives the antenna from a roadside repeater. 2. The train navigation system according to claim 1, characterized in that if the processor determines that the train’s movement strategy does not match the train protection signal received from the roadside repeater, the processor is additionally programmed to activate the brake. 3. The train’s navigation system according to claim 1, characterized in that the train protection signal contains time for intervention. 4. The train’s navigation system according to claim 3, characterized in that the time signal for intervention is a unit of time at the current speed of the train with which the train control system must apply termination or penalty braking to change the train’s actions. 5. The train navigation system according to claim 3, characterized in that the processor is programmed to determine whether there is more time to provide intervention than a zero value plus a threshold value measured in seconds. 6. The navigation system of a train according to claim 1, characterized in that the train protection signal contains data on a predetermined speed and a predetermined speed location. 7. The navigation system of a train according to claim 6, characterized in that the processor is programmed to calculate a forecast of the speed of the train at a given location based on the movement strategy and to determine whether the forecast exceeds a predetermined speed at a given speed location. 8. The navigation system of a train according to claim 1, characterized in that the processor determines the location of the train using data from the Global Satellite System. 9. The train navigation system according to claim 1, which also includes a user interface connected to the processor, where the processor is programmed to compile and issue recommendations for controlling the train to the train driver through the user interface. 10. The train’s navigation system according to claim 9, characterized in that the train management recommendation takes into account speed limits for approaching sections of the track according to the current track profile. 11. A method of controlling a train, the method includes the steps of: providing a train control system for embedding in a train and establishing a train movement strategy, the train control system including a processor and an antenna coupled to a processor for receiving a signal comprising a train protection signal from a roadside repeater, where the processor is programmed to determine if the driving strategy matches trains to any train protection signal received from a roadside repeater, where the train protection signal contains time to provide an intervention that processes the processor together with the current dynamics of the train and the predicted data on the dynamics of the train to determine an optimized movement strategy; receiving a signal containing a train protection signal from a roadside repeater; determining whether the train driving strategy matches the train protection signal received from the roadside repeater, causing a change in train movement strategy if the train driving strategy does not match the train protection signal received from the roadside repeater, so that interruption is not activated according to the rules of the train protection system. 12. The method according to p. 11, characterized in that if the train’s movement strategy does not match the train protection signal, the processor is programmed to activate the brake’s penalty to slow down the train or emergency intervention. 13. The method according to p. 11, characterized in that the train protection signal contains time to ensure intervention, which is processed by the processor together with the current dynamics of the train and the predicted data on the dynamics of the train in order to determine an optimized movement strategy. 14. The method according to p. 13, characterized in that the time to ensure the intervention is a measure of time, at the current speed of the train, at which the train control system must apply intervention or penalty braking to change the task of the train. 15. The method according to p. 13, characterized in that the processor is programmed to determine whether there is more time to provide intervention than a zero value plus a threshold value measured in seconds. 16. The method according to p. 13, characterized in that the train protection signal contains data about a given speed and a predetermined speed location. 17. The method according to p. 16, characterized in that the processor is programmed to calculate the forecast of the speed of the train at a given location based on the movement strategy and to determine whether the forecast exceeds a predetermined speed at a given speed location.

Images