WO2004071839A1 - Digital train system for automatically detecting trains approaching a crossing - Google Patents
Digital train system for automatically detecting trains approaching a crossing Download PDFInfo
- Publication number
- WO2004071839A1 WO2004071839A1 PCT/US2004/004512 US2004004512W WO2004071839A1 WO 2004071839 A1 WO2004071839 A1 WO 2004071839A1 US 2004004512 W US2004004512 W US 2004004512W WO 2004071839 A1 WO2004071839 A1 WO 2004071839A1
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- signal
- received
- transmitted
- track
- frequency
- Prior art date
Links
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L1/00—Devices along the route controlled by interaction with the vehicle or vehicle train, e.g. pedals
- B61L1/18—Railway track circuits
- B61L1/181—Details
- B61L1/187—Use of alternating current
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L29/00—Safety means for rail/road crossing traffic
- B61L29/08—Operation of gates; Combined operation of gates and signals
- B61L29/18—Operation by approaching rail vehicle or rail vehicle train
- B61L29/22—Operation by approaching rail vehicle or rail vehicle train electrically
- B61L29/226—Operation by approaching rail vehicle or rail vehicle train electrically using track-circuits, closed or short-circuited by train or using isolated rail-sections
Definitions
- the invention relates generally to railway road crossing systems. More particularly, the invention relates to a system and method for automatically detecting the presence and movement of a railway vehicle within a detection area of a railroad track and the control of the road crossing system.
- Such a system and method monitors the railroad track associated with the railroad grade crossing and determines when a train is within the railroad grade crossing detection area by detecting only the well-defined detection signal, thereby excluding all possible echoes, interference signals and noise.
- the present system provides improvements in the transmission of the track circuit signal to reduce the total harmonics that are transmitted on the railroad track.
- the system also provides for improvements in the detection of the received signals, the filtering of the received signals, and the processing of the received signals to determine the presence and signal characteristics of the received track circuit signal. These improvements enhance the ability of the track circuit system to operate in noisy and harsh environments and to detect the presence, movement, location and speed of a train.
- Other aspects of the present system provide for the decrease in the separation required between operating frequencies of track circuit systems, an increase in the number of compatible operating frequencies within the allocated frequency band for such systems, and improved frequency management of the operating frequencies for railway track circuit equipment.
- Another aspect of the present system provides for improvements in the design, cost, implementation and methods of operations of track circuit detection equipment.
- a train detection system for detecting the presence and/or position of a railway vehicle within a detection area of a railroad track having a pair of rails and an identified impedance within the detection area. The presence and position of the railway vehicle within the detection area changes the impedance of the track.
- the train detection system includes a first transmitter connected to the rails of the railroad track for transmitting along the rails a first signal having a predetermined magnitude and a predetermined operating frequency.
- a receiver connected to the rails receives the first signal.
- a first data acquisition unit coupled to the first transmitter and the receiver is responsive to the transmitted first signal and the received first signal to generate first multiplexed analog signals that represents the transmitted first signal and the received first signal.
- a first converter converts the first multiplexed analog signals into a plurality of first digital signals that correspond to the transmitted first signal and the received first signal.
- a processor is responsive to the first digital signals for processing the first digital signals to determine the frequency and magnitude of the transmitted first signal and the received first signal.
- a train detection system for detecting the presence and/or position of a railway vehicle within a detection area of a railroad track having a pair of rails and an identified impedance within the detection area.
- the presence and position of the railway vehicle within the detection area changes the impedance of the track.
- the train detection system includes a first transmitter connected to the rails of the railroad track for transmitting along the rails a first signal having a predetermined magnitude and a predetermined operating frequency.
- a second transmitter connected to the rails of the railroad track transmits along the rails a second signal having a predetermined magnitude and a different predetermined operating frequency.
- a receiver connected to the rails receives the first and second transmitted signals.
- a first data acquisition unit coupled to the first transmitter and the receiver is responsive to the transmitted first signal and the received first signal to generate first multiplexed analog signals representing the transmitted first signal and the received first signal.
- a second data acquisition unit coupled to the second transmitter is responsive to the transmitted second signal and a received second signal to generate second multiplexed signals representing the transmitted second signal and the received second signal.
- a first converter converts the first multiplexed analog signals into a plurality of first digital signals that correspond to the transmitted first signal and the received first signal.
- a second converter converts the second multiplexed analog signals into a plurality of second digital signals corresponding to the transmitted second signal and the received second signal.
- a first digital signaling processor responsive to the first digital signals processes, the first digital signals to determine if the frequency of the received first signal is within a first passband frequency range.
- the first passband frequency range is a function of the frequency of the transmitted first signal.
- a second digital signaling processor responsive to the second digital signals processes the second digital signals to determine if the frequency of the received second signal is within a second passband frequency range adjacent to the first passband range.
- the second passband frequency range is a function of the frequency of the transmitted second signal.
- a processor responsive to the first digital signals processes the first digital signals to determine the frequency and magnitude of the transmitted first signal and the received first signal to determine an impedance of the track as an indication of the presence and/or position of a train within an approach detection area when the received first signal is within the first passband frequency range.
- the processor also responsive to the second digital signals processes the second digital signals to determine if the magnitude of the received second signal is above or below a threshold value as an indication of the presence of a train within an island detection area when the received second signal is within the adjacent passband frequency range.
- a method for detecting the presence and/or position of a railway vehicle within a detection area of a railroad track having a pair of rails and an identified impedance within the detection area.
- the presence and position of the railway vehicle within the detection area changes the impedance of the track.
- the method includes transmitting along the rails a first signal having a predetermined magnitude and a predetermined operating frequency.
- the method also includes receiving the first signal being transmitted along the rails.
- the method also includes generating a first analog signal that represents the transmitted first signal and the received first signal.
- the method further includes converting the first analog signal into a plurality of first digital signals that correspond to the transmitted first signal and the received first signal.
- the method further includes processing the first digital signals to determine the frequency and magnitude of the transmitted first signal and the received first signal to determine an impedance of the track as an indication of the presence and/or position of a train within an approach detection area.
- Figure 1 is a schematic illustration of a railway road crossing detection system for a single road crossing.
- Figure 2 is a schematic illustration of two adjacent and overlapping railway road crossing detection systems.
- Figure 3 is an exemplary graph of the impedance of the railroad track as a function of the distance and the operating frequency between 80 Hz and 1 ,000 Hz.
- Figure 4 is an illustration of a prior art railway approach track circuit receiving system filter design for three typical operating frequencies.
- Figure 5 is an illustration of the effective filter design for an approach track circuit consistent with one aspect of the invention.
- Figure 6 is an exemplary circuit design of a combined approach track circuit and island track circuit system.
- Figure 7 is an exemplary flow chart illustrating a method for detecting the presence and/or position of a railway vehicle within a detection area of a railroad track consistent with one embodiment of the invention.
- Railway road crossing warning systems provide protection of crossings by detecting train presence and motion, and activating the crossing warning systems such as bells, lights, crossing gate, arms, within a specified time period before the arrival of a train at the road crossing.
- Train presence near the crossing and motion towards/away from the crossing is detected by transmitting signals on the railroad tracks.
- Train presence is detected by receiving the transmitted voltage as propagated over the railroad track as a transmission medium.
- Train motion is determined by monitoring the current and voltage applied to the railroad track to determine the impedance of the track, from the crossing to the train.
- Fig. 1 illustrates a typical prior art railroad grade crossing track circuit (100) with a single railroad track (102) that is comprised of a pair of running track rails (104) and (106) and road crossing (108).
- the railroad track on either side of the road crossing (108) must be monitored for the presence and movement of a train approaching on the track (102) from either side of road crossing (108).
- the maximum length of a railroad grade crossing system's surveillance area, or effective approach distance, is limited by external conditions and by the frequency of the detection signal applied to the track (102).
- a railroad grade crossing warning system employs two different track circuits to perform train motion and presence detection.
- the approach track circuit (128) By measuring the voltage and current and determining the impedance of the track between the crossing and the train, the approach track circuit (128) detects the motion of an approaching train at a distance up to 7,500 feet on either side of the road crossing (108).
- the approach track circuit (128) determines the distance of the train from the road crossing and detects the movement of the train within the approach track surveillance area (132) and (134).
- the approach track system measures the voltage, current and impedance and provide this data to an external crossing system that determines the speed of the approaching train and the time for the arrival of the train at the crossing based on the distance and the speed.
- the presence, position, and arrival time of the train are used to provide a constant arrival time notification of the crossing signal systems.
- a constant arrival time of at least twenty seconds prior to the arrival of the train that is independent of the speed of the train is often required.
- the minimum required distance of the surveillance area on either side of the crossing is a function of the maximum speed for a train traversing that section of track and the desired warning time.
- the island track circuit (130) measures the presence of a train within an "island" which is a section of track in close proximity to the road crossing (108).
- the island (118) is usually around 100 to 400 feet spanning the road crossing (108).
- the island (118) provides a secure area that ensures that the crossing warnings systems operate when a train is near or within the island (118). See U.S. Patent No. 4,581 ,700.
- Fig. 1 further illustrates transmitter (110) with two points of attachment (112 A) and (112B) that attach to the rails (106) and (104) of track (102) on one side of the road crossing (108).
- the transmitter is positioned between 50 to 200 feet away from the road crossing (108).
- a receiver (114) also has two points of attachment to rails (106) and (104) of track (102) on the other side of the road crossing (108) from the transmitter (110).
- the receiver is also typically positioned 50-200 feet away from the road crossing (108).
- the distance between the transmitter (110) and receiver (114) is referred to as the island (118) with the transmission circuit created on the railway tracks referred to as the island track circuit (130).
- termination shunts (120) and (124) are connected to rails (106) and (104) of track (102) by (122A/122B) and (126A/126B), respectively.
- Shunts (120) and (124) are placed between 300-7500 feet from the road crossing (108). The placement of the shunt is determined based on the speed of the train and the requirement that the road crossing warning system (100) provides at least a twenty second warning to vehicles and pedestrians using road crossing (108).
- Te ⁇ nination shunts (120) and (124) are frequency tuned to look like a short circuit to the frequency of the approach track circuit (128), thereby creating track circuit (128).
- both the approach track signal (128) and the island track signal (130) are transmitted onto the track (102) via the same leads (112A) and (112B).
- a separate transmitter (110) may transmit the approach track signal (128) separate from the island track signal (130).
- a separate receiver (114) may receive the approach track signal (128) separate from the island track signal (130).
- the approach track circuit operates in the frequency range of 80-1,000 Hz.
- the approach track circuit (128) uses a lower range of frequencies compared to the island track circuit (130). As will be discussed, lower frequencies provide for longer distance detection capabilities due to the extended distance over which the impedance of the track is linear as a function of distance.
- the approach track signal propagates over long distances of track extending out from the crossing (called the approaches).
- the approaches are terminated by tuned shunts at the endpoints away from the crossing, providing fixed impedance for each approach section at the tuned frequency.
- the receiver monitors the received Voltage and transmitter monitors the transmitted current, which are then used to determine the impedance of the approach track circuit.
- the system monitors changes in the approach track circuit voltage and current levels.
- the axles provide an electrical shunt, which changes the impedance of the approach track circuit as seen by the detection system.
- the rate of change in this impedance is proportional to the speed of the train, thus providing for the detecting of the movement of the train.
- the system may calculate a time at which the train will be at the crossing. In some systems, a constant warning time can be provided to motorists at the crossing independent of the speed of the train.
- the island track circuit (130) operates at higher frequencies to detect the presence of a train in the shorter island surveillance area (118). Typical operating frequencies are in the range of 2 kHz-20 kHz.
- the axle of the train shunts the island signal so that the signal transmitted is prevented from getting to the receiver.
- the island track circuit (130) and detection system determines that the train is in close proximity to the road crossing (108) and ensures that the warning systems are operating, and are not released until the train clears the island.
- the island track signal includes randomly generated codes, either on a continuous or burst basis. In these systems; when one or more consecutive codes fail to be received by the receiver, the warning system is activated. As a safeguard, the system is typically not deactivated, e.g., the all-clear signal is sent, until a predefined number of correctly received consecutive codes have been received.
- Fig. 2 illustrates the practical problem associated with adjacent road crossings and the associated adjacent and overlapping track circuit systems.
- a first track circuit system (100) associated with a first road crossing (108), which is similar to that described above in Fig. 1.
- a first transmitter (110) and a first receiver (114) define a first island surveillance area (118).
- First shunts (120) and (124) define the first left and first right approach surveillance areas (132) and (134), respectively.
- first road crossing (108) is second road crossing (208).
- the second track circuit system (200) also operates on the same railroad track (102).
- a second transmitter (210) transmits the island and approach track circuit signals associated with the second track circuit (200).
- the second transmitter (210) in conjunction with a second receiver (214) defines the second island surveillance area (218).
- the second island (218) is adjacent to but not overlapping with the first island.
- Second shunts (220) and (224) define the left and right second approach surveillance areas, (232) and (234), respectively.
- the adjacent road crossings are positioned at a distance that results in the overlap of the right first approach area (134) with the left second approach area (232) thereby creating an approach overlap (202).
- the adjacent and overlapping approach track circuit system must operate at a frequency that does not interfere with or negatively affect the operation of the adjacent overlapping track circuit.
- Prior art systems require the deployment of complicated and costly analog bandpass filters to discriminate between the frequencies of overlapping approaches.
- the adjacent overlap requires that frequency selection be designed to ensure continued operations of both systems.
- the selection of frequencies may be less than optimal or desirable due to the need to provide necessary approach track circuit distance for the appropriate detection of trains by both systems.
- the selection of frequencies is directly related to the transmission or impedance characteristics of the track (102) for an operating frequency and the required approach length for a maximum speed train.
- the track circuit system transmits a signal on the track in order to detect the presence, position and movement of a train on the track.
- the railroad track is a communications medium for various track circuit equipment, cab signaling equipment as well as for the provisioning of electric power on electrified lines to provide power to electrified locomotives.
- the tracks pick up electromagnetic radiation from many sources including proximate electric power lines, signals transmitted by adjacent tracks, etc.
- the electronic signals on the track comprise a myriad of signal levels, frequencies, and harmonic content.
- Fig. 3 is a graph that illustrates the electrical impedance magnitude of the railroad track (102) as a function of frequency and distance.
- Fig. 3 illustrates the impedance characteristics of twenty eight (28) typical frequencies utilized by prior art crossing track circuit systems which operate in the frequency band of 80 Hz to 1,000 Hz.
- the number of operating frequencies is limited as a function of the available total frequency bandwidth, the bandwidth required to detect each operating frequency and the bandwidth required for separation between operating frequencies.
- 'Moving on a curve from right to left for a given operating frequency is analogous to a train moving towards the crossing thereby reducing the surveillance distance of the approach track circuit.
- the axle of the train shunts the transmission prior to the shunt (120) or (124) and thereby decreases the length of the approach track circuit.
- the area of each curve where the slope decreases linearly as the track length decreases is the usable track length for a given frequency to effectively detect train motion and/or position.
- the usable approach length for a given frequency is the area to the left of the peak line (314).
- the impedance characteristics of the rail for each operating frequency results in a maximum usable length or "peak" on the impedance curve.
- the impedance curve changes slope and the impedance decreases with increases in track length until the impedance reaches a constant impedance level that is independent of distance. At this point, the track appears to be a transmission line with a constant or characteristic impedance.
- the track length associated with the peak is the maximum track length operable at a given frequency for a train detection system, as the detection system measures the change (increase or decrease) of the impedance over time to determine the movement of a train, the direction of travel and the distance of the train from the road crossing.
- Fig. 3 also illustrates that the lower frequencies are best for longer track surveillance distances as the peak of the lower frequencies occurs at greater distances. • However, the higher frequencies provide a more accurate means of detecting trains because higher frequencies result in higher track impedance levels which can be detected with greater accuracy and provide greater variations of impedance per unit distance.
- the operating frequency for a particular approach track circuit is chosen as the highest frequency possible to drive a given track length. For example, for a track of maximum required detection range, impedance line (302) at the operating frequency of 86 Hz results in a peak at (304) which equates to a maximum operating distance of slightly over 7,000 feet.
- the value of the impedance of the rail is less than 1.15 Ohms and as the distance decreases, the change in the impedance value between 7,000 feet to 2,000 feet results in a reduction of 0.55 Ohms, which is only a change of 0.11 Ohms per 1,000 feet.
- the peak detection distance is 3,000 feet producing an impedance of 2.65 Ohms.
- a decrease of 1,000 feet to 2,000 feet for this operating frequency results in a decrease of 0.3 Ohms that is a three fold increase in sensitivity.
- Fig. 3 illustrates one embodiment of the track impedance as a function of frequency and distance. However, the relationship of track impedance to length and frequency will vary due to other external factors such as track material, operating conditions, track conditions, and ballast conditions.
- Rail crossing warning equipment has limitations with regard to the level of electrical noise that can exist within the operating environment such as to enable the system to reliably operate.
- the track contains noise from many sources.
- some track sections contain sources of electrical noise that are significant enough to provide an unsuitable transmission environment for the reliable operation of a railway road crossing detection system.
- One example is in railroad operations with electrified rails, e.g., rails that carry electrical DC or AC energy to power the trains that operate on the rails.
- Electrified rails are often electrified with 50 Hz or 60 Hz AC power.
- stray electronic signals from adjacent crossings or adjacent railroad tracks "bleed" over into unintended railroad tracks through leakage in the ballast. This signal leakage can negatively effect the .operation of the railroad grade crossing system.
- railroads Due to leakage and approach track circuit overlaps, railroads are required to manage the operating frequencies of the various systems by alternating the selection of, operating frequencies between adjacent crossings or adjacent railroad tracks. Such frequency management requires selecting operating frequencies with appropriate track distance capabilities but with necessary bandwidth separation based on the filtering capabilities of analog bandpass filters for each frequency. The goal of selecting frequencies is to reduce the chance that the leakage signal will affect the adjacent system. This is often manageable in the cases where the same railroad operator designs and operates all adjacent track, but becomes an administrative problem where adjacent tracks are designed and owned by another railroad operator.
- active phase cancellation noise reduction provides for reduced received noise from the signals present on the railroad track. This is especially beneficial in removing track circuit noise from external high power lines such as 60 Hz or 50 Hz power lines.
- a bandpass filter is tuned to the frequency of an interference signal.
- the filtered noise signal is shifted 180 degrees and added back to the source signal. This results in the phase- shifted noise canceling the noise present in the source signal, thereby eliminating the interference from the signal. This improves the sensitivity of the receiver thereby improving the determination of the received signal and also results in a cleaner signal that results in improved signal detection.
- bandpass filters are used to recover signals at the frequency of interest and block signals of unwanted frequencies. Performance characteristics of bandpass filters include the bandwidth of the passband (e.g., (410), (420), and (430)), the bandwidth of the stopband (e.g., (458), (460), and (462)), the “sharpness" of the filter which is often defined as the slope of the transition region and the percent of energy of frequencies outside the stopband that are effectively blocked. Signals operating in the passband typically pass 100 percent of the signal, e.g., do not attenuate the signal. As illustrated in Fig. 4, the passband for an analog filter (410) is shown from (404) to (406) and the associated stopband (458) is from the frequency at (446) to the frequency at (448).
- the passband for an analog filter (410) is shown from (404) to (406) and the associated stopband (458) is from the frequency at (446) to the frequency at (448).
- signals at frequencies outside of the stopband only pass 0.1 - 0.01 percent of the signal or attenuate 99.9 - 99.99 percent of the signal.
- the analog filter has a wide range of frequencies between the passband and the stopband. This frequency range is referred to as the transition region, represented as one example for filter (410) in Fig. 4 as line (444) and line (416). Signals with frequencies within the transition region are attenuated by various levels based on the slope of the transition region curve. The more signal attenuated at a particular frequency or the smaller the desired transition region, the larger and more complex the analog filter required, hence the more components required and increased cost.
- the bandpass filter at one particular track circuit frequency may not be effective enough at blocking the next track circuit frequency due to the analog bandpass filter not being "sharp" enough, e.g. the slope of the transition region not being as steep as required thereby not attenuating to the desired level of signals for frequencies outside of the passband.
- the lack of sharpness in analog filters creates the operational need for many operating track circuit frequencies for situations involving adjacent crossings operating compatibility. Additionally, in high noise environments, the signal attenuation in the stopband or the transition region may not be sufficient to enable prior art systems from operating accurately at the required track circuit frequency.
- Prior art railway road crossing systems employ analog bandpass filters to pass the frequencies of interest, while blocking the other received frequencies. These analog bandpass filters are typically tuned during manufacturing to a frequency of operation based on the designed operating 'frequency for a particular railway crossing system's deployment. In more recent prior art, programmable analog bandpass filters were developed where the frequency response of the filter could be altered during operation by software control. Typically multiple stages of analog filters are cascaded to provide increased noise rejection. In either case, analog bandpass filters introduced errors due to tolerance variances, temperature variations, and errors due to cascaded stage mismatches.
- the limitation of traditional railroad crossing warning equipment regarding immunity to electrical noise is the rejection characteristics of the analog filters.
- the typical threshold for noise immunity in prior art systems is 1% of the signal of interest, as indicated by (465) in Fig. 4. Any signal above 1% of the signal level of the frequency of interest, or any frequency inside the area of the filter response intersected by the 1% noise immunity line (with same or greater strength as signal of interest) will adversely affect the ability of the warning system to precisely predict train movement.
- the characteristics of train detection systems that utilize analog filters are less than desirable in high noise environments and in environments where multiple frequencies are required due to operating frequency separation requirements.
- Digital filters are programmable, and can easily be changed without affecting circuitry (hardware).
- filtering is provided by a digital signal processor such that the filtering is implemented by software. This embodiment saves cost and board space as compared to prior art analog bandpass filters.
- Digital filters according to the present system are immune to fluctuations of component tolerances or temperature changes. The performance of the digital filters versus the cost to implement this function with analog filtering provides a significant improvement over the prior art. Digital filtering provides improved sharpness within the transition region and therefore more attenuation of signals at frequencies outside the passband than is available from practical analog filters. For example, increased rejection of frequencies around the target frequency is possible thereby allowing for previously incompatible adjacent frequencies to be used in a single implementation.
- Improved filtering also enables systems to be designed and operated with reduced frequency spacing between operating frequencies and enables systems to be designed and implemented with closer spacing of adjacent frequencies. This is especially important where there are a number of adjacent and or overlapping approach track circuits that, due to the high speeds of the operating trains and the close proximity of multiple track circuits, it is desirable to utilize an increased number of track circuits operating at lower frequencies such as in the 80 Hz to 150 Hz operating frequency range.
- the present system has a digital signal processor (DSP) that employs a finite impulse response (FIR) or infinite impulse response (HR) digital filter to limit the effects of out of band noise and interference on the measurement of the signal.
- DSP digital signal processor
- FIR finite impulse response
- HR infinite impulse response
- the DSP filter employs a multi-rate technique to allow filtering at a sampling rate lower than the data sampling rate.
- the finite impulse response filter is implemented by a convolution of the source signal sample and the impulse response of the filter to be employed.
- the samples of the filter impulse response are referred to as filter coefficients.
- the filter is designed such that the transition region becomes more abrupt as the stopband rejection is increased, as the passband ripple is reduced, and as the sampling rate for the source signal increases. In these situations, the number of filter coefficients increases. The more filter coefficients required increases the required storage and processing time. Additionally, data overflow and quantization effects may cause distortion of the signal. On the other hand, accuracy in determining the amplitude of the source signal is largely dependent on sampling the source at a high rate, thus increasing the number of filter coefficients required. In order to balance these two conflicting requirements, one embodiment provides for a multi-rate filter design. In this embodiment, the source signal is sampled at a high sampling rate, and decimated by retaining only every nth sample, thereby effectively decreasing the sampling rate.
- the finite impulse response filter is run on this lower sampling rate, reducing the number of filter coefficients required.
- the filtered data is interpolated by a factor of N, thereby restoring the original high sample rate.
- an anti-image finite impulse response is run on the interpolated data to eliminate spectral images of the interpolation frequency. Because the anti-image filter has less stringent requirements than the main data filter, it requires relatively few coefficients. The net result is a very high quality finite impulse response filter that can be run on the data with dramatically fewer coefficients than would be required without the multi-rate techniques.
- Another embodiment of the present system utilizes filtering that does not fluctuate or change over time, or as a result of changes in the temperature or operating voltage.
- filtering provided by a digital signal processor (DSP) that is consistent with this system utilizes software filtering that has consistent attenuation characteristics independent of operational conditions.
- Another embodiment provides over-sampling, filtering, signal averaging, and correlation to provide for higher accuracy of the received signal and more confidence in the data used to determine presence and movement of a train within the crossing surveillance area.
- Another embodiment of the present system applies a correlation scheme to recover modulated signal from the environment including the noise or signals from adjacent railroad crossing warning systems. By cross-correlating the received signal with the signal that was transmitted, the noise or other unwanted signals is reduced relative to the signal of interest thereby increasing the signal to noise ratio.
- Another embodiment of the present system is applying matched filter correlation technique to maximize signal to noise ratio and thus give greater accuracy of the amplitude of the recovered signal.
- Another embodiment of the present invention is to over-sample the received signal to increase the signal-to-noise ratio and provide greater accuracy of recovered signal. Over-sampling the signal also allows the requirements for an external anti-alias filter, as needed to reject signals above Nyquist frequency, to be relaxed. This provides for improvement in the design for the anti-alias filter, and results in lower required cost.
- Another embodiment of the present invention applies signal averaging so that sum of coherent signals builds up linearly with number of measurements taken while noise builds up only as square root of number of measurements. This' provides increased signal-to-noise ratio.
- Another embodiment of the system provides for a gated reception by the receiver such that the received island signal is only received during a gated window that corresponds to the period that the island signal is transmitted along with a period of time required from the transmission from transmitter to receiver.
- Another embodiment of the present system uses a code word embedded in the track signal in place of random frequencies and cycle counts to uniquely identify a signal.
- a selected code word is modulated onto a signal transmitted to the track via a modulation scheme such as Quadrature Phase Shift Key.
- Received signals from the track are demodulated and examined for the presence of an embedded code word. If one is found, it is compared to the code word stored on the transmitting unit. The input signal is rejected if the code word does not match. This improves the existing arrangement by deterministically authenticating a signal, rather than depending on random correlation. Additionally, the capability of placing code words on the track signal allows one crossing control unit to pass information to an adjacent unit for status or incoming train alert.
- an analog bandpass filter passes frequencies that are within a defined range on either side of the operating frequency.
- the frequency spectrum of the bandpass filter where 100 % of the signal is passed is called the filter's passband.
- Fig. 4 illustrates three typical operating frequencies of railroad crossing track circuits, 86 Hz (402), 114 Hz (418) and .135 Hz (428).
- a first analog bandpass filter (410) detects the 86 Hz track circuit signal with a low end of the passband being (404) and the high end being (406).
- Passband (410) is centered on the center operating frequency (402) and passes 100 percent of all frequencies between (404) and (406).
- An example is an 86 Hz filter with a passband of 16 Hz, which passes 100 percent of all frequencies between (404) which would be 78 Hz and (406) which would be 94 Hz.
- Passband filters with very narrow transition regions are difficult to produce and are very costly.
- a train detection system equipped with such a narrow bandpass filter would provide for improved train detection and would enable the use of operating frequencies that are significantly closer to other operating frequencies. This is especially the case where operating in a high noise environment or in the presence of numerous other track circuits.
- Analog filters are not perfect filters and as such do not attenuate 100 percent of the signal that is outside of the passband. This is illustrated in Fig. 4 by the slope of the leading edge (444) and trailing edge (408) of filter (410). Leading edge (444) and trailing edge (408) attenuates at least 99.9 percent of the signal at frequencies that are outside of the stopband (458). However, an increasing percent of the signal level are passed at frequencies in the transition region that are closer to the passband. The area of the filter curve where the percent of the signal passed decreases is referred to as "rolloff ' or the transition region. The sharpness of this transition region as reflected by the slope of the curve directly affects the ability of the receive filters to reject frequencies that are close to the passband frequencies.
- Analog filters used in prior art train detection systems have a transition region rolloff of 20-100 db per decade of frequency.
- the sharper the rolloff the larger and more costly the required analog filters.
- anklog bandpass filters negatively affects the ability to receive and detect the desired operating frequency and the received signal characteristics.
- the analog filter 'limitations therefore negatively affect the ability of the train detection system to determine the impedance and therefore determine the presence, movement, and speed of a train.
- the analog filter limitations also negatively affect the ability to use multiple operating frequencies within the desired operating spectrum.
- a second operating frequency 114 Hz is'shown at (418).
- a second analog filter (420) has a passband from (422) to (424). ( 426).
- the passband of the second filter (420) is different than the passband of the first filter (410) and is separated by a separation band (412) to provide for the detection of frequencies only within the passband of the desired filter.
- the separation band is in some cases, not large enough to sufficiently attenuate frequencies associated with an adjacent bandpass filter.
- Adjacent analog filters provide a separation band (412), such that the lower adjacent filters only pass a predefined tolerance level of the signal associated with frequencies that overlap with an adjacent higher frequency filter.
- a typical overlap intersection at the 10 percent level is shown by point (416).
- a system operating with an 86 Hz bandpass filter would allow 10% of a signal at frequency (422) (which is the lower passband frequency of the 114 Hz filter) to pass through.
- a noise threshold 1%, this means that approach track circuits operating at 114 Hz are not compatible with overlapping approach track circuits at 86 Hz.
- the next higher or lower frequency would need to be used.
- Operating systems require that an adjacent operating track circuit not have an overlap of its filter passband above the 1% noise threshold with an adjacent operating track circuit.
- the operating frequency (402) with filter (410) could not be utilized in the same vicinity . as operating frequency (420).
- the next compatible operating frequency with frequency (402) would be operating frequency (428) with bandpass filter (430) with a passband from (432) to (434).
- filter (430) transition band (436) intersects filter (410) passband (406) below the 1% noise threshold.
- the utilization of operating frequency (428) may not be the optimal choice for that deployment, as it may not provide the necessary or desired surveillance distance required by maximum speed trains in that area.
- the present system utilizes a digital signal processing (DSP) system to provide both a narrower filter passband sharper transition band rolloff, and an improved filtering system with improved attenuation outside of the passband.
- DSP digital signal processing
- a first filter (510) consistent with the present system has significantly improved attenuation outside of the passband as illustrated by the increased slope of both the leading edge (544) and the trailing edge (508) of the transition regions.
- Attenuation characteristics outside of the passband as illustrated in Fig. 5 are not practically achievable with analog bandpass filters.
- the increased attenuation in these transitions regions provide improvements to the operation and detection of trains.
- An additional improvement is the increased signal to noise ratio of the signal that is provided to the signal detection system.
- the detection of the signal characteristics significantly improves.
- the detection system has a cleaner signal to analyze and to make determinations of the voltage and current of the transmitted operating signal, and therefore the determination of the impedance.
- Another improvement of the present system is that the separation band between operating frequencies can be reduced due to the increased slope of attenuation in the transition region. As shown in Fig. 5, the level of overlap between the first filter (510) and the second filter (520), as indicated by point (516) occurs below the noise threshold level of 1 % indicated by (565).
- a filter design consistent with the present system provides for reductions in bandwidth of the required separation bands as a result of the improved sharpness in the transition regions.
- operating frequencies may be utilized that are closer together than had previously been capable. Additionally, this makes adjacent frequencies usable on overlapping approaches, where they were previously incompatible.
- the separation between two filters may be reduced.
- the separation band (512) between filter (510) and filter (520) currently illustrates a passband to transition region crossing at point (517) at the ⁇ 0.1 percent signal pass rate.
- Another operational improvement of the present invention is the improvements in the , filters to provide for improved attenuation of noise and interference, especially noise or signals associated with electric power that operates at 50 Hz or 60 Hz.
- 1 track circuits utilizing lower operating frequencies, and therefore longer track length may now be deployed on approach track circuits that are in harsh electrical or noisy environments that were heretofore not available for approach track circuit systems. This includes deployment on electrified track systems.
- Another operational improvement consistent with the present system is the reduction in the bandwidth of the filter passband.
- analog filters are limited in their ability to filter an individual frequency and therefore pass frequencies between a high-end frequency and a low-end frequency, thereby defining the passband.
- One embodiment of the present system provides for significant reductions in the passband required to detect the transmitted frequency. Referring again to Fig. 5, passband (510) is centered on operating frequency (402).
- One embodiment of the present invention provides that passband (510) is narrower in bandwidth than the required passband as shown in Fig. 4 associated with operating frequency (402), e.g., passband (410).
- the prior art system as shown in Fig. 4 requires a passband such as (410) that is plus or minus 10 percent of the operating frequency.
- the total passband is approximately 16 Hz, which is from 78 Hz to 94 Hz, e.g., plus or minus 8 Hz.
- the passband is reduced to plus or minus 3 percent of the operating frequency.
- the passband (410) for the 86 Hz operating frequency would be from 83 Hz to 89 Hz, a significant reduction in the required bandwidth of the passband of the filter. This by itself provides for a substantial improvement in the signal to noise ratio that is analyzed to determine the operating transmission characteristics.
- Another improvement according to one aspect of the present invention results from both the reduction in the passband bandwidth and the required separation bandwidth, e.g., the reduction in the bandwidth of the associated filter stopband (e.g., (553), (560), and (562)).
- the stopband associated with each filter frequencies that are significantly closer together now become compatible for use in adjacent systems.
- intersection of upper passband (506) of frequency (402) and transition band (514) of frequency (418) occurs below the 1% noise threshold.
- an operating frequency that is less than frequency (418). could be utilized as an operating frequency and still be compatible with the track circuit utilizing frequency (40), whereas in prior art even frequency (418) was not compatible with frequency (402) in overlapping approaches.
- the detection system By reducing the bandwidth of the passband, the detection system is provided with a narrower frequency range and cleaner signal with less noise from which the signal characteristics are determined.
- the narrower signal contains less noise and the detection of the signal is improved. This results in the ability to operate train detection systems in harsh environments that include other signals, considerable noise and harmonics.
- narrower passband filtering noise from power systems, electrification systems, cab signaling systems and adjacent and overlapping track circuit systems is more effectively attenuated prior to the signal being provided to the detection system.
- Another operational improvement that results from reduced passband bandwidth of receiving filters is the ability to utilize operating frequencies that are closer together.
- the number of available operating frequencies between 80 Hz and 1,000 Hz increases from 28 operating frequencies to 42, a 50 percent increase.
- An operational improvement of the present system is an increase in the number of available frequencies is that selection of frequencies may be made that are more optimal for a particular approach track distance and maximum train speed.
- the present system provides for more operating frequencies in the lower end of the frequency spectrum which enables longer approach lengths.
- frequencies below 80 Hz are now usable as operating frequencies due to the improvements in attenuating other signals such as 50 Hz or 60 Hz electric power signals.
- the improvement of the present invention provides for a reduction in the total number of frequencies required as operating frequencies of adjacent and/or overlapping track circuits may be "reused" more often and in closer proximity than prior art operating frequencies.
- the present system provides for a significant improvement in the operating characteristics of the track circuit transmission system by reducing the total harmonic distortion introduced to the railroad track (102) by the track circuit transmitter (110).
- the tracks as a transmission medium contain considerable noise.
- Some of the noise is actually created by the prior art track circuit transmission systems through the creation, amplification and transmission of signals containing many harmonics.
- systems that transmit signals on the rails including railroad grade crossing systems and coded cab signaling systems, are responsible for most of this harmonic noise content.
- Prior art track circuit systems produce considerable harmonic content.
- Significant levels of noise due to harmonics make it difficult to recover a systems own signal resulting in unreliable operation or inaccurate warning time. In some cases, the crossing warning equipment cannot operate with other track equipment or vice versa, due to noise interference.
- Prior art track circuit transmitters generate a square wave signal that is 'filtered by analog filters to remove higher frequency harmonics.
- the filtered signal while approximating a sine wave, includes many harmonics due to the limitations of analog filters in completely removing the harmonics and to thereby produce a pure sine wave signal.
- the filtered signal including the many harmonics is provided to an amplifier for transmission on the rail.
- the present invention provides the generation of a high fidelity sine wave with little to no harmonics from a sine wave generator using a digital signal processor.
- the total harmonic distortion (THD) of the present system is less than one (1) percent for all frequencies between 80 Hz and 1 ,000 Hz.
- a digital signal processor cycles a sine wave generator circuit through a table of sine wave values at the specified rate to create a high fidelity sine wave at the frequency desired.
- Other embodiments for the production of a true sine wave with minimal distortion include sine wave calculation, sine wave look-up from ROM, direct digital synthesis (DDS), and recursive filtering and interpolation.
- the resulting sine wave signal is amplified by a low distortion power amplifier, and the signal that is applied to the tracks has very little harmonic content. This solution enables railroad crossing equipment to easily detect and recover its transmitted signal resulting in improved reliability and better accuracy. It also allows the crossing warning equipment to be compatible with a broader range of track equipment, by not generating interfering harmonic frequencies.
- the system provides improved control of approach and island track circuit gain, enabling real time adjustments to the gain during operation of the system due to external and environmental factors. While the voltage and current levels transmitted on the track are typically calibrated or determined during initial system setup, the operating environment for the track circuit equipment is harsh, often experiencing . significant variations in operating temperatures and conditions, including impacts of snow, ice, rain and salt on the impedance of the track and on the leakage that occurs from adjacent tracks.
- the present system provides for automated gain adjustments during operation to ensure the system continues to operate at optimal transmission levels and such that the impedance curve and received data analysis is consistent.
- the present system provides for significant improvements to track circuit frequency management and operational methods for design, implementation and operations of track circuit systems. It is critical to. the installation that the frequencies of operation for adjacent crossings do not interfere with each other. In order to obtain the most amount of flexibility for installations, railroads require that crossing protection systems have a large number of operating frequencies to choose from. As discussed above, the present system provides for an increase in the number of available operating frequencies within the operating , band of 80 Hz to 1,000 Hz. In fact, the number of usable operating frequencies provided by the present system will increase due to the decreased bandwidth of the passband and the separation band. , Additionally, the present system provides for the utilization of frequencies that are lower than previously used which not only increases the number of operating frequencies but also increases the maximum distance available for approach track circuits.
- the improved filtering and detection capabilities of the present system will significantly reduce the required frequency coordination between various track circuits, whether in adjacent, overlapping, or multi-track situations.
- the increase in the number of operating frequencies over the total operating frequency band will decrease the requirement for tuned shunts to terminate the approach track circuits as the variation of operating frequencies will be reduced.
- a system provides for the system determination of the optimal approach track circuit and island track circuit frequencies for a particular operational implementation.
- the system selects the optimal operating frequencies based on an automatic analysis of transmitted test signals onto an operating railroad track that includes noise and transmission signals from external signal sources, including power lines and other adjacent and/or overlapping track circuit equipment.
- the system determines the optimal operating frequency for a required detection distance as a function of the quality of the received signal in light of the noise and operating characteristics.
- the exact frequency is not limited to predefined frequencies or channels, but is selected from an unlimited number of operating frequencies within the frequency band.
- the present system automatically determines the thresholds in the number of recovered and validated island burst signals that determine whether the island should be declared as active or not active.
- the thresholds are determined based on the system analysis of test wave forms that are transmitted on the track for a particular track circuit implementation as a function of the quality of the signal in light of noise and transmission characteristics of the track as a transmission media.
- the system provides for the automated determination of thresholds in the number of recovered and validated island burst signals used for the purpose of adjusting the time between successive island signal bursts so that the response time of the system to a train entering or leaving the island is optimized.
- automatic calibration of the approach and island track circuits is provided during initial system implementation such that the transmitted power is optimized for the particular track conditions.
- the system generates test track circuit signals for either the island track signal or the approach track signal, or both, and ' analyzes the received signals to optimize the signal to noise ratio such that the receiver optimally detects, the transmitted signal and can optimally determine the presence and movement of a train. This improves the operations of the system and reduces the design and setup time.
- the system provides fine tune adjustments to the output power during operation to provide consistent received signal quality over the life of the system, independent of changes that result from external factors such as weather, noise, temperature, ballast conditions, and the presence of foreign substances such as ice, snow or salt.
- a system schematic of one embodiment of a track circuit (600) encompassing an approach track circuit (602) (e.g., 128) and an island track circuit (650) (e.g., (110) is illustrated).
- One embodiment utilizes dual digital signal processors (DSPs).
- a first digital signal processor (DSP A) (604) provides a sine wave output signal (626) to sine wave generator (606) to produce an approach sine . wave (608) that is a true sine wave with minimal harmonic content.
- the first DSP (604) provides an approach gain signal (624) that provides necessary gain control for the approach transmitter (610).
- Approach sine wave (608) is provided to the approach transmitter (610) that amplifies the approach sine wave signal (608) based on approach gain signal (624) and transmits the amplified approach signal on the rail (102) via the transmitter leads (112A) and (112B).
- the approach track circuit (602) generates feedback (612) indicative of the voltage transmitted along the rail (102), and a feedback (678) indicative of the transmitted current.
- Differential amplifiers can be used to provide the transmitted voltage feedback (612) and the transmitted current feedback (678).
- a differential input amplifier (607) is connected to lead (112A) and lead (112B), and the output provides feedback voltage (612) representing the voltage of the transmitted approach signal.
- a resistor (609) is interposed in series with output lead (112B), and a differential input amplifier (611) has its inputs connected to the respective ends of resistor (609) in order to provide an feedback current signal (678) representative of the value of the constant current applied to the track.
- a received voltage feedback (614) represents the transmitted approach signal voltage picked up by the receiver via leads (116A) and (116B).
- the receiver (615) is another differential input amplifier having its inputs connected to the tie points (116 A) and (116B), and the output signal from amplifier is a voltage representative of the received approach signal.
- Feedbacks (612), (678) and (614) are provided to the data acquisition system (617) comprised of a track circuit feedback (616), anti-alias filter (618), and multiplexer (620).
- multiplexing involves sending multiple signals or streams of information at the same time in the form of a single, complex signal (i.e. multiplex signal).
- the anti-alias filter (618) receives the transmitted voltage feedback (612), the transmitted current feedback (678), and the received voltage feedback (614) to eliminate, for example, noise in the received feedback signals.
- the multiplexer (620) is coupled to the anti- alias filter and multiplexes the filtered first transmitted voltage feedback (612), the filtered first transmitted current feedback (678), and the filtered first received voltage feedback (614) to generate a multiplexed analog signal (622).
- the multiplexed analog signal . (622) is provided to an analog to digital converter (662) where the analog signal is sampled and digitized and converted into first digital signals that correspond to the transmitted voltage feedback (612), the transmitted current feedback (678), and the received voltage feedback (614).
- the first digital signals are digitally bandpass filtered within the DSP (604) and the filtered data is processed to determine signal level and phase.
- the first digital signals are processed to determine the frequency and magnitude of the transmitted voltage feedback (612), the transmitted current feedback (678), and the received voltage feedback (614).
- Processing the second digital signals also includes digitally filtering the second digital signals to determine if the frequency of the received voltage feedback (614) is within a first passband range. If the received voltage feedback (614) is determined to be within a first passband range, the DSP (604) uses the determined signal level (i.e., magnitude) and phase data to calculate the overall track impedance, which in turn determines the presence and motion of a train within the approach track circuit (128). In an alternate embodiment, the DSP (604) provides the data that includes the signal level and signal phase to a different processor (not shown) that calculates the overall track impedance, which in turn determines the presence and motion of a train within the approach track circuit (128).
- a second digital signal processor (DSP B) (654) generates a sine wave output signal (656) to a second sine wave generator (658) to produce an island sine wave signal (660).
- Island sine wave signal (560) is provided to island transmitter (664) that amplifies the island sine wave signal (660) based on island gain control signal (663) provided by the second DSP (654).
- This amplified island signal is transmitted onto rail (102) via the isolated transmitter leads (113 A) and (113B).
- the island track circuit (110) may utilize the same set of transmit leads.
- the island track circuit (650) generates feedback (666) indicative of the transmitted voltage and generates feedback (670) indicative of the received voltage.
- a differential input amplifier (665) can be connected to leads (113 A) and (113B), and the output provides feedback voltage (666) representing the voltage of the transmitted approach signal.
- the received voltage feedback (670) represents the transmitted island signal voltage picked up by the receiver via leads (116 A) and (116B).
- the transmitted voltage feedback (666), and the received voltage feedback (670) are provided to the data acquisition system (671) comprised of a track circuit feedback (668), anti-alias filter (672), and multiplexer (674) to generate multiplexed analog signals (675).
- the second multiplexed analog signals (675) are provided to an analog to digital converter (676) where the signals are digitized and converted into second digital signals.
- the second digital signals are digitally bandpass filtered within DSP (654) and the filtered data is processed for determination of the signal level.
- the second digital signals are processed to determine the frequency and magnitude of the transmitted voltage feed back (666) and the received voltage feedback (670).
- Processing the second digital signals also includes digitally filtering the second digital signals to determine if the frequency of the received second signal is within a second passband range adjacent to the first passband frequency range. If the frequency of the received second signal is determined to be within a second passband range, the DSP (654) uses the determined signal level (i.e., magnitude) to determine train presence within the island (118).
- the dual DSPs as discussed above are operated in a redundant mode, where each processor separately detects both the island track signal and the approach track signal.
- the dual DSPs provide their separate data to an external system that compares the dual and redundant data and makes the necessary train warning determinations.
- Another embodiment of the present system is to sample the signal recovered from the track at an integer multiple of the frequency of the transmitted signal.
- the DSP A (604) and sine wave generator (606) serve to create an approach sine wave signal (608) of frequency Af.
- the DSP A (604) provides a programmable clock in the form of approach sample clock (not shown) to the analog- to-digital converter ADC A (662) that is programmed to N times Af, where N is an integer value (i.e., 1, 2, 3.... etc.).
- N is an integer value (i.e., 1, 2, 3.... etc.).
- DSP B (654) and sine wave generator (658) create an island sine wave signal (660) of frequency Ai.
- the DSP B (654) provides a programmable clock as island sample clock (not shown) to ADC B (676) programmed to Q times Ai, where Q is an integer value (i.e.; 1, 2, 3.... etc.).
- Q is an integer value (i.e.; 1, 2, 3.... etc.).
- N and Q are selected based upon the DSP FIR and/or IIR filter design requirements. This allows for the filter coefficients to be optimized to recover the transmitted signal in question and the resulting data acquisition and filtering of noise from the signal to be achieved by changing only the DSP software.
- DSP A (604) presents a programmable clock (682) to anti alias filter A (602) that is programmed to M times Af.
- DSP B (654) provides a programmable clock to anti alias filter B (672) programmed to P times Ai.
- the anti alias filter circuits re realized using a switched-capa ⁇ itor filter device. M and P are selected based upon the device requirements and anti alias filter (AAF) requirements for rejecting out of band signals. This allows the desired bandpass filtering to be , achieved by changing only the DSP software. ,
- Another embodiment of the present system is that by making the data acquisition sampling clocks and anti alias filter clocks programmable, only one configuration of hardware is needed to realize and support the entire range of frequencies for a railroad grade crossing system. This reduces cost for the manufacturer in the form of a reduced number of systems that have to be manufactured and stocked and also for the user in that a fewer number of spare systems have to be purchased and maintained.
- While the improved system and technique of this application for the generation and detection of signals sent along railroad rails has been described in conjunction with railroad crossings, and more particularly in connection with the detection of trains approaching such crossings, the system and technique of this invention may be used in other railroad wayside applications.
- the system and technique may be used for train detection in connection with the operation of interlocking equipment for switches between tracks.
- system and technique may be used in track circuit applications in which the transmitter and receiver are located at spaced locations along the rails to detect the presence of a train in the interval between the transmitter and receiver. They may also be used for cab signaling in which the transmitter is located along the rail and the receiver is located on-board a locomotive for transmitting information from wayside to the locomotive, such as signal aspect information.
- an exemplary flow chart illustrates a method for detecting the presence and/or position of a railway vehicle within a detection area of a railroad track according to one embodiment of the invention.
- a first signal having a predetermined magnitude and a predetermined operating frequency is transmitted along the rails of the railroad track.
- the first signal being transmitted along the rails is received by, for example, a receiver at (704).
- a first analog signal that is representative of the transmitted first signal and the received first signal is generated.
- the first analog signal is converted into a plurality of first digital signals that correspond to the transmitted first signal and the received first signal at (708).
- the first digital signals are processed to determine the frequency and magnitude of the transmitted first signal and the received first signal.
- Processing the first digital signals includes digitally filtering the first digital signals to determine if the frequency of the transmitted first signal is within a first passband frequency range.
- the processing also includes determining the impedance of the track as an indication of the presence and/or position of a train within an approach detection area when the received first signal is within the first passband frequency range.
- a second signal having a predetermined magnitude and a different predetermined operating frequency is transmitted along the rails of the railroad track.
- the second signal being transmitted along the rails is also received by, for example, the receiver at (714).
- a second analog signal that is representative of the transmitted second signal and the received second signal is generated.
- the second analog signal is converted into a plurality of second digital signals that corresponds to the transmitted second signal and the received second signal at (718).
- the second digital signals are processed to determine the frequency and magnitude of the transmitted second signal and the received second signal.
- Processing the second digital signals includes digitally filtering the second digital signals to determine if the frequency of the transmitted second signal is within a second passband range adjacent to the first passband frequency range.
- the processing also includes determining whether the magnitude of the received second signal is above or below a threshold value as an indication of the presence of a train within an island detection area when the received second signal is within the second passband frequency range.
- the threshold value corresponds to a predetermined percentage of the transmitted voltage.
- the threshold value may be 80% of the transmitted voltage (i.e. 80 mV).
- the 20 mV drop corresponds to expected resistance losses that occur during transmission of the signal over the rails. If the received second signal has a magnitude below 80 mV, it is assumed that a train is present in the island detection area. Alternatively, if the received second signal has a magnitude above 80 mV, it is assumed that a train is not in the island detection area.
- the above voltage magnitude and threshold value are for illustrative purposes only, and it is contemplated that various voltage magnitudes and/or threshold values could be used when implementing the invention.
Abstract
Description
Claims
Priority Applications (3)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
BRPI0407219-7A BRPI0407219B1 (en) | 2003-02-13 | 2004-02-13 | Train detection system and method for detecting the presence and / or position of a rail vehicle |
CA002515184A CA2515184A1 (en) | 2003-02-13 | 2004-02-13 | Digital train system for automatically detecting trains approaching a crossing |
AU2004210872A AU2004210872B2 (en) | 2003-02-13 | 2004-02-13 | Digital train system for automatically detecting trains approaching a crossing |
Applications Claiming Priority (4)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
US44719503P | 2003-02-13 | 2003-02-13 | |
US60/447,195 | 2003-02-13 | ||
US10/743,591 | 2003-12-22 | ||
US10/743,591 US7254467B2 (en) | 2003-02-13 | 2003-12-22 | Digital train system for automatically detecting trains approaching a crossing |
Publications (1)
Publication Number | Publication Date |
---|---|
WO2004071839A1 true WO2004071839A1 (en) | 2004-08-26 |
Family
ID=32872024
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/US2004/004512 WO2004071839A1 (en) | 2003-02-13 | 2004-02-13 | Digital train system for automatically detecting trains approaching a crossing |
Country Status (6)
Country | Link |
---|---|
US (1) | US7254467B2 (en) |
AU (1) | AU2004210872B2 (en) |
BR (1) | BRPI0407219B1 (en) |
CA (1) | CA2515184A1 (en) |
RU (1) | RU2342274C2 (en) |
WO (1) | WO2004071839A1 (en) |
Cited By (14)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
EP1746008A3 (en) * | 2005-07-20 | 2007-09-19 | Siemens Aktiengesellschaft | Circuit for monitoring the occupancy of points or of a track section |
EP1746009A3 (en) * | 2005-07-20 | 2007-09-19 | Siemens Aktiengesellschaft | Circuit for monitoring the occupancy of points or of a track section |
WO2007134995A1 (en) * | 2006-05-19 | 2007-11-29 | Siemens Aktiengesellschaft | Method and device for detecting the occupied or free status of a section of track |
WO2008036472A1 (en) * | 2006-09-20 | 2008-03-27 | General Electric Company | Method, computer software code, and system for determining a train directtion at a railroad crossing |
WO2008052643A2 (en) * | 2006-10-30 | 2008-05-08 | Siemens Schweiz Ag | Method and device for evaluation of measurement data in railway track circuits |
WO2009089195A1 (en) * | 2008-01-08 | 2009-07-16 | General Electric Company | Methods and system of automating track circuit calibration |
EP2371666A3 (en) * | 2010-03-17 | 2012-04-11 | Invensys Rail Corporation | Crossing predictor with authorized track speed input |
US8500071B2 (en) | 2009-10-27 | 2013-08-06 | Invensys Rail Corporation | Method and apparatus for bi-directional downstream adjacent crossing signaling |
US8590844B2 (en) | 2009-07-17 | 2013-11-26 | Siemens Rail Auotmation Corporation | Track circuit communications |
US8660215B2 (en) | 2010-03-16 | 2014-02-25 | Siemens Rail Automation Corporation | Decoding algorithm for frequency shift key communications |
AU2012201972B2 (en) * | 2008-01-08 | 2015-03-26 | General Electric Company | Methods and system of automating track circuit calibration |
US9254852B2 (en) | 2008-01-08 | 2016-02-09 | Richard Lee Lawson | Methods and system of automating track circuit calibration |
EP3050774A1 (en) * | 2009-09-03 | 2016-08-03 | Siemens Rail Automation Holdings Limited | Railway systems using acoustic monitoring |
US10647338B2 (en) | 2016-04-06 | 2020-05-12 | Alstom Transport Technologies | Method, controller and system for determining the location of a train on a track or of a broken rail of a track |
Families Citing this family (36)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
KR100402348B1 (en) * | 2003-07-02 | 2003-10-22 | Bong Taek Kim | Automatic train protection stop device for controlling railroad using data communication |
ITFI20050021A1 (en) * | 2005-02-08 | 2006-08-09 | Ge Transp Systems S P A | TELEALIMENTATORE AD CONVOGLIATE |
DE102006017220A1 (en) * | 2006-04-10 | 2007-10-18 | Siemens Ag | Railed vehicles presence detecting method for e.g. railway track, involves energizing oscillating circuit during presence of railed vehicles such that signal processing receiver records drop in amplitude of test voltage |
US8028961B2 (en) | 2006-12-22 | 2011-10-04 | Central Signal, Llc | Vital solid state controller |
US8655540B2 (en) * | 2007-08-20 | 2014-02-18 | International Electronic Machines Corp. | Rail vehicle identification and processing |
DE102008028020A1 (en) * | 2008-06-10 | 2009-12-24 | Siemens Aktiengesellschaft | Data transfer system |
US8583313B2 (en) | 2008-09-19 | 2013-11-12 | International Electronic Machines Corp. | Robotic vehicle for performing rail-related actions |
US8264330B2 (en) * | 2009-01-07 | 2012-09-11 | General Electric Company | Systems and method for communicating data in a railroad system |
US8515697B2 (en) * | 2010-05-06 | 2013-08-20 | Ansaldo Sts Usa, Inc. | Apparatus and method for vital signal state detection in overlay rail signal monitoring |
EP2576316A2 (en) | 2010-05-31 | 2013-04-10 | Central Signal, LLC | Train detection |
US8376286B2 (en) * | 2010-06-18 | 2013-02-19 | General Electric Company | Foreign track current suppression system and method |
US8833703B2 (en) * | 2011-07-15 | 2014-09-16 | General Electric Company | Systems and method for a crossing equipment controller |
JP5766088B2 (en) * | 2011-09-30 | 2015-08-19 | 大同信号株式会社 | End point crossing controller and adjusting method thereof |
US8725405B2 (en) * | 2012-04-13 | 2014-05-13 | General Electric Company | Methods and system for crossing prediction |
US9248848B2 (en) * | 2013-03-15 | 2016-02-02 | Siemens Industry, Inc. | Wireless and/or wired frequency programmable termination shunts |
US8899530B2 (en) * | 2013-04-30 | 2014-12-02 | Siemens Industry, Inc. | Train direction detection via track circuits |
US8857769B1 (en) * | 2013-04-30 | 2014-10-14 | Siemens Industry, Inc. | Variable frequency train detection |
US9126609B2 (en) * | 2013-06-17 | 2015-09-08 | General Electric Company | Systems and methods for controlling warnings at vehicle crossings |
WO2015153661A1 (en) * | 2014-03-31 | 2015-10-08 | Vossloh Signaling, Inc. | Train direction detection apparatus and method |
US9646474B2 (en) * | 2014-06-25 | 2017-05-09 | Google Technology Holdings LLC | Method and electronic device for generating a crowd-sourced alert |
US10029717B2 (en) * | 2014-10-02 | 2018-07-24 | Vossloh Signaling Usa, Inc. | Railroad track circuits |
US9630635B2 (en) * | 2015-03-03 | 2017-04-25 | Siemens Canada Limited | Train direction and route detection via wireless sensors |
RU2610903C1 (en) * | 2015-10-16 | 2017-02-17 | Мезитис Марекс | Method of closing railway crossings |
RU2619507C2 (en) * | 2016-02-16 | 2017-05-16 | Мезитис Марекс | System for calculating delay time of railway crossing closure |
RU2632544C2 (en) * | 2016-02-16 | 2017-10-05 | Мезитис Марекс | Closing system of railway crossing |
RU2628042C1 (en) * | 2016-03-29 | 2017-08-14 | Федеральное государственное бюджетное образовательное учреждение высшего образования "Самарский государственный университет путей сообщения" (СамГУПС) | Method of automatic crossing signaling system management |
RU2651379C2 (en) * | 2016-04-11 | 2018-04-19 | Федеральное государственное бюджетное образовательное учреждение высшего образования "Самарский государственный университет путей сообщения" (СамГУПС) | Device for controlling automatic moving signaling |
ES2961234T3 (en) * | 2016-05-12 | 2024-03-11 | Alstom Holdings | Method for managing a railway track circuit |
US10279823B2 (en) * | 2016-08-08 | 2019-05-07 | General Electric Company | System for controlling or monitoring a vehicle system along a route |
EP3529722A1 (en) * | 2016-12-15 | 2019-08-28 | Siemens Aktiengesellschaft | Analyzing the state of a technical system with respect to requirements compliance |
US11021180B2 (en) | 2018-04-06 | 2021-06-01 | Siemens Mobility, Inc. | Railway road crossing warning system with sensing system electrically-decoupled from railroad track |
US10218450B1 (en) * | 2018-04-10 | 2019-02-26 | Amazon Technologies, Inc. | Interference mitigation in short-range wireless communication |
US10778271B1 (en) * | 2019-07-09 | 2020-09-15 | Alstom Transport Technologies | System and method for analyzing signals travelling along track circuits of railway lines, and related portable signal analyzing device |
CA3151396A1 (en) | 2019-10-17 | 2021-04-22 | Alon Green | Signal aspect enforcement |
US11622281B2 (en) * | 2020-02-10 | 2023-04-04 | Qualcomm Incorporated | Radio frequency coexistence mitigations within wireless user equipment handsets |
US20230322283A1 (en) * | 2022-04-07 | 2023-10-12 | Siemens Mobility, Inc. | Grade crossing control system and method for determining track circuit impedance |
Citations (6)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US3603786A (en) * | 1969-03-17 | 1971-09-07 | Marquardt Ind Products Co | Railroad grade crossing protection system |
US4304377A (en) * | 1977-06-08 | 1981-12-08 | Compagnie De Signaux Et D'entreprises Electriques | Electrical block separating joints for railway signaling systems |
US4581700A (en) * | 1981-08-07 | 1986-04-08 | Sab Harmon Industries, Inc. | Processing system for grade crossing warning |
EP0539046A2 (en) * | 1991-10-23 | 1993-04-28 | Westinghouse Brake And Signal Holdings Limited | Railway track circuits |
US5470034A (en) * | 1993-05-20 | 1995-11-28 | Westinghouse Brake & Signal Holding Ltd. | Railway track circuits |
US5924652A (en) * | 1997-09-29 | 1999-07-20 | Harmon Industries, Inc. | Island presence detected |
Family Cites Families (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
GB1572901A (en) * | 1976-01-22 | 1980-08-06 | Ml Eng Ltd | Signal monitoring circuit |
US4324376A (en) * | 1980-06-24 | 1982-04-13 | American Standard Inc. | Railroad highway crossing warning system |
US4868538A (en) * | 1988-10-07 | 1989-09-19 | Harmon Industries, Inc. | Random signature island circuit |
DE4330179C2 (en) * | 1993-08-31 | 1995-06-29 | Siemens Ag | Digital method for determining a measured variable from an electrical signal |
-
2003
- 2003-12-22 US US10/743,591 patent/US7254467B2/en active Active
-
2004
- 2004-02-13 WO PCT/US2004/004512 patent/WO2004071839A1/en active Application Filing
- 2004-02-13 BR BRPI0407219-7A patent/BRPI0407219B1/en active IP Right Grant
- 2004-02-13 AU AU2004210872A patent/AU2004210872B2/en not_active Expired
- 2004-02-13 CA CA002515184A patent/CA2515184A1/en not_active Abandoned
- 2004-02-13 RU RU2005128503/11A patent/RU2342274C2/en active
Patent Citations (6)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US3603786A (en) * | 1969-03-17 | 1971-09-07 | Marquardt Ind Products Co | Railroad grade crossing protection system |
US4304377A (en) * | 1977-06-08 | 1981-12-08 | Compagnie De Signaux Et D'entreprises Electriques | Electrical block separating joints for railway signaling systems |
US4581700A (en) * | 1981-08-07 | 1986-04-08 | Sab Harmon Industries, Inc. | Processing system for grade crossing warning |
EP0539046A2 (en) * | 1991-10-23 | 1993-04-28 | Westinghouse Brake And Signal Holdings Limited | Railway track circuits |
US5470034A (en) * | 1993-05-20 | 1995-11-28 | Westinghouse Brake & Signal Holding Ltd. | Railway track circuits |
US5924652A (en) * | 1997-09-29 | 1999-07-20 | Harmon Industries, Inc. | Island presence detected |
Cited By (21)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
EP1746008A3 (en) * | 2005-07-20 | 2007-09-19 | Siemens Aktiengesellschaft | Circuit for monitoring the occupancy of points or of a track section |
EP1746009A3 (en) * | 2005-07-20 | 2007-09-19 | Siemens Aktiengesellschaft | Circuit for monitoring the occupancy of points or of a track section |
WO2007134995A1 (en) * | 2006-05-19 | 2007-11-29 | Siemens Aktiengesellschaft | Method and device for detecting the occupied or free status of a section of track |
NO340184B1 (en) * | 2006-05-19 | 2017-03-20 | Siemens Ag | Method and device for detecting busy or free status in a track section |
US7975968B2 (en) * | 2006-05-19 | 2011-07-12 | Siemens Aktiengesellschaft | Method and apparatus for detection of the occupied or free state of a track section |
WO2008036472A1 (en) * | 2006-09-20 | 2008-03-27 | General Electric Company | Method, computer software code, and system for determining a train directtion at a railroad crossing |
US7618010B2 (en) | 2006-09-20 | 2009-11-17 | General Electric Company | Method, computer software code, and system for determining a train direction at a railroad crossing |
WO2008052643A2 (en) * | 2006-10-30 | 2008-05-08 | Siemens Schweiz Ag | Method and device for evaluation of measurement data in railway track circuits |
WO2008052643A3 (en) * | 2006-10-30 | 2008-06-26 | Siemens Schweiz Ag | Method and device for evaluation of measurement data in railway track circuits |
TWI393648B (en) * | 2006-10-30 | 2013-04-21 | Siemens Schweiz Ag | Method and device of evaluating measured data in railroad track circuits |
AU2009204324B2 (en) * | 2008-01-08 | 2012-05-10 | General Electric Company | Methods and system of automating track circuit calibration |
AU2012201972B2 (en) * | 2008-01-08 | 2015-03-26 | General Electric Company | Methods and system of automating track circuit calibration |
US9254852B2 (en) | 2008-01-08 | 2016-02-09 | Richard Lee Lawson | Methods and system of automating track circuit calibration |
WO2009089195A1 (en) * | 2008-01-08 | 2009-07-16 | General Electric Company | Methods and system of automating track circuit calibration |
US8590844B2 (en) | 2009-07-17 | 2013-11-26 | Siemens Rail Auotmation Corporation | Track circuit communications |
EP3050774A1 (en) * | 2009-09-03 | 2016-08-03 | Siemens Rail Automation Holdings Limited | Railway systems using acoustic monitoring |
US8500071B2 (en) | 2009-10-27 | 2013-08-06 | Invensys Rail Corporation | Method and apparatus for bi-directional downstream adjacent crossing signaling |
US9248849B2 (en) | 2009-10-27 | 2016-02-02 | Siemens Industry, Inc. | Apparatus for bi-directional downstream adjacent crossing signaling |
US8660215B2 (en) | 2010-03-16 | 2014-02-25 | Siemens Rail Automation Corporation | Decoding algorithm for frequency shift key communications |
EP2371666A3 (en) * | 2010-03-17 | 2012-04-11 | Invensys Rail Corporation | Crossing predictor with authorized track speed input |
US10647338B2 (en) | 2016-04-06 | 2020-05-12 | Alstom Transport Technologies | Method, controller and system for determining the location of a train on a track or of a broken rail of a track |
Also Published As
Publication number | Publication date |
---|---|
RU2005128503A (en) | 2006-02-10 |
CA2515184A1 (en) | 2004-08-26 |
AU2004210872B2 (en) | 2009-12-03 |
RU2342274C2 (en) | 2008-12-27 |
AU2004210872A1 (en) | 2004-08-26 |
BRPI0407219B1 (en) | 2015-07-28 |
BRPI0407219A (en) | 2006-01-31 |
US20040181321A1 (en) | 2004-09-16 |
US7254467B2 (en) | 2007-08-07 |
Similar Documents
Publication | Publication Date | Title |
---|---|---|
AU2004210872B2 (en) | Digital train system for automatically detecting trains approaching a crossing | |
US9102341B2 (en) | Method for detecting the extent of clear, intact track near a railway vehicle | |
US6411250B1 (en) | Electromagnetic sensor system | |
TWI393648B (en) | Method and device of evaluating measured data in railroad track circuits | |
US8725405B2 (en) | Methods and system for crossing prediction | |
US9425854B2 (en) | Spread spectrum signals in vehicle network systems | |
US4352475A (en) | Audio frequency track circuit for rapid transit applications with signal modulation security | |
TW200925034A (en) | Method for counting axles in rail vehicles | |
WO2015153661A1 (en) | Train direction detection apparatus and method | |
CN100569569C (en) | Be used for detecting automatically digital train system near the train of crossing | |
RU190766U1 (en) | Train Device Automatic Train Signaling | |
EP2760141B1 (en) | Spread spectrum signals in vehicle network systems | |
JP6987018B2 (en) | Train running speed calculation system | |
KR101240099B1 (en) | Atc on board equipment | |
EP3194239A2 (en) | Low attenuation and high performance track circuit | |
JP4037223B2 (en) | Train control device | |
JP2934056B2 (en) | Track circuit transmitter | |
US7198235B2 (en) | Method and apparatus for the transmission of information between track and vehicle of a model railroad | |
AU707612B2 (en) | Cab signaling apparatus and method | |
WO2000014888A1 (en) | Method and device for receiving frequency-modulated signal | |
JPH0313801B2 (en) | ||
WO2009003810A1 (en) | Method for increasing the interference resistance of a wheel sensor and wheel sensor for carrying out said method | |
WO2003008254A1 (en) | Method of detecting the presence of a vehicle travelling on a railway-type track and the equipment therefor | |
JPH0550921A (en) | Train position detecting device | |
JPH0474225B2 (en) |
Legal Events
Date | Code | Title | Description |
---|---|---|---|
AK | Designated states |
Kind code of ref document: A1 Designated state(s): AE AG AL AM AT AU AZ BA BB BG BR BW BY BZ CA CH CN CO CR CU CZ DE DK DM DZ EC EE EG ES FI GB GD GE GH GM HR HU ID IL IN IS JP KE KG KP KR KZ LC LK LR LS LT LU LV MA MD MG MK MN MW MX MZ NA NI NO NZ OM PG PH PL PT RO RU SC SD SE SG SK SL SY TJ TM TN TR TT TZ UA UG US UZ VC VN YU ZA ZM ZW |
|
AL | Designated countries for regional patents |
Kind code of ref document: A1 Designated state(s): BW GH GM KE LS MW MZ SD SL SZ TZ UG ZM ZW AM AZ BY KG KZ MD RU TJ TM AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HU IE IT LU MC NL PT RO SE SI SK TR BF BJ CF CG CI CM GA GN GQ GW ML MR NE SN TD TG |
|
121 | Ep: the epo has been informed by wipo that ep was designated in this application | ||
WWE | Wipo information: entry into national phase |
Ref document number: 2515184 Country of ref document: CA |
|
WWE | Wipo information: entry into national phase |
Ref document number: 20048041203 Country of ref document: CN |
|
WWE | Wipo information: entry into national phase |
Ref document number: 2004210872 Country of ref document: AU |
|
WWE | Wipo information: entry into national phase |
Ref document number: 2005128503 Country of ref document: RU |
|
ENP | Entry into the national phase |
Ref document number: 2004210872 Country of ref document: AU Date of ref document: 20040213 Kind code of ref document: A |
|
WWP | Wipo information: published in national office |
Ref document number: 2004210872 Country of ref document: AU |
|
ENP | Entry into the national phase |
Ref document number: PI0407219 Country of ref document: BR |
|
122 | Ep: pct application non-entry in european phase |