WO2018208352A1 - Système, procédé et appareil pour déterminer une position de fin de train - Google Patents

Système, procédé et appareil pour déterminer une position de fin de train Download PDF

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Publication number
WO2018208352A1
WO2018208352A1 PCT/US2018/018676 US2018018676W WO2018208352A1 WO 2018208352 A1 WO2018208352 A1 WO 2018208352A1 US 2018018676 W US2018018676 W US 2018018676W WO 2018208352 A1 WO2018208352 A1 WO 2018208352A1
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WO
WIPO (PCT)
Prior art keywords
train
transponder
location
track
processor
Prior art date
Application number
PCT/US2018/018676
Other languages
English (en)
Inventor
Jeffrey D. Kernwein
Michael BRATCHER
Original Assignee
Westinghouse Air Brake Technologies Corporation
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Westinghouse Air Brake Technologies Corporation filed Critical Westinghouse Air Brake Technologies Corporation
Priority to AU2018264854A priority Critical patent/AU2018264854A1/en
Priority to BR112019023681-3A priority patent/BR112019023681A2/pt
Priority to MX2019013407A priority patent/MX2019013407A/es
Priority to CA3061200A priority patent/CA3061200A1/fr
Publication of WO2018208352A1 publication Critical patent/WO2018208352A1/fr

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L25/00—Recording or indicating positions or identities of vehicles or trains or setting of track apparatus
    • B61L25/02—Indicating or recording positions or identities of vehicles or trains
    • B61L25/025—Absolute localisation, e.g. providing geodetic coordinates
    • 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 train
    • B61L1/14—Devices for indicating the passing of the end of the vehicle or train
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L15/00—Indicators provided on the vehicle or train for signalling purposes
    • B61L15/0054—Train integrity supervision, e.g. end-of-train [EOT] devices
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
    • B61L27/40—Handling position reports or trackside vehicle data
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L2205/00—Communication or navigation systems for railway traffic
    • B61L2205/04—Satellite based navigation systems, e.g. global positioning system [GPS]

Definitions

  • Track circuits detect the presence of a train and use that detection to provide vital interlocking for switch position changes or signal indications for other trains in a given track network. For example, if a train is present on a particular track circuit that is associated with a switch, it would be known that the switch alignment cannot be changed because it would occur underneath a moving train and cause a derailment. Further, track circuits are used to detect the presence of a train in a given block (e.g., in a fixed block signal system) to indicate to other trains and/or individuals that it would be unsafe to approach a particular block, thereby avoiding collisions.
  • a given block e.g., in a fixed block signal system
  • Track circuits and other active wayside equipment require routine and frequent maintenance throughout the track network.
  • electrical insulation is required between track blocks to allow for the circuits to detect a train from one block to another.
  • This implementation requires cuts in the rail which tend to cause poor ride quality and require frequent maintenance and high installation costs.
  • active wayside equipment requires a power supply and frequent maintenance.
  • Axle counters are also traditionally used to detect the presence of a train in a particular track segment. For example, by counting the number of axles that pass a particular axle counter and the number of axles that pass another axle counter farther down the track, it can be determined that a train is present in the track segment between the counters if the number of axles counted on the latter portion of the track is less than the number of axles counted initially when the train was moving into that particular track segment.
  • a system for determining a location of a train as it travels on a track network comprising: an end-of-train device located on an end of the train, the end-of-train device comprising at least one signal receiving device configured to activate and receive transponder data from a plurality of passive transponders located throughout at least a portion of the track network; and at least one processor in communication with the at least one signal receiving device, the at least one processor programmed or configured to determine a location of the train based at least partially on at least a portion of the transponder data.
  • the at least one processor is an on-board computer in a locomotive of the train and/or a processor in the end-of-train device.
  • the transponder data stored on each passive transponder of the plurality of passive transponders comprises an identifier that uniquely identifies at least one track segment of the track network.
  • the at least one processor is further programmed or configured to correlate the location of the train with a track database based at least partially on the identifier.
  • the location of the train determined by the at least one processor comprises a location of a front of the train and a location of a back of the train.
  • the location of the train determined by the at least one processor comprises a location of an end of the train.
  • the track network comprises a plurality of switches, each switch corresponding to a clearance point on a track segment, and wherein at least one passive transponder of the plurality of passive transponders is located proximate to the clearance point of each switch. In another preferred and non- limiting embodiment or aspect, at least one other passive transponder of the plurality of passive transponders is located adjacent a track segment approaching the clearance point of each switch.
  • the at least one processor is further programmed or configured to: determine a distance traveled by the train based at least partially on measurements received from a wheel tachometer; and determine if the train has passed a clearance point based at least partially on the distance traveled and the transponder data.
  • a method for determining a location of a train in a track network comprising: activating at least one transponder with a signal receiving device located in an end-of-train device attached to the train as the train is traveling on a track segment; receiving transponder data from the at least one transponder; and determining a location of the train based at least partially on the transponder data received from the at least one transponder.
  • the signal receiving device is disposed on or in the end-of-train device.
  • the location of the train comprises a location of a front of the train and a location of an end of the train.
  • the method further comprises: determining that a position of the train is past a track segment corresponding to at least one passive transponder; and transmitting, to a back office system, an indication that the position of the train is past the track segment.
  • the method further comprises: determining a location of the train based on GPS data received from a GPS receiver; and determining when a transponder of the plurality of transponders is expected to be encountered based at least partially on the location of the train determined based on the GPS data.
  • the track network comprises a plurality of switches, each switch corresponding to a clearance point on a track segment, and wherein at least one transponder of the plurality of transponders is located proximate to the clearance point of each switch. In another preferred and non-limiting embodiment or aspect, at least one other transponder of the plurality of transponders is located adjacent a track segment approaching the clearance point of each switch.
  • the at least one processor is further programmed or configured to: determine a distance traveled by the train based at least partially on measurements received from a wheel tachometer; and determine if the train has passed a clearance point based at least partially on the distance traveled and the transponder data.
  • an end-of-train device adapted to be attached to an end of a train, comprising: a housing; at least one processor disposed in the housing; and at least one signal receiving device disposed in or attached to the housing, the at least one signal receiving device configured to activate and receive transponder data from a plurality of passive transponders located throughout a track network, such that the at least one processor and/or an on-board computer is enabled to determine a location of the train based at least partially on the transponder data.
  • a system for determining a location of a train as it travels in a track network comprising: a plurality of passive transponders located throughout the track network, each passive transponder comprising transponder data uniquely identifying a track segment; at least one signal receiving device disposed in or attached to an end-of-train device, the at least one signal receiving device configured to activate and receive transponder data from the plurality of passive transponders; and at least one processor in communication with the at least one signal receiving device, the at least one processor programmed or configured to: (i) determine that the train has passed a location based on the transponder data, and (ii) in response to determining that the train has passed the location, communicating an indication to a back office system.
  • a system for determining a location of a train as it travels on a track network comprising: an end-of-train device located on an end of the train, the end-of-train device comprising at least one signal receiving device configured to activate and receive transponder data from a plurality of passive transponders located throughout at least a portion of the track network; and at least one processor in communication with the at least one signal receiving device, the at least one processor programmed or configured to determine a location of the train based at least partially on at least a portion of the transponder data.
  • Clause 2 The system of clause 1 , wherein the at least one processor is an onboard computer in a locomotive of the train and/or a processor in the end-of-train device.
  • Clause 4 The system of any of clauses 1-3, wherein the at least one processor is further programmed or configured to correlate the location of the train with a track database based at least partially on the identifier.
  • Clause 5 The system of any of clauses 1-4, wherein the location of the train determined by the at least one processor comprises a location of a front of the train and a location of a back of the train.
  • Clause 6 The system of any of clauses 1-5, wherein the location of the train determined by the at least one processor comprises a location of an end of the train.
  • Clause 7 The system of any of clauses 1-6, wherein the at least one processor is further programmed or configured to: determine that a position of the train is past a track segment corresponding to at least one passive transponder; and transmit, to a back office system, an indication that the position of the train is past the track segment.
  • Clause 8 The system of any of clauses 1-7, further comprising a GPS receiver in communication with the at least one processor, wherein the at least one processor is further programmed or configured to: determine a location of the train based on GPS data received from the GPS receiver; and determine when a passive transponder of the plurality of passive transponders is expected to be encountered based at least partially on the location of the train determined based on the GPS data.
  • Clause 9 The system of any of clauses 1-8, wherein the track network comprises a plurality of switches, each switch corresponding to a clearance point on a track segment, and wherein at least one passive transponder of the plurality of passive transponders is located proximate to the clearance point of each switch.
  • Clause 10 The system of any of clauses 1-9, wherein at least one other passive transponder of the plurality of passive transponders is located adjacent a track segment approaching the clearance point of each switch.
  • Clause 11 The system of any of clauses 1-10, wherein the at least one processor is further programmed or configured to: determine a distance traveled by the train based at least partially on measurements received from a wheel tachometer; and determine if the train has passed a clearance point based at least partially on the distance traveled and the transponder data.
  • Clause 12 A method for determining a location of a train in a track network, wherein a plurality of transponders are located throughout the track network, each transponder of the plurality of transponders comprising transponder data, comprising: activating at least one transponder with a signal receiving device located in an end-of-train device attached to the train as the train is traveling on a track segment; receiving transponder data from the at least one transponder; and determining a location of the train based at least partially on the transponder data received from the at least one transponder.
  • Clause 13 The method of clause 12, wherein the signal receiving device is disposed on or in the end-of-train device.
  • Clause 14 The method of clause 12 or 13, wherein the transponder data stored on each transponder of the plurality of passive transponders comprises an identifier that uniquely identifies at least one track segment of the track network.
  • Clause 15 The method of any of clauses 12-14, further comprising correlating the location of the train with a track database based at least partially on the identifier.
  • Clause 16 The method of any of clauses 12-15, wherein the location of the train comprises a location of a front of the train and a location of an end of the train.
  • Clause 17 The method of any of clauses 12-16, further comprising: determining that a position of the train is past a track segment corresponding to at least one passive transponder; and transmitting, to a back office system, an indication that the position of the train is past the track segment.
  • Clause 18 The method of any of clauses 12-17, further comprising: determining a location of the train based on GPS data received from a GPS receiver; and determining when a transponder of the plurality of transponders is expected to be encountered based at least partially on the location of the train determined based on the GPS data.
  • Clause 19 The method of any of clauses 12-18, wherein the track network comprises a plurality of switches, each switch corresponding to a clearance point on a track segment, and wherein at least one transponder of the plurality of transponders is located proximate to the clearance point of each switch.
  • Clause 20 The method of any of clauses 12-19, wherein at least one other transponder of the plurality of transponders is located adjacent a track segment approaching the clearance point of each switch.
  • Clause 21 The method of any of clauses 12-20, wherein the at least one processor is further programmed or configured to: determine a distance traveled by the train based at least partially on measurements received from a wheel tachometer; and determine if the train has passed a clearance point based at least partially on the distance traveled and the transponder data.
  • An end-of-train device adapted to be attached to an end of a train, comprising: a housing; at least one processor disposed in the housing; and at least one signal receiving device disposed in or attached to the housing, the at least one signal receiving device configured to activate and receive transponder data from a plurality of passive transponders located throughout a track network, such that the at least one processor and/or an on-board computer is enabled to determine a location of the train based at least partially on the transponder data.
  • a system for determining a location of a train as it travels in a track network comprising: a plurality of passive transponders located throughout the track network, each passive transponder comprising transponder data uniquely identifying a track segment; at least one signal receiving device disposed in or attached to an end-of-train device, the at least one signal receiving device configured to activate and receive transponder data from the plurality of passive transponders; and at least one processor in communication with the at least one signal receiving device, the at least one processor programmed or configured to: (i) determine that the train has passed a location based on the transponder data, and (ii) in response to determining that the train has passed the location, communicating an indication to a back office system.
  • FIG. 1 illustrates a schematic diagram of one embodiment of a system for determining a position of an end-of-train device according to the principles of the present invention
  • FIG. 2 illustrates a step diagram for a method of determining a position of an end- of-train device according to the principles of the present invention
  • FIG. 3 illustrates a train traveling in a track network according to the principles of the present invention.
  • FIG. 4 illustrates a step diagram for a method of determining a position of an end- of-train device according to the principles of the present invention.
  • the terms "communication” and “communicate” refer to the receipt, transmission, or transfer of one or more signals, messages, commands, or other type of data.
  • For one unit or device to be in communication with another unit or device means that the one unit or device is able to receive data from and/or transmit data to the other unit or device.
  • a communication may use a direct or indirect connection, and may be wired and/or wireless in nature. Additionally, two units or devices may be in communication with each other even though the data transmitted may be modified, processed, routed, etc., between the first and second unit or device. It will be appreciated that numerous arrangements are possible.
  • Any known electronic communication protocols and/or algorithms may be used such as, for example, TCP/IP (including HTTP and other protocols), WLAN (including 802.11 and other radio frequency-based protocols and methods), analog transmissions, cellular networks (e.g., Global System for Mobile Communications (GSM), Code Division Multiple Access (CDMA), Long-Term Evolution (LTE), Worldwide Interoperability for Microwave Access (WiMAX), etc.), and/or the like.
  • TCP/IP including HTTP and other protocols
  • WLAN including 802.11 and other radio frequency-based protocols and methods
  • analog transmissions e.g., Global System for Mobile Communications (GSM), Code Division Multiple Access (CDMA), Long-Term Evolution (LTE), Worldwide Interoperability for Microwave Access (WiMAX), etc.
  • GSM Global System for Mobile Communications
  • CDMA Code Division Multiple Access
  • LTE Long-Term Evolution
  • WiMAX Worldwide Interoperability for Microwave Access
  • a system, method, and apparatus for determining a location of a train, and particularly, a location of an end of a train includes a plurality of passive transponders located throughout a track network that each include transponder data uniquely identifying a track segment or location where the transponder is positioned, such as, but not limited to, a portion of a track, a switch, a region, coordinates, and/or the like.
  • the transponder data may be any type of data that uniquely identifies a track segment or location and, in a preferred and non- limiting embodiment, includes a unique identifier that can be correlated with a track location from a track database.
  • the transponders may be located anywhere throughout a track network and, in a preferred and non-limiting embodiment, may be located adjacent a clearance point of a switch or adjacent a track segment approaching a clearance point of a switch. However, it will be appreciated that transponders may be positioned at other locations throughout the track network to control movement of multiple trains by establishing boundaries that may be used to hold trains in a particular location for traffic control or the like.
  • a train includes an end-of-train (EOT) device arranged on an end of the train (e.g., on an end of a rear railcar) that includes a signal receiving device.
  • the passive transponders and signal receiving device are configured such that when a train is traveling on a track, the signal receiving device activates and receives data from the stationary transponders.
  • the transponders may be located on the track, adjacent the track, or in sufficient proximity to the track such that the signal receiving device is able to communicate with them.
  • an on-board computer on the train and/or the EOT device determines a location of the train and, particularly, a location of an end of the train relative to the track.
  • a system 1000 for determining a location of a train 116 is shown according to a preferred and non-limiting embodiment or aspect.
  • the train 116 is traveling on a track 112 and includes a locomotive 114 and an EOT device 101.
  • An on-board computer 109 located in the locomotive 114 is in communication with a track database 106 in the locomotive 114 or elsewhere on the train 116, and a remote back office system 104.
  • the EOT device 101 includes a signal receiving device 110 which communicates with a transponder 102 when in sufficient proximity to the transponder 102.
  • an additional signal receiving device 113 may be located in the locomotive 114 or another railcar and may be configured to communicate with the transponder 102.
  • the transponder 102 may include any signal emitting device that communicates data in response to being activated.
  • the transponder 102 may be a passive radio frequency identification (RFID) transponder (e.g., tag) and the signal receiving device 110 may be an RFID reader that energizes the transponder 102 to retrieve data stored thereon.
  • RFID radio frequency identification
  • the transponder 102 may include any number of signal-emitting devices such as, for example, near field communication (NFC) tags, low-power Bluetooth® devices, and/or the like, and that the signal receiving device 110 may include any device capable of communicating with the transponder 102.
  • NFC near field communication
  • Bluetooth® low-power Bluetooth®
  • the plurality of transponders 102 located throughout the track network may be the same type of transponder or, in other examples, may differ such that more than one type of signal receiving device 110 is used in the EOT device, or the signal receiving device 110 may be programmed or configured to communicate with different types of transponders 102 using different communication protocols. It will be appreciated that other variations are possible.
  • a plurality of printed data sources may be used.
  • the EOT device is configured to illuminate the printed data source (e.g., with an infrared light or another light source) and capture the data printed thereon with an image capture device.
  • the EOT device and/or on-board computer may then decode and/or process the captured image to obtain the data encoded or printed thereon.
  • the location of the train 116 may also be used to determine when a transponder 102 is expected to be encountered. This provides information for the EOT device 101 to anticipate a transponder 102 so that it can activate the transponder 102 at the appropriate time. Because activating a transponder 102 utilizes power, attempting to activate a transponder 102 only when it is anticipated, rather than continually or periodically, minimizes the amount of power that the EOT device 101 consumes. It will be appreciated, however, that the transponders 102 may also be used as a primary source for determining train location, and that GPS and/or other like devices and methods may be used to confirm such determinations or may not be used at all.
  • a GPS receiver 120 may be located in the locomotive 114 and/or the EOT device 101. In preferred and non-limiting embodiments or aspects, in which a GPS receiver 120 is located in both the locomotive 114 and the EOT device 101, the location data received from both GPS receivers 120 may be used to determine or confirm the length of the train 116. Methods for determining the overall length of a train are described in U.S. Patent No. 6,081 ,769 to Curtis, the disclosure of which is hereby incorporated by reference in its entirety.
  • the back office system 104 includes a back office system server 105 and a remote track database 107.
  • the on-board computer 109 generates report data 108 and communicates this data to the back office system server 105, which stores the report data 108 or a portion thereof in the remote track database 107.
  • the report data 108 may include the transponder data and/or be generated by the on-board computer 109 based on various inputs including, for example, the transponder data obtained from the signal receiving device 110.
  • the report data 108 may also include raw, unprocessed data received from the signal receiving device 110 (e.g., the transponder data itself), or may be processed and/or combined with other data by the EOT device 101 and/or on-board computer 109.
  • the EOT device 101 may also be in communication with the back office system 104 and may transmit report data 108 received from the transponder 102 and/or derived from the transponder data directly to the back office system server 105 upon receiving it or at intervals.
  • the report data 108 may be communicated to the back office system server 105 as it is received and/or determined, or may be communicated at a predetermined interval or time period. For example, once a position of the EOT device 101 is confirmed to have passed a transponder 102 (or some other location on the track 112), the on-board computer 109 and/or EOT device 101 may transmit the report data 108 to the back office system server 105 where it is stored in the remote track database 107. The report data 108 can then be used by the back office system server 105, other remote systems, and/or railroad personnel to make decisions for safely moving switches or routing trains through the track network. It will be appreciated that the back office system server 105 and/or other remote systems may implement one or more algorithms for generating train and/or switch commands based on the report data 108.
  • the transponder data stored on each of the transponders 102 includes a unique identifier that uniquely identifies the transponder 102 and/or a location of the transponder 102.
  • a unique identifier from a transponder may correspond to a track location in the track database(s) 106, 107, such that the position of the train 116, and particularly the position of the front and/or end of the train 116, can be correlated with the track database(s) 106, 107.
  • the track database(s) 106, 107 include identifiers corresponding with track locations (e.g., geographic locations, landmark-based locations, specific track segments or switches, etc.), such that the unique identifier from the transponder data may be matched to an identifier in the track database(s) 106, 107 to determine a track location.
  • Unique identifiers may be in any suitable format such as, for example, integers, alphanumeric strings, coordinates, and/or the like.
  • the on-board computer 109 may receive the transponder data from a transponder 102, extract or determine a unique identifier from the transponder data, and lookup the unique identifier on the on-board track database 106 to find a corresponding identifier associated with a track location. The on-board computer 109 may then generate the report data 108 based on the unique identifier and/or corresponding information retrieved from the track database. It will be appreciated that transponder data may alternatively or additionally be correlated with the remote track database 107.
  • a failsafe protocol may be implemented by the on-board computer 109 and/or EOT device 101 to confirm the detection of a transponder 102.
  • a signal receiving device 113 in the locomotive 114 and a signal receiving device 110 in the EOT device 101 may both detect and/or obtain transponder data from the transponders 102.
  • the on-board computer 109 and/or EOT device 101 may then compare the transponder data and/or ensure that transponder data is received by both signal receiving devices 110, 113.
  • An approach transponder 302 is located at a distance (d) from the switch 306 on the track, and the clearance transponder 304 is located substantially proximate to the switch 306. It will be appreciated that the clearance transponder 304 may also be located at a distance past the switch 306 or elsewhere.
  • the EOT device 101 at the end of the train 116 has a signal-receiving device (not shown) for receiving data from the transponders 302, 304.
  • the signal-receiving device obtains transponder data from the transponder 302.
  • the transponder data received from the approach transponder 302 may be used to confirm that the signal receiving device is working properly as the train 116 approaches a clearance transponder 304 located at a clearance point of the switch 306, and to indicate to the EOT device 101 and/or on-board computer of the train 116 that detection of another transponder (e.g., the clearance transponder 304) can be expected.
  • approach transponder 302 may be located at a distance (d) from the switch 306 or another clearance point to account for GPS position errors.
  • the on-board computer and/or EOT device 101 of the train 116 may then utilize any suitable method or device for determining the distance traveled, such as but not limited to a wheel tachometer, to independently determine when the clearance point associated with the clearance transponder 304 can be expected.
  • any suitable method or device for determining the distance traveled such as but not limited to a wheel tachometer, to independently determine when the clearance point associated with the clearance transponder 304 can be expected.
  • two or more transponders may be used in any given location or region for redundancy. Transponders may also be used in connection with other clearance points, such as train stations, authority blocks, and/or the like.
  • a method for determining the location of an EOT device is shown according to a preferred and non-limiting embodiment or aspect.
  • the position of the EOT device is determined using GPS or another suitable method.
  • the EOT device detects a stationary transponder in the track network.
  • the EOT device receives transponder data from the transponder by, for example, activating a passive transponder.
  • the on-board computer, EOT device, and/or another computing device correlates a unique identifier from the transponder data to a track location in a track database.
  • the on-board computer, EOT device, and/or another computing device may confirm that the position of the EOT device is past a clearance point based on the transponder data received from the transponder and the corresponding track location retrieved from the track database.
  • the transponder data may be submitted to a back office system.
  • the on-board computer determines that the position of the train and/or EOT device is past a particular track segment.
  • the on-board computer may also use the EOT device position to release authority for a following train to use the track segment.
  • the data submitted to a back office system may include a location of the front of the train, a location of the end of the train (or EOT device), and/or a release of movement authority.
  • a method for determining the location of an EOT device using an approach transponder is shown according to a preferred and non-limiting embodiment or aspect.
  • a first transponder e.g., an approach transponder
  • transponder data is received from the first transponder.
  • the operability of the signal receiving device can be confirmed.
  • the distance traveled by the train is measured using, for example, any suitable method or device for determining the distance traveled, such as, but not limited to, a wheel tachometer.
  • a second transponder is detected at a clearance point. Transponder data is then received from the second transponder at a next step 408.
  • at least a portion of the transponder data such as but not limited to an indication that the train has passed the clearance point, is transmitted to a back office system.
  • the system 1000 for determining a location of a train 116 can be used for implementing moving block train control without the need for active wayside equipment. By determining the locations of trains throughout a track network with the system 1000, one or more movement authorities may facilitate movement of the trains at a closer proximity.
  • a method to determine the location of a train may be performed by at least one non-transitory computer-readable medium including program instructions that, when executed by at least one processor, cause one or more devices to perform the steps.
  • a non-transitory computer-readable medium may include any medium capable of storing data such as, but not limited to, random-access memory (RAM), read-only memory (ROM), hard drives, compact and floppy discs, and/or other like mediums.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Train Traffic Observation, Control, And Security (AREA)

Abstract

L'invention concerne un système, un procédé et un appareil pour déterminer un emplacement d'un train au fur et à mesure qu'il se déplace sur un réseau de pistes. Le système comprend un dispositif de fin de train situé sur une extrémité du train, le dispositif de fin de train comprenant au moins un dispositif de réception de signal configuré pour activer et recevoir des données de transpondeur à partir d'une pluralité de transpondeurs passifs situés dans au moins une partie du réseau de pistes. Le système comprend également au moins un processeur en communication avec le ou les dispositifs de réception de signal, le ou les processeurs étant programmés ou configurés pour déterminer un emplacement du train sur la base, au moins partiellement, d'au moins une partie des données de transpondeur.
PCT/US2018/018676 2017-05-11 2018-02-20 Système, procédé et appareil pour déterminer une position de fin de train WO2018208352A1 (fr)

Priority Applications (4)

Application Number Priority Date Filing Date Title
AU2018264854A AU2018264854A1 (en) 2017-05-11 2018-02-20 System, method, and apparatus for determining an end-of-train position
BR112019023681-3A BR112019023681A2 (pt) 2017-05-11 2018-02-20 Sistema, método e dispositivo para determinar a posição da extremidade traseira de um trem
MX2019013407A MX2019013407A (es) 2017-05-11 2018-02-20 Sistema, metodo y aparato para determinar una posicion de extremo de tren.
CA3061200A CA3061200A1 (fr) 2017-05-11 2018-02-20 Systeme, procede et appareil pour determiner une position de fin de train

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US15/592,760 US20180327010A1 (en) 2017-05-11 2017-05-11 System, Method, and Apparatus for Determining an End-of-Train Position
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CN113602326B (zh) * 2021-06-09 2023-05-09 卡斯柯信号有限公司 一种无源痕迹的列车控制方法
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MX2019013407A (es) 2020-02-07
BR112019023681A2 (pt) 2020-06-02
US20180327010A1 (en) 2018-11-15
CA3061200A1 (fr) 2018-11-15
AU2018264854A1 (en) 2019-11-14

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