WO2020021282A1 - Détermination de la position d'un véhicule sur un rail - Google Patents

Détermination de la position d'un véhicule sur un rail Download PDF

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Publication number
WO2020021282A1
WO2020021282A1 PCT/GB2019/052104 GB2019052104W WO2020021282A1 WO 2020021282 A1 WO2020021282 A1 WO 2020021282A1 GB 2019052104 W GB2019052104 W GB 2019052104W WO 2020021282 A1 WO2020021282 A1 WO 2020021282A1
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WIPO (PCT)
Prior art keywords
rail
vehicle
characteristic
signal
determining
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PCT/GB2019/052104
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English (en)
Inventor
Mariena SOMASUNDARAM
Brian Morrie BACK
Original Assignee
Innovarail Limited
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 Innovarail Limited filed Critical Innovarail Limited
Publication of WO2020021282A1 publication Critical patent/WO2020021282A1/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
    • B61K—AUXILIARY EQUIPMENT SPECIALLY ADAPTED FOR RAILWAYS, NOT OTHERWISE PROVIDED FOR
    • B61K9/00—Railway vehicle profile gauges; Detecting or indicating overheating of components; Apparatus on locomotives or cars to indicate bad track sections; General design of track recording vehicles
    • B61K9/08—Measuring installations for surveying permanent way
    • 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

  • the present invention provides a method and system for determining a position of a vehicle on a guided transport system, such as a rail.
  • Determining the position of trains on a rail network is crucial to ensure its smooth running, not only to ensure safety by preventing derailments and collisions, but also to allow for an efficient flow of traffic.
  • Railways currently use many components and systems for determining vehicle position and vehicle detection data to determine and oversee the safe separation of vehicles having determined the track occupancy of any section of rail.
  • the track occupancy data is used to compute distances and keep a safe separation between vehicles.
  • Vehicle detection may be achieved by one or more of the following: (a) track circuits; (b) axle counters; (b) balises (including Eurobalises); (c) RFID tags (Radio Frequency ID); (d) and any GNSS (Global Navigation Satellite System), such as GPS (Global Positioning System). Most of these require active equipment installed between the rails. All failsafe methods currently used in the industry for determining vehicle occupancy of a section require some active components installed between the rails.
  • the most common way to determine whether a section of line is occupied is through the use of a track circuit.
  • the rails at either end of each section are electrically isolated from the next section, and an electrical current is fed to both running rails from one end.
  • a relay at the other end is connected to both raiis.
  • the relay coil completes an electrical circuit, and is energised.
  • the track circuit detects that part and occupancy is deemed as over the whole section.
  • track occupancy is only accurate to the length of the track circuit.
  • a track-circuited section immediately detects the presence of a vehicle in section, but does not provide vehicle position with further accuracy.
  • Relay and other track circuit components are designed to fail-safe and show section occupied.
  • track circuits can automatically detect some types of track defect such as a broken rail (rail breaks) if the rail break creates a discontinuity.
  • track circuit failures are common in coastal routes subject to seawater ingress during storm conditions. This type of circuit detects the absence of vehicles, both for setting the signal indication and for providing various interlocking functions, for example, preventing points from being moved while a vehicle is approaching them. Electrical circuits also prove that points are locked in the appropriate position before the signal protecting that route can be cleared.
  • UK vehicles and staff working in track circuit block areas carry Track Circuit Operating Clips (TCOC) so that, in the event of something fouling an adjacent running-line, the track circuit can be short-circuited. This changes the signal protecting that line to "danger", which stops an approaching vehicle before the signaller can be alerted.
  • TCOC Track Circuit Operating Clips
  • An alternate method of determining the occupied status of a block uses devices located at the beginning and end of the block that count the number of axles that enter and leave the block section. If the number of axles leaving the block section equals those that entered it, the block is assumed to be clear.
  • Axle counters provide similar functions to track circuits, but also exhibit a few other characteristics. In a damp environment an axle counted section may be substantially more reliable than a track circuited one (flooding, in particular, with saline water, by the coast). In the event of power restoration after a power failure, an axle counted section is left in an indeterminate state until a vehicle has passed through the affected section.
  • a block section When a block section has been left in an indeterminate state, it may be worked under authorised working (which may involve varying levels of automation and human input from maintainers, technicians, engineers or signallers) until the axle counters are restored.
  • the first vehicle to pass through the section would typically do so at a speed no greater than 20 mph (32 km/h) or walking pace in areas of high transition or reverse curvature and may require someone who has a good local knowledge of the area acting as the look-out.
  • GNSS systems (such as GPS) by themselves cannot be relied upon because they do not work in tunnels. Further, GNSS systems are incapable of providing sufficient accuracy and resolution in vehicle position information, meaning they cannot be used to determine on which parallel track the vehicle is located when there are multiple or closely spaced tracks. GNSS with and without correction cannot provide a resolution of less than 2 metres. GNSS at present may only provide a resolution of 9 meters, thus rendering it useful only for vehicles that do not require accurate position information.
  • the key issue is that parallel tracks are placed typically ⁇ 2m apart so in longitudinal direction the issue is alignment with platforms, on parallel tracks there is no way of absolute certainty of which track the train is on. Hence, GNSS may not be accurate enough to identify and resolve vehicles running on the "up" and "down" lines.
  • Vehicle detection using GNSS and other radio and satellite based systems may also be affected by weather conditions and is also impacted on by vehicle speed, the overhang of tall buildings, cliffs and the walls of cuttings.
  • Obstructions such as the aforementioned have a significant impact as at least 3 of the 24 or so geostationary satellites used to make up a typical location system must be seen by the vehicles antenna, which has a finite "look angle". Therefore GNSS systems cannot be relied upon to provide reliable and accurate position information, precluding its use on failsafe designs.
  • Accurate vehicle position data is needed to ensure safe separation of vehicles and thus the errors and the statistical nature of such GNSS-derived position data has limited the application of this approach. As such GNSS cannot be used alone; it must be used in conjunction with another technique to determine vehicle position.
  • Rail networks are typically quantised into discrete blocks. Some methods use fixed block sections and others use moving block sections. Vehicle detection is typically performed within a block section.
  • blocks are "fixed", i.e. they define the section of track between two fixed points.
  • blocks On timetable- based, vehicle-order-based, and token-exchange based systems, blocks usually start and end at selected stations.
  • blocks On signalling-based systems, blocks start and end at signals.
  • the lengths of blocks are designed to allow vehicles to operate as frequently as necessary.
  • a lightly used line might have blocks many kilometres long, but a busy commuter line might have blocks a few hundred metres long. This greater number of blocks also means a greater number of components between the rails and all its associated disadvantages, in particular, reliability.
  • a permissive block system vehicles are permitted to pass signals indicating the line ahead is occupied, but oniy at such a speed that they can stop safely driving by line of sight. Permissive block working may also be used in an emergency. Even with an absolute block system, multiple vehicles may enter a block with authorisation. This may be necessary, for instance, in order to split or join vehicles together, or to rescue failed vehicles. Generally, the signal remains "at danger", and the driver is given verbal authority to pass the signal "at danger”, and until the presence/absence of a vehicle in front is resolved. Where vehicles regularly enter occupied blocks, such as stations where coupling takes place, a subsidiary signal (sometimes known as a "calling on” signal) is provided for these movements. Otherwise they are accomplished through vehicle orders.
  • a subsidiary signal sometimes known as a "calling on” signal
  • signals indicate whether or not a vehicle may enter a block based on automatic vehicle detection indicating whether a block is clear.
  • the signals may also be controlled by a signalman, so that they only provide a "proceed” indication if the signalman sets the signal accordingly and the block is clear.
  • a vehicle is not permitted to enter a block until a signal indicates that the vehicle may proceed, a dispatcher or signalman instructs the driver accordingly, or the driver takes possession of the appropriate token.
  • a vehicle cannot enter the block until, not only the block itself is clear of other vehicles, but there is also an empty section of track beyond the end of the block for at least the distance required to stop the vehicle.
  • this overlap may be as far as the next signal, i.e. the next signal following along from the end of the block, thus effectively enforcing a space of two blocks between two vehicles.
  • the line speed i.e. the maximum permitted speed over the line-section
  • the vehicle speed the maximum speed of different types of traffic
  • the gradient of the track to compensate for longer or shorter braking distances
  • the braking characteristics of vehicles which may depend on the type of train, for instance, freight, high-speed passenger and standard trains have different inertia
  • the sighting and visual landscape of the track i.e. how far ahead a driver can see a signal
  • the reaction time (of the driver).
  • some lines are operated so that certain large or high-speed vehicles were signalled under different rules and only given the right of way if two blocks in front of the vehicles were clear.
  • the fixed blocks must be sized for stopping distances expected in the worst-case scenarios, regardless of the actual speed of the vehicles.
  • a "safe zone” can be calculated around each moving vehicle that no other vehicle is allowed to enter.
  • the system requires data of the precise position and speed and direction of each vehicle that may be determined by a combination of several sensors: active and passive markers along the track, and vehicle-borne speedometers.
  • Centralised Traffic Control is a form of railway signalling.
  • CTC centrally consolidates vehicle routing decisions that were previously carried out by local signal operators or the vehicle crews themselves.
  • the system consists of a centralised control centre that controls railway interlocking and traffic flow on portions of the rail system designated as CTC territory.
  • the present invention provides a method for determining a position of a vehicle on a rail according to claim 1.
  • the present invention provides a method of providing a reference correlating an acoustic characteristic of a rail with a position on the rail according to claim 16,
  • the present invention provides a method of assessing a condition of a rail according to claim 18.
  • the present invention provides a system for determining a position of a vehicle on a rail according to claim 21.
  • the present invention provides a computer program product embodied on a computer readable storage and comprising code according to claim 23. Further features of the invention are defined in the dependent claims.
  • the present invention relates to a system and method of achieving enhanced positional and direction accuracy of a vehicle, such as a train on a rail, and may simultaneously provide virtual real-time diagnostic feedback as to the condition of the running surface, and increase the probability of detecting and avoiding obstructions, such as fallen trees, landslip, defects in the running surface, sub-structural failures, flooding or potential sabotage ahead of the train, in particular on blind bends, in cuttings, ravines and tunnels, where forward facing radar and other techniques fail to operate.
  • the invention may provide the ability through dynamic signature analysis and dynamic real time temperature monitoring to speed adjustment when temperatures reach near "critical rail temperatures" where buckling is likely. In close proximity it may also be possible to pick up the acoustic sound of another train, used for detection after intelligent filtering to determine the position of other adjacent trains including trains on other lines and at junctions.
  • the present invention may allow for the vehicle position to be established with enhanced accuracy and deterministically, to ensure the vehicle is running on the correct track and travelling in the correct direction, removing the degrees of uncertainty of GPS only based systems.
  • the invention may also allow for removal of the need for externally mounted signals and introduction of in-cab signalling (hence elimination active trackside signals), if this is deemed necessary for human interface. Making the vehicle autonomous in operation will improve further the reaction time by at least an order of magnitude.
  • This invention may allow for the simplification of the existing signalling rules of operation and eliminate the need for time-tables. The whole supply (service pattern) and demand model will be based on passenger demand.
  • the invention may allow for a simpler infrastructure (no need for track mounted powered (active) vehicle detection systems like Track Circuits and axle counters) and hence reduced infrastructure capital expenditure, reduced operational infrastructure energy costs for active detection systems and major benefit in reduced whole-life costs from the removal of all active track based detection systems and hence their continued maintenance.
  • the invention may allow for provision of the VPS (Vehicle Position System) on the vehicle (on-board) and hence can be introduced with the existing signalling arrangements to improve whole or sections of the network performance.
  • VPS Vehicle Position System
  • the old signalling system can be phased out, as it becomes obsolete, needing repair or refurbishment and when the network has the necessary data and confidence in the new on-board system.
  • the safety risk and associated operational costs may be measurably reduced for infrastructure related incidents
  • the headway and journey time may be measurably reduced for the applied route;
  • the techniques may be extended to include detection of other vehicles in dose proximity with definable accuracy. This will be a further safeguard to maintaining safe separation and may improve junction safety;
  • time-tables may be removed for traffic management and regulation and a new self regulating traffic concept based on real-time vehicle positions, passenger demand and knowledge network capability, introduced;
  • the regulation of power and speed may be managed with real-time knowledge of the vehicle position and vehicle capability and track condition ahead; or
  • RCM reliability centred maintenance
  • Figure 1 shows the basic elements of railway tracks.
  • FIG. 2 provides a schematic of an example of a VPS (vehicle position system) according to the present invention on each vehicle.
  • VPS vehicle position system
  • Figure 3 provides a schematic of the data used within the VPS and how that data is related.
  • Figure 4 provides a view of the basic function of the VPS.
  • FIG. 5 provides a view of the basic function of the VPS being used to provide reliability centred maintenance (RCM) information for the fleet and the track form.
  • RCM reliability centred maintenance
  • Figure 6 shows an illustration of the track form simulation model produced in 1999 for RSSB to predict and advice on the best state to keep the track form operational to avoid failures and safety incidents (track circuit and rail breaks and resulting earth return failure and potential derailments) because of poor track formation resulting from lack of maintenance, poor drainage and flooding.
  • Figure 7 shows an illustration of the fleet simulation model to predict the best state to keep the fleet operational to avoid performance penalties (service affecting failures).
  • the term "vehicle” may refer to any device capable of iocomotion on a rai!.
  • a vehicle may be selected from any one of a list comprising: a freight train, a passenger train, a high-speed passenger train, a tram, a tram-train, a light rail, an underground train, a metro train, and a subway train.
  • a "guided transport system” may mean a guide that defines a determined trajectory for a vehicle, and may be selected from a rail or hyper-!oop. In examples, the present invention is directed to use on a rail, but the principles underlying the invention are applicable to any guided transport system.
  • the term “rail” may refer to any elongated resilient bar over which the vehicle traverses.
  • the term “track” may refer to the rail and the structure below and to either side of the rail and supporting the rail (see Figure 1 ).
  • rail adjacent to the vehicle may mean a section of the rail on which the vehicle is positioned or the section of the rail with which the vehicle is in direct contact.
  • excitation may refer to the application of energy to an object. For instance, when a vehicle moves on a rail, the interaction between the wheel and the rail will excite the latter to provide a signal of different characteristics.
  • a “characteristic” may be those that can be measured from the excitation of the rail as the vehicle travels along the rail and the changes in the rail characteristics along the length of the rail measured directly from the vehicle.
  • a “reference” may mean a characteristic of the rail at a plurality of known positions along the rail, optionally in a particular direction of travel.
  • the reference preferably comprises two different characteristics at each of the plurality of known positions. It may additionally vary depending on the vehicle, or other variables such as speed and loading of the vehicle.
  • the pattern provided by the one or more characteristics along the rail may be considered a "signature" of that rail; it is highly unlikely that another rail (i.e. to another destination) will have the same signature.
  • the unique signature may be used to identify the rail positions (markers) with known accuracy as defined for a vehicle on a route.
  • the present invention provides a method of determining the position of a vehicle on a rail.
  • Vehicle position may be derived by exploiting the signature or signatures of the rail, i.e. the changes in the characteristics of the rail along the route.
  • Vehicle position may be determined by detecting the inherent characteristics of the rail, or by introducing specific characteristics in the rail, to thereby accurately determine the position of a vehicle on the rail.
  • the characteristics may be completely passive, in the sense that they do not require any power.
  • the position of the vehicle is determined on-board the vehicle in real-time.
  • the vehicle position determined in accordance with the present invention may be sent to a centralised control centre, which may gather data regarding the positions of multiple vehicles on the rail to provide effective control of all vehicles on the rail and to provide dynamic automatic speed restrictions where rail temperature (hot in summer for buckling, cold in winter for ice) is understood to be unsafe.
  • the invention is suited for light rail and freight. However, the invention is also suited for use on high-speed passenger trains, especially as sensor technology and computation speeds improve. This invention is suited for any type of vehicle where the wheel-rail (guideway or road) interface is sensed to identify actual location (longitudinal, horizontal and vertical). Immediate application is to rail vehicles at lower speeds, trams, light rail and freight rail. This invention also makes it more feasible for some of these central functions to be distributed on train borne control centres.
  • Rails are not homogenous, but instead exhibit different characteristics at any given position. These characteristics result from a number of variables, such as differences in alloy composition of the rail, the nature of the structure and the materials underlying the rail (i.e. track formation) or the geometry of the rail. For example, different types and materials used at rail joints may provide joints with different mechanical properties. The changes in the mechanical characteristics along the rail may contribute to a mechanical signature for the rail.
  • a rail characteristic may be any one of the following: metallurgical characteristics (such as the alloy composition of the rail), chemical characteristics (such as the chemical composition of the joints or insulators), electrical characteristics, electromagnetic characteristics (such as the response of the rail to an electromagnetic field), electro-mechanical characteristics (such as the response of magnetised rail through an electric field), mechanical characteristics (such as the dimensions of the rail, the tensile strength of the rail, or a property of the rail that is affected by the type of sleeper underneath the rail), acoustic characteristics (for instance, how the rail conveys, absorbs/dampens vibration or sound), geometric characteristics (such as the shape, curvature or gauge of the rail, the presence or absence of joints in the rail, or if there is any buckling or deformation in the rail) and optical characteristics (such as the colour of the rail, or the presence of surface deformation, or signs of wear).
  • metallurgical characteristics such as the alloy composition of the rail
  • chemical characteristics such as the chemical composition of the joints or insulators
  • electrical characteristics such as the response of the rail
  • An effective characteristic is the mechanical excitation of the vehicle due to changes along the rail due to geography, track formation, rail lengths and joints.
  • Another effective characteristic is the acoustic characteristic of the rail, which may include laminar, transverse and longitudinal resonances.
  • the same excitation/response can be measured in a number of different ways to cross correlate the markers and their accuracy. Measures may include displacement (including gyroscopic), acoustics and optical to name a few.
  • the position of the rail for instance as derived by GPS or by reference to a map, is not a characteristic of the rail.
  • a characteristic is inherent to the rail at a given position. Changes in rail characteristic may be sensed or measured often through the excitation caused by the rail on the sensor mounted on a vehicle and as the vehicle in travelling on the rail. Some sensors may not require excitation but may monitor or observe the changes, as would be the case with optical sensing of the rail.
  • rails are not homogeneous.
  • a given rail may have manufacturing defects; impurities and manufacturing inconsistencies, as well as dimensional variations, and these may contribute to the characteristic of the rail at a given position.
  • rails may have a welded joint or an insulated joint; or rails may vary in distance between joints.
  • the nature of the environment and structures adjacent to the rail may affect the characteristics of the rail.
  • the rail may be installed on a variety of sleepers (which may for instance be made from wood, concrete, steel, or composite materials); or the sleepers may be spaced differently according to the type of sleeper, stability of track formation or fixing method.
  • the rail may be installed in an environment such as in a tunnel, under or over a bridge, or on a viaduct, which may affect the characteristics of the rail. These differences may contribute to the characteristic of the rail/tracks at a given position.
  • the rail or its surrounding structure or environment may be modified in a manner so as to change the characteristics of the rail. Selective modification in this manner at a predetermined position therefore provides a marker.
  • the marker provides the position with a change in the rail characteristic that is particularly suited for detection by at least one method of detection.
  • the marker does not affect the function or stability of the rail, or less preferably affects the function or stability only in a minimal way. For instance, on a rail utilising concrete sleepers, the use of wooden or composite sleepers at selective positions would change the rail characteristics at those positions.
  • the rail thus may be provided with variable characteristics "deliberately encoded" at specific positions, thus providing for additional or more accurate position information. This aspect is particularly useful when the characteristics along a particular section of rail exhibit less heterogeneity and where more accurate position data is necessary for safe operation.
  • the characteristic may be determined by "active determination”, i.e. by measuring the response of the rail to a signal generated on board the vehicle.
  • the electromagnetic characteristic of the rail, or the rail and wheel may be probed by way of an electromagnetic field generated on board the vehicle.
  • the rail characteristic may be determined by "passive determination”, i.e. by measuring a phenomenon that is coincident with the normal locomotion of the vehicle (such as sound). Further, it will be appreciated that either or both active and passive determination can be used to determine a particular characteristic.
  • the geometric characteristic of the rail may be determined by on board cameras configured to detect ambient light reflecting off the rail but by directing a laser at the rail and measuring the reflected light (from the rail head, wall and clips) may determine the same characteristic with higher immunity to ambient conditions.
  • Other characteristics comprise ofthe temperature of the rail or the optical characteristics ofthe rail, but not limited to. This invention may also make it more feasible for vehicle position data and hence the safe zone around the vehicles to be determined without the need for active component between the rails.
  • the characteristics of the rail may be determined via the interaction of the vehicle and the rail, such as vibrational characteristics or acoustic characteristics; and monitoring the axle and wheel displacement. For instance, the presence/absence of joints, or the nature of the structure underlying the rail may be derived via the vibrational and acoustic characteristics; the geometry of the rail may be determined by measuring axle and wheel displacement. Axle and wheel displacements may include displacement in the horizontal or vertical planes, longitudinally along the axis, or roll. The change in the characteristics of the vehicle-rail interaction may be determined along the route.
  • Vibrational and acoustic characteristics which occur as a result of the interaction of the vehicle with the rail as the vehicle traverses over the rail and excite vibrations in the vehicle, are particularly useful. These characteristics may comprise of a complex mixture of laminar, transverse and longitudinal waves and may be dependent on both the rail and the vehicle (vehicle type, speed, loading, etc.). The variations in these characteristics at a given position on the rail may thus provide a vibrational rail characteristic for that position. Noise or vibration during locomotion may be determined by "passive determination", i.e. they may simply be measured; there is no particular need to generate additional sound signals on board.
  • Vehicle mounted transducers may be used to measure the various characteristics of the rail and of the vehicle-rail interaction.
  • 'Transducer is a collective term used for both sensors which can be used to sense a wide range of different energy forms such as movement, electrical signals, radiant energy, track gauge (the spacing between rails), thermal or magnetic energy etc., and actuators which can be used to switch voltages or currents.
  • sensors and transducers both analogue and digital input and output available to choose from. Which type of input or output transducer is used depends upon the type of signal or process being "sensed" or "controlled”.
  • a sensor and transducer may be defined as a device that converts one physical quantity into another (e.g.
  • a piezoeiectric sensor provides a electric charge in response to applied mechanical stress).
  • Devices which perform an "input” function are commonly called sensors because they “sense” a physical change in some characteristic that changes in response to some excitation, for example heat or force and covert that into an electrical signal.
  • Devices, which perform an "output” function are generally called actuators and are used to control some external device, for example movement or sound.
  • Electrical transducers are used to convert energy of one kind into energy of another kind, so for example, a microphone (input device) converts sound waves into electrical signals for the amplifier to amplify (a process), and a loudspeaker (output device) converts these electrical signals into sound waves.
  • the most preferred characteristic to be determined is the mechanical characteristic of the rail.
  • the mechanical characteristic due to variation changes along the rail over the geography of the track due to changes along its length due to track formation, rail lengths and joints, geometry, terrains and topography.
  • the same excitation can be measured in a number of different ways to cross correlate the point of difference. Measures may include displacement (including gyroscopic), acoustics and optical to name a few.
  • an optical characteristic may be determined by a video camera mounted on a vehicle and configured to record the track, rail or environment surrounding the rail.
  • a processor may be configured to extract information from the video feed as the vehicle travels on the rail, such as the number or type of sleepers under the rail, the shape of the rail, the number and positions of joints, or environmental structures such as tunnels or bridges.
  • a light source such as a laser
  • a course of UV (ultra violet) or infrared may be shone at the rail, and the reflected or emitted radiation recorded so as to provide a metallurgical characteristic that varies according to the alloy composition of the rail.
  • an electromagnetic characteristic may be determined by providing a magnetic field (either static or dynamic) near or around the rail. This may include the response of the rail to a calibrated magnetic stimulation or movement of the vehicle over the rail then induces an electromagnetic field in the rail, which may then be measured to provide electromagnetic characteristic of the rail.
  • radiofrequency radiation may be directed at the rail and the return signal measured.
  • the nuclei of certain materials are known to resonate at particular frequencies when excited at certain frequencies (a phenomenon known as nuclear quadrupole resonance), and thus the return signal may be used to provide a metallurgical characteristic that varies according to the alloy composition of the rail.
  • a given characteristic may be determined in more than one way.
  • the geometric characteristic of the rail may be determined by measuring wheel and axle displacement, as well as using a laser to determine the shape and configuration of the rail.
  • the information from the multiple courses can be compared, combined or cross-referenced with each other as appropriate. Providing multiple sources of information for the same characteristic increases the confidence in the determined characteristic. It also provides redundancy to the method, increasing safety.
  • the vehicle may be provided with multiple sensors to measure the same characteristic. The signals for the multiple sensors can also be compared, combined or cross-referenced, thus increasing confidence in the determined characteristic and providing redundancy.
  • the rail characteristics and signatures may be extracted with digital signal processing (DSP) techniques.
  • DSP digital signal processing
  • the detection of a first signal generated by a first wheel running over a given position on the rail can be correlated with a second signal generated by a second wheel running over the same position on the rail, and by correcting for the speed of the vehicle, an additional acoustic reading of the same rail characteristic may in effect be provided.
  • the distance between two positions on the rail can be derived by simply multiplying speed and the time taken from one position to the other. Measured and estimated distances may be cross-correlated against fixed markers to determine the distance effect on the rail due to environmental variations, e.g. temperature variations.
  • a point for defining the position of the vehicle can be any fixed part on the vehicle, such as, a wheel, axle or wheel set, front and back of the vehicle, the driver, etc.
  • the dimensions of the vehicle and other useful parameters are readily available on the on-board systems from the unique Vehicle Identification Number.
  • the environmental effects on the rail or the measurement system may be corrected for by taking into account factors such as temperature, flooding, radio frequency interference, electromagnetic compatibility, wind, snow, rain, sand, leaves, etc.
  • the correction factors may comprise correcting for any one of ambient noise; axle displacement; wheel displacement; temperature of the rail; temperature of each wheel; ambient temperature; wheel slip; vehicle speed; wind speed, or flooding of ballast; siltation of ballast following flooding; weed growth; land slip; etc.
  • the characteristics of the rail at any given position may vary depending on environmental conditions.
  • the "noise" generated at the wheel interface is characteristic of a particular section of track, and track formation, however it may also vary with temperature and condition.
  • the measuring for ambient temperature is insufficient, as the solar gain and loss in temperature of the rail is more significant, given the rail is more-or-less a black body radiator/absorber, as evidenced during the Rail Temperature Monitoring (RTM) project conducted between 2001 and 2007 for Network Rail.
  • RTM Rail Temperature Monitoring
  • the vehicle may be fitted with GPS capability.
  • the vehicle is preferably capable of operating under "automatic”, “supervised automatic” and “manual” operational modes.
  • Preferably all vehicles on the rail are fitted with the VPS of the present invention.
  • Information regarding the infrastructure is preferably considered, and this information may be used to improve the accuracy, reliability and resolution of the reference.
  • This includes, for instance, the track formation and its associated condition; the track geometry and all environmental variation (such as bridges, tunnels, cuttings, vegetation, etc.); the rail and route geometry, form (lengths between joints, type of joints, etc.), junctions and gauging; data regarding interfaces between the rail and other structures (including junctions, road rail interfaces, etc.); and information gathered from detailed surveys of the route and all track and trackside layouts. Data may be provided for both directions of travel, and for displacements in all dimensions (longitudinal, horizontal and vertical);
  • This invention need not be applied to an existing rail network immediately, and instead may be implemented gradually or piecemeal on an existing rail network with conventional equipment and systems. This may allow the whole network to be upgraded in line with the invention without requiring the existing equipment and systems to be switched off suddenly. This may also enable the network operator to test the upgrade whilst relying on the existing equipment and systems where necessary.
  • the Vehicle Position System in accordance with an example of the present invention may be operated in conjunction with conventional and other forms of signalling and control.
  • the VPS may be operated along with existing control centres providing more data and hence enhance the data processing within the control centres to provide better RCM information, whilst at the same time being compatible with conventional forms of signalling and control.
  • the system may be totally autonomous, with trains communicating their positions to each other without a centralised central control.
  • the existing rail network may be gradually updated in line with present invention as the conventional infrastructure for train occupancy and train detection becomes obsolete, needs refurbishment, replacement or repair.
  • the whole rail network may be upgraded to the VPS of an example of the present invention with full control centre functionality for RCM and real-time regulation, and more with the greater level of route information gathered.
  • the present invention further provides a reference, which correlates the rail characteristic with a particular position on the rail.
  • a characteristic of the rail adjacent to a vehicle, is determined, the determined characteristic is compared to the reference.
  • the reference contains information on a rail characteristic of a plurality of positions along the rail.
  • the reference comprises two, three, four, five, six, seven, eight, nine or more different characteristics of the rail for each position. Correlation may be carried out additionally using external knowledge of the rail (for instance, independently produced maps such as those from the Ordinance Survey), or known reference points for measurements (such as balises or GNSS).
  • Artificial intelligence, knowledge-base and/or fuzzy logic-based techniques may be used to process the signal to match the determined characteristic with the appropriate characteristic in the reference.
  • the data is preferably processed in real-time. Compression techniques may be used during processing.
  • the present invention also provides a method of producing the reference (initial data and updates to the route and rail databases).
  • an initial learning period in which a rail characteristic is measured, recorded, filtered and analysed at known positions and stored in the reference.
  • the reference may comprise other information such as direction of travel, vehicle type, speed and weight, which may be provided by the vehicle on-board systems. This other information may allow for the calculation of correction factors and quality control for the reference.
  • the reference may be updated. Since some rail characteristics may be affected by factors such as rail and ambient temperature, or the presence of other vehicles on the same rail, the reference may also comprise such factors so as to allow for correction for any resultant errors.
  • the reference thus comprises a signature comprising a characteristic of the rail at a plurality of positions over the length of the rail, and may comprise information relating to the geography of the rail, may further comprise additional factors to correct the rail characteristics.
  • the database of as-built and as-surveyed data may be updated to reflect a live mapping of the infrastructure geometry providing the necessary data for analyses and continuous design, manufacturing and operational improvements to be established and implemented. This also provides for design and application predictions to be validated and verified during operation. Thus providing a method to update and improve design and application software and other simulation tools.
  • more than one characteristic of the rail is determined. Two, three, four, five, six, seven, eight, nine, ten, eleven or more characteristics of the rail are determined. The more characteristics are determined, the lower the probability of an error when matching (cross correlation) the determined characteristic with the reference. The accuracy of the prediction will increase with the number of characteristics (both determined and in the reference).
  • more than one characteristic of the rail when more than one characteristic of the rail is determined, and the position of the first vehicle is determined, more than one characteristic may be used to determine the presence of a second vehicle on the rail or near the first vehicle.
  • the distance between the first and second may be determined.
  • the characteristic has specific reference characteristics it would be possible to determine vehicle position and with probabilistic accuracy the distance of the other vehicle. The accuracy of the prediction may increase with the number of characteristics (both determined and in the reference) and as the speed decreases. This is particularly useful when managing vehicle movement at junctions, in and out of stations, stabling sites and depots.
  • Vehicle position is repeatable and will provide a deterministic accuracy for safe movement.
  • the data regarding vehicle position may be processed and used for real time information within each vehicle, thus allowing for a safe separation between other vehicles, maintaining operational safety and improved throughput on the route (i.e. number of vehicles per hour).
  • data relating to the position of any given vehicle on the rail may be sent to a control centre.
  • the data may be transmitted to other trains and/or to the control centre to thereby allow for maintenance of safe separation and efficient movement of trains.
  • the rail may be monitored in the control centre so as to allow for monitoring all vehicles on the rail and for conducting real-time assessment for safe passage of the vehicles on the rail, or setting Temporary Speed Restrictions (TSR), as appropriate.
  • TSR Temporary Speed Restrictions
  • the present invention may provide a number of advantages over current systems in place used to determine vehicle position, such as eliminating or reducing the need for active track-side equipment currently used for determining vehicle position; and absolute determination in the case of parallel tracks upon which track the vehicle is running; providing accurate estimates of vehicle position (enhance accuracy); and real-time vehicle position estimation, Active and passive train position/occupancy detection systems currently comprise track circuits, axle counters, balises (both active and passive), RFID tags, etc.
  • the present invention may allow for lowering the cost of infrastructure (whole-life costs), improving operational efficiency whilst maintaining safety.
  • the present invention may allow for smaller separation distance between vehicles and thus allows for higher occupancies on the rail.
  • the present invention may be less susceptible to external conditions, unlike GNSS-based systems, which may be affected by bad weather or bad satellite coverage. It will also be appreciated that the present invention may be applied underground or in tunnels, unlike GNSS-based systems.
  • the present invention through the inclusion of running surface temperature monitoring, it will be possible to predict ahead the rail temperatures for a particular track section using an on board artificial intelligence and modelling referenced to a database constructed over time.
  • the ability to determine and/or predict ahead the rail temperature is crucial to the safe running of the vehicle, as speed can be adapted when the temperature reaches critical rail temperature (CRT), which is where there is a significantly increased risk of bucking and derailment.
  • CRT critical rail temperature
  • At present rail is determined by spot readings taken at reference locations using fixed infrastructure attached to the base of the running surface, in particular the foot of the rail. However, there is no certainty if these locations are accurate and representative of the entire or even average track length in the critical areas.
  • the present invention provides a method for monitoring the condition of the rail and/or vehicle.
  • a change in the signatures could be used to identify a wheel defect (wheel and rail wear, deformation of rail due to temperature, rail bonding condition, etc.); a fault with the rail or track (for instance, rail movement due to ballast packing, water logging, etc.); and track environment (vegetation, stability of cutting, land slide potential, etc.)
  • the vehicle position may be determined using other means (such as a balise, or a GNSS system), and the rail characteristic determined in accordance with the present invention may be compared to a reference; any deviation in the determined rail characteristic from reference may indicate a defect in the rail, track, vehicle or track environment.
  • the data relating to condition may be processed for improve asset management and reliability centred maintenance (RCM) and for determining asset condition to plan refurbishments and renewals activities.
  • RCM reliability centred maintenance
  • the present invention may allow for regular monitoring of the condition ofvehicles, rail and track without the need for service disruption. Thereby, all RCM corrective activities on vehicles can be implemented at a depot and track work during engineering hours and out side service hours.
  • processors may in practice be provided by a single chip or integrated circuit or plural chips or integrated circuits, optionally provided as a chipset, an application-specific integrated circuit (ASIC), field-programmable gate array (FPGA), digital signal processor (DSP), graphics processing units (GPUs), etc.
  • ASIC application-specific integrated circuit
  • FPGA field-programmable gate array
  • DSP digital signal processor
  • GPUs graphics processing units
  • the chip or chips may comprise circuitry (as well as possibly firmware, such as imbedded firmware edge computing, neural networks, artificial intelligence, digital clones) for embodying at least one or more of a data processor or processors, a digital signal processor or processors, baseband circuitry (such as for processing optical imagery, optical spectrometry, optical distance, magnetic flux detectors, acoustic transducer) and radio frequency circuitry, which are configurable so as to operate in accordance with the exemplary embodiments.
  • the exemplary embodiments may be implemented at least in part by computer software stored in (non-transitory) memory and executable by the processor, or by hardware, or by a combination of tangibly stored software and hardware (and tangibly stored firmware).
  • data storage for storing data. This may be provided by a single device or by plural devices. Suitable devices include for example a hard disk and non-volatile memory (e.g. a solid-state drive).
  • the invention also extends to computer programs, particularly computer programs on or in a carrier, adapted for putting the invention into practice.
  • the program may be in the form of non-transitory source code, object code, a code intermediate source and object code such as in partially compiled form, or in any other non-transitory form suitable for use in the implementation of processes according to the invention.
  • the carrier may be any entity or device capable of carrying the program.
  • the carrier may comprise a storage medium, such as a solid-state drive (SSD) or other semiconductor or nonsemiconductor based memory, RAM (random access memory); a ROM (read only memory, for example a CD ROM or a semiconductor ROM; a magnetic recording medium, for example a floppy disk or hard disk; optical memory devices in general; etc.
  • SSD solid-state drive
  • RAM random access memory
  • ROM read only memory
  • magnetic recording medium for example a floppy disk or hard disk
  • optical memory devices in general etc.
  • Figure 1 shows the basic elements of railway tracks.
  • the rail is mounted on a complex formation. Understanding the track formation system on which the rails sit provides for a better interpretation of the rail characteristics. That is, the changes within the track formation that will affect the rail characteristics being sensed as a result of the track system changing with the state of each element of the track formation changing state, due mainly to wear, impact of climate and misuse.
  • the simulation model of this prediction is represented in Figure 6 which is limited to the first three layers on which the rail sits, and can be extended to cover other layers of the Track formation if deemed necessary.
  • the Vehicle Position System relies on route data, real-time sensor input from the route rail characteristic(s) to derive route specific rail signature(s). To derive the route specific rail signatures there is often a need to apply a correction function for environmental effects that alter the rail characteristic being sensed (monitored/examined).
  • a series of environmental data is required to be collected in real-time by sensors as route environmental characteristics that are used to determine the correction function for correcting the route rail data.
  • the same route environmental characteristics can also be use as input to the Reliability Centred Maintenance (RCM) algorithms.
  • RCM Reliability Centred Maintenance
  • Figure 2 provides a schematic of the VPS ⁇ vehicle position system) on each vehicle.
  • the data may be processed locally to determine the position of the vehicle and each wheel and wheel set to an enhanced accuracy.
  • linear accuracy except at stations and junctions, needs to be less and according to speed, adaptive due to a fixed processing time equating to a larger acceptable uncertainty as speed increases.
  • Processed data collected by each vehicle may be transmitted in real-time to the control centre for the controller to make route based decisions and determine safe passage on route.
  • the controller may also determine the need for Temporary Speed Restriction (TSR) and apply them in real-time.
  • TSR Temporary Speed Restriction
  • the unprocessed data collected by each vehicle may be downloaded to improve models and data sets at the control centre, which may then form the baseline for the next day's operations.
  • Dynamic RTM (rail temperature monitoring) may be a good starting point where the forward rail temperature can be predicted based upon actual at point temperature with correlation against an archive. Dynamic automatic speed restrictions with rail temperature, hot in summer for buckling, cold in winter for ice may be derived by the VPS for each vehicle.
  • Figure 2 also provides a schematic of the VPS to demonstrate how it may be functionally integrated with the on-board systems, the Route Data database and the Control Centre.
  • the control centre may be centrally and remotely located or be a distributed control centre located on each vehicle.
  • the left- hand block labelled on-board System data is a selection of on-board system functions and data providing input to the VPS and receiving outputs from the VPS. Note there is a provision for external inputs to the on-board System for position and speed restriction. This may be a GPS input or a manual input from different sources, such as, the train or the Centralised Traffic Control (CTC).
  • CTC Centralised Traffic Control
  • the VPS data include:
  • the VPS processing of the data gathered includes: • Digital Signal Processing (DSP) (recursive and non-recursive) of the Data to extract the signal from the noise and to extract the relevant signature for correlation and comparison;
  • DSP Digital Signal Processing
  • the system may use cross correlation and statistical methods for corroboration and for defining the degree of certainty of prediction for proof of deterministic position estimation;
  • the system may use auto-correlation methods both for corroboration and the removal of noise;
  • the VPS outputs include:
  • TSR Temporary (or Dynamic Automatic) Speed Restriction
  • the Control Centre includes:
  • the data on vehicle position will provide for tracking vehicles on the network and route; • The data on position of critical points along the route from the fleet of vehicles to enable further analyses and improved error corrections to be determined.
  • Figure 3 provides a schematic of the data used within the VPS and how that data is related.
  • the route data is used to characterise the infrastructure and environment on which the vehicle operates.
  • the wheel-rail and vehicle data is gathered as route rail data and route environmental data from Vehicle borne sensors. Some of these sensors may be designed to include the correction function for the characteristic being measured. Otherwise separate sensor data for rail and environmental characteristics will be processed for correction within the on-board VPS.
  • Vehicle Position System Data Schematic provides the overall data schematic to determine and derive Vehicle Position and its dependent data sources, some of which will also be used for RCM.
  • Vehicle Position once derived for a datum point on the Vehicle (e.g. the front most point of the Vehicle) can be reference to any other datum point (e.g. the first axle) on or along the Vehicle, depending on the need.
  • Route Data provides input (fixed infrastructure data and geographic data, modified as route modifications are made throughout the life of the railway) to the Vehicle Position System (VPS), together with the train borne sensor data from the Route Rail Characteristics. This information is useful for the Knowledge based/Artificial intelligent algorithms.
  • Route Data including geographic information (gradients, curvatures, bridges, tunnels, etc.), type of sleepers, type of rails, track cant and position and type of joints, will be gathered and stored in a Route Database from surveys and from as built drawings.
  • This database will be modified as infrastructure changes are implemented and as real-time data gathered by each vehicle on the railway, corroborate changes to the network and its environment over time.
  • Vehicle Data is used to corroborate data for Vehicle RCM). Vehicle data and formation is available from the vehicle identity entered into the train borne system connected to the Vehicle Position System.
  • the VPS is capable of determining direction of travel, vertical, longitudinal and horizontal position and the line section of route which is longitudinal resolution (See Figures 4 and 6) on which the vehicle is positioned (d1 , d2,). To define a more accurate position between d1 and d2, additional characteristics may be added to the rail or a prediction algorithm used, provided the prediction error is within acceptable tolerance.
  • Multiple sensors along the vehicle at known and fixed displacements may be used to derive the position vectors and derive some of the correction functions for corroboration.
  • the rail characteristics being sensed change over the distance and produce a resultant unique signature with clear position markers which are unique for the route and for the vehicle, in the direction of travel.
  • This unique signature provides a number of distance markers over the route.
  • the accuracy and repeatability of the distance markers and the extrapolation between markers with the speed information and a closed loop check of the whole algorithm provides for a position indication over the route with known accuracy which is deterministic, repeatable and verifiable.
  • Position markers may be derived by measuring the interaction and excitation caused by the Vehicle on the rail or other guided system. Position markers may be derived by sensing or measuring, directly or indirectly, the interaction and excitation caused by the Vehicle on the rail or other guided system. Position markers may be derived by measuring the characteristics on the rail or other guided system. Position markers may be derived by sensing or measuring, directly or indirectly, the characteristics on the rail or other guided system. These may be inherent characteristics or deliberately added characteristics.
  • the Route data is a starting (initial) representation of the route, which are measured, surveyed and gauged and forms a starting point for the VPS design for that route, to use as reference data for determining the expected variations in characteristics and signatures that may be detected with certainty by monitoring the rail via the wheel-rail interface and directly from the vehicle.
  • the simulation and analyses of the VPS route design will use the route data to determine the position data inherent within the route and rail systems that may be used to run a safe railway. These analyses would also inform the VPS design on the best selection of characteristics to use and, subsequently, the appropriate sensor technology. If it is determined that the inherent characteristics are insufficient and require deliberate markers to be introduced at strategic point on the route these will form part of the overall VPS design considerations.
  • Each vehicle is fitted with a selection of sensors capable of providing a useable signal of the rail characteristic(s) being detected.
  • the sensor signal is processed using various digital signal processing (DSP) methods to extract the signature in real-time and with sufficient accuracy.
  • DSP digital signal processing
  • the DSP methods take account of the signal to noise ratio and other relevant information from the correction functions.
  • the number of sensors and the types of characteristics to be used for a particular route will depend on the inherent and deliberate route rail characteristic(s), the maximum permitted speed on the route and the required headway (distance to be maintained between vehicles).
  • Some rail characteristics vary with changes to the environmental characteristics and hence, a correction function is applied.
  • the sensor signal from each sensor is processed digitally and with the necessary correction functions (s) to determine the individual signature for the route for each or a combination rail characteristic extracted.
  • the Route Rail Characteristics are selected for a route based on those that will provide repeatable signatures and markers along the route and in both direction of travel.
  • the variables and the method of sensing will take account of the vehicle and fleet design to form the design consideration for determining the rail characteristics to be monitored and most suitable for the route as determined by the route data.
  • That the rail characteristic is determined to provide robust, repeatable and deterministic position information.
  • the Route Environmental Characteristics is derived to provide the correction function for the Route Rail Characteristic.
  • Each vehicle is fitted with a selection of sensors capable of providing a useable signal of the environmental characteristic(s) being detected.
  • the sensor signal is processed using various analogue and digital signal processing DSP methods to extract the signature in real-time and with sufficient accuracy and minimal latency.
  • the DSP methods include both active and passive filters to improve the signal to noise ratio and other characteristics.
  • the number of sensors and the types of characteristics to be used for a particular route to determine the Route Environmental characteristics will depend on the rail route characteristic being detected and the maximum permitted speed.
  • the Route Environmental Characteristics are selected for a route based on the rail characteristic selected for the route and its susceptibility to environmental changes.
  • the variables and the method of sensing will take account of the method and location of the rail characteristic being sensed, and the vehicle and fleet design to define the design consideration for determining and finalising the rail characteristics most suitable for the route.
  • the Route Rail and Environmental Characteristics are processed to extract meaningful indicators.
  • DSP Digital Signal Processing
  • Figure 4 shows the signal data processing scheme for feeding the Correction Function (after DSP of the Route Environmental Characteristic) to correct errors due to environmental effects on the Route Rail Characteristic(s) to produce the Route Rail Signature.
  • the final stage is to combine the Route Rail Signatures.
  • the Vehicle At the end of the last journey the Vehicle is aware of where it has parked up. Therefore, at the start of the next journey it knows its starting position. This can be confirmed against a GPS input (Note: at this point the resolution of the GPS is insufficient for the Vehicle to rely on this for safe separation or even to determine the exact section of rail on which the Vehicle is from just the GPS information.). Further GPS may not work in covered stations or vehicle sheds. With GPS conformation and with sufficient correlation of known position, we may permit automatic dispatching. However, if the last journey Vehicle position information was corrupted or lost (this can be due to a number different reasons). The GPS location will provide the starting coordinates for the VPS.
  • the VPS will be able to process the exact location and direction of travel as it starts to move and the rail signature is determined from the Route Rail Characteristics gathered from the sensor data.
  • the initial movement will be under restricted speed and under caution and it will gather speed as the data set and correlation within the VPS increases confidence and the estimation errors reduce.
  • the Vehicle speed and safety margins will be defined by the Control Centre based on the Vehicle type and timetable (this information can be a simple database held in the on-board the Vehicle with associated GPS location and VPS states or from a central control centre).
  • the vehicle may also move, based on visibility, operated on a line-of-sight principle and with an understanding of the Vehicle braking characteristics, in this scenario, we permit supervised dispatching only.
  • the Vehicle Data is required for the vehicle formation to the VPS to use all available information and data from the Vehicle fitment and functionality. This may include the exact position of the sensors on and along the length and breadth and height of the vehicle.
  • the VPS requires as much data as it can have from the Vehicle (GPS, speed, operational mode, failure modes, formation, slip, weight, etc.) to continuously analyse deviations of its predicted performance with what the vehicle on-board systems and central control system sees. The simulation and analyses within the VPS will check against the reference tolerances set for the Vehicle to alert the control centre of possible Vehicle malfunction.
  • Figure 4 provides a view of the basic function of the VPS.
  • the figure shows that the route rail sensor signals and the route environmental sensor signals are each processed.
  • the processed route environmental signal may form the correction function for the route rail sensor input.
  • some sensors can be designed to output the corrected signal.
  • multiple sensor (data) fusing (MSF) techniques may also be used to provide a more composite signal or signature ofthe route giving the vehicle deterministic distance markers (d1, d2, ...d7) over the route.
  • the resolution of distances required can be determined by design for safe operation and deliberate markers added to provide greater resolution where required at specific locations of the route.
  • Figure 5 provides a view of the basic function of the VPS being used to provide reliability centred maintenance (RCM) information for the fleet and the track form.
  • the figure shows that the Vehicle Route Signatures can be considered for six route sections (AD, DC, DB, CD, DA, BD). This can be a multiple number of signature data sets for the same vehicle in each direction over its many journeys and for the same route sections a multiple number of signature data sets for a number of vehicles in the fleet.
  • This provides the VPS and Control Centre with statistical data and analyses capabilities including comparative and trending, corroborative and correlational to determine possible deviations leading to potential failure, unsafe operation and RCM requirements.
  • TSR Temporary Speed Restrictions
  • Figure 6 shows an illustration of the track form simulation model to predict and advice on the best state to keep the track form operational to avoid failures and safety incidents (track circuit and rail breaks and resulting earth return failure and potential derailments) because of poor track formation resulting from lack of maintenance, poor drainage and flooding.
  • the track form model may be modified to ensure that all track form characteristics that can be sensed via the wheel-rail interface or directly from the vehicle, will be monitored and used to predict performance and state changes that will affect overall safe operation.
  • Figure 7 shows an illustration of the fleet simulation model to predict the best state to keep the fleet operational to avoid performance penalties (service affecting failures).
  • the fleet model may be used to ensure that ail vehicle and fleet performance characteristics that can be sensed via the wheel-rail interface will be monitored and used to predict performance and state changes that will affect overall safe operation.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

La présente invention concerne un procédé et un système permettant de déterminer la position d'un véhicule sur un rail. La présente invention élimine le besoin d'un équipement côté voie actif actuellement utilisé pour déterminer la position d'un véhicule, fournit des estimations précises de la position du véhicule (avec une plus grande précision) et une estimation de position de véhicule en temps réel. En éliminant ou en réduisant le besoin de systèmes de détection de trains actifs et passifs actuels, la présente invention permet d'abaisser le coût de l'infrastructure, d'améliorer l'efficacité opérationnelle tout en maintenant la sécurité, ainsi que d'augmenter le taux d'occupations des rails.
PCT/GB2019/052104 2018-07-26 2019-07-26 Détermination de la position d'un véhicule sur un rail WO2020021282A1 (fr)

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WO2022056869A1 (fr) * 2020-09-18 2022-03-24 西门子交通有限责任公司 Procédé et appareil de prédiction de défaillances, procédé et appareil de déploiement de modèle, dispositif électronique et support de stockage
KR102373826B1 (ko) * 2020-09-25 2022-03-15 (주)오토노머스에이투지 센서 융합 기반의 차량 측위 방법 및 이를 이용한 차량 측위 장치
CN112485790A (zh) * 2020-11-23 2021-03-12 湖南中大检测技术集团有限公司 基于k波段雷达的轨道非接触式变形高精度测量方法
CN112485790B (zh) * 2020-11-23 2023-11-24 中大智能科技股份有限公司 基于k波段雷达的轨道非接触式变形高精度测量方法
CN113104065A (zh) * 2021-04-25 2021-07-13 郑州信大捷安信息技术股份有限公司 轨道交通工具运行轨迹定位监控方法及系统
CN113104065B (zh) * 2021-04-25 2022-04-08 郑州信大捷安信息技术股份有限公司 轨道交通工具运行轨迹定位监控方法及系统
CN113655733A (zh) * 2021-09-09 2021-11-16 中车长春轨道客车股份有限公司 一种轨道交通车辆计轴器磁场emc半实物仿真方法
CN113655733B (zh) * 2021-09-09 2023-09-29 中车长春轨道客车股份有限公司 一种轨道交通车辆计轴器磁场emc半实物仿真方法
CN114394131A (zh) * 2022-01-26 2022-04-26 交控科技股份有限公司 一种感知定位方法、装置、计算机设备及可读存储介质
CN114394131B (zh) * 2022-01-26 2024-05-10 交控科技股份有限公司 一种感知定位方法、装置、计算机设备及可读存储介质

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