WO2009043109A1 - Unité de commande de système de vigilance ferroviaire - Google Patents

Unité de commande de système de vigilance ferroviaire Download PDF

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Publication number
WO2009043109A1
WO2009043109A1 PCT/AU2008/001472 AU2008001472W WO2009043109A1 WO 2009043109 A1 WO2009043109 A1 WO 2009043109A1 AU 2008001472 W AU2008001472 W AU 2008001472W WO 2009043109 A1 WO2009043109 A1 WO 2009043109A1
Authority
WO
WIPO (PCT)
Prior art keywords
control unit
track
unit according
train
class
Prior art date
Legal status (The legal status 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 status listed.)
Ceased
Application number
PCT/AU2008/001472
Other languages
English (en)
Inventor
James Watters
Timothy Buchanan
Darren Slattery
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
UNITED GROUP RAIL SERVICES Ltd
Original Assignee
UNITED GROUP RAIL SERVICES Ltd
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
Priority claimed from AU2007905456A external-priority patent/AU2007905456A0/en
Application filed by UNITED GROUP RAIL SERVICES Ltd filed Critical UNITED GROUP RAIL SERVICES Ltd
Priority to AU2008307150A priority Critical patent/AU2008307150A1/en
Publication of WO2009043109A1 publication Critical patent/WO2009043109A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

Links

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
    • B61L23/00—Control, warning or like safety means along the route or between vehicles or trains
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L29/00—Safety means for rail/road crossing traffic
    • B61L29/24—Means for warning road traffic that a gate is closed or closing, or that rail traffic is approaching, e.g. for visible or audible warning
    • 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

  • This invention concerns railroad vigilance and in particular a control unit for a train driver's Vigilance System.
  • the invention is a combination vigilance system and control unit.
  • the invention is a method for controlling a train driver's vigilance system, and in a fourth aspect the invention is software for performing the method.
  • Vigilance Systems have been installed that require the driver to respond to audible and visual warnings by making predetermined responses using switches or transducers; these response are known as "control inputs”.
  • the vigilance system While the vehicle is stationary with the brakes applied, the vigilance system is usually 'suppressed'. Suppression criteria are chosen carefully so that the system can not be suppressed while the vehicle is at risk of moving. Typically, the presence of high brake cylinder pressure together with a vehicle speed of Okm/hr suppresses the system.
  • the vigilance system's control functions evaluate the inputs to the system and set a count in a downcounting timer accordingly.
  • the count in the timer may be adjusted (increased or decreased) depending upon control function evaluations.
  • the counter may be restarted before any warnings are issued if the driver shows signs of vigilance, such as by sounding the horn. Restarts resulting from driver activity are designed reduce the frequency of the audible and visual warnings that are issued to the driver, and so avoid distracting the driver with requests for superfluous driver responses.
  • the driver would receive an audible warning and then a visual alarm requesting a control input.
  • a control input from the driver indicates likely vigilance and will cause the count to be increased
  • the vigilance system will advance from an initial quiescent state to one of several alarm states where increased visual and audible warnings prompt the driver to provide a control input. If the driver does not respond to the warnings, the system advances to the emergency brake state.
  • the vigilance system applies emergency train brakes and will not release the brakes until specific conditions are met, such as: A set time (e.g. 45 seconds) has elapsed; The indicated vehicle speed is 0km/hr; and, The driver has acknowledged the emergency brake application.
  • a set time e.g. 45 seconds
  • the indicated vehicle speed is 0km/hr
  • the driver has acknowledged the emergency brake application.
  • the warning light and bell are also used to indicate when the vigilance system is applying the emergency brake, and when the driver is permitted to reset the system following the brake application.
  • the control functions may adjust the count according to the train's current speed so that faster vehicle speeds result in lower counts and increased driver warnings. Random values for the counts may be set at the time of resetting to remove predictability from system behaviour, and thereby mitigate sub-conscious driver acknowledgements.
  • Grade separation is the only certain means of preventing collisions between rail and road traffic at level crossings, but is expensive and not practicable in many rail systems.
  • rail level crossings are protected against collisions through the use of controllable physical barriers, and active audio and visual warning systems that alert a road user that a train is approaching.
  • active audio and visual warning systems that alert a road user that a train is approaching.
  • a train and road vehicle collision is usually due to road users accidentally or intentionally driving through the level crossing when a train is approaching.
  • level crossings In some rural environments in Australia and other countries, there are many thousands of level crossings where no current active protection is provided. The remoteness of the locations and cost are the major deterrents.
  • a variety of passive mitigation strategies are applied as alternatives, such as level crossing approach road redesign, foliage removal, rumble strips (sections of rough road surface producing characteristic noise audible to vehicle occupants), and static warning signs. Collisions at these intersections typically arise because of failure of road users to notice the oncoming train, miscalculating the time of arrival of the train, or through risk-taking behaviour.
  • Ditch lights and side marker lights are also mandated in some jurisdictions to increase train visibility from the side. Ditch lights are typically driver actuated, subject to standing operating procedures Disclosure of the Invention
  • the invention is a computerised control unit for a train driver's vigilance system, comprising:
  • a positioning unit in communication with a positioning system to receive up to date notifications of the current position of the train.
  • a set of vigilance system control functions one set for each track class.
  • control unit is operable to determine the location of the train with respect to the electronic map, including the current section of the track and its track class; and the control unit is further operable to select the set of vigilance system control functions for the current track class for use by the vigilance system.
  • the control unit operates in conjunction with a train driver's vigilance system. It adds knowledge about the train's location to the vigilance system, and intelligence that automatically alters the vigilance system's control functions according to the class of track upon which the train is currently travelling. This not only improves performance of the vigilance system but is also able to improve safety at danger zones such as level crossings.
  • the sets of vigilance system control functions may be stored in the vigilance system or in the control unit. In the former case where the sets of control functions are stored in the vigilance system, the control unit selects and instructs the vigilance system which set of control functions to use according to the current track class. In the alternative where the control unit stores the sets of control functions, it operates to download the appropriate set of control functions to the vigilance unit according to the current track class.
  • the sets of control functions typically receive signals, interpret those signals and output signals to other devices that issue stimuli to the driver that require a control input.
  • Different sets of control functions may be designed to receive different signals, to interpret the signals differently, to issue different stimuli or to require a different control inputs; or any combination of these things.
  • the control functions may receive signals that take account of a range of local track factors, which may be derived from the track class information, including:
  • the control functions may also receive signals from other train-borne systems, including:
  • the control functions may also receive signals from trackside systems, including information about one or more of:
  • Objects that impede forward vision such as tunnels or buildings.
  • the control functions may interpret individual factors differently depending on the current combination of other factors; for instance in approaching a level crossing the response may be different depending on the driver's state of alertness.
  • control functions may also provide other outputs in addition to the vigilance system outputs to the driver. For instance, the control functions may initiate radio transmissions that will control trackside equipment or even close motor vehicles.
  • the location information will typically be obtained from a satellite positioning system such as GPS, GLONASS or Galileo.
  • a satellite positioning system such as GPS, GLONASS or Galileo.
  • trackside transponders can be used to respond to the train's passing by transmitting a signal to the train containing updated location information.
  • a combination of these techniques may be employed to ensure up to date location information is available when the GPS signal is unavailable.
  • the control unit can be quickly deployed in rail vehicles without the need for expensive infrastructure or trackside equipment.
  • the invention is a combination vigilance system and control unit.
  • the invention is a method for controlling a train driver vigilance system, comprising the steps of:
  • the invention is software for performing the method.
  • FIG. 1 is a block diagram of a vigilance system together with a computerised in-train control unit exemplifying the invention.
  • the train driver's control cab is equipped with a vigilance system 10, being a state machine that provides programmed responses according to its current logical state, and includes clocks and counters that procure automatic changes of state (from “suppressed “through several "alarm” states to an "emergency braking” state) according to the passage of time and the drivers response to audible and visual alarms.
  • the vigilance system will make use of a number of warning devices, and one or more driver acknowledgement devices in connection with its ordinary operation.
  • each rail line is overlaid along its length with a series of partially overlapping rectangular zones.
  • a suitable shape and size for each zone has been found to be a square of forty metres per side. (This size and shape of these areas has been derived from consideration of the complexity in developing maps and ease of data processing required in the on-train equipment, balanced against the requirement for sufficient spatial resolution.)
  • Each zone is identified as belonging to one of a multiplicity of track classes.
  • geographical lengths of the track which may be made up of one, several or many of the zones will belong to a particular class.
  • a simple classification scheme may operate as follows:
  • All metropolitan tracks over which the train operates are assigned to a first class.
  • Freight tracks are assigned to a second class.
  • Country tracks are assigned to a third class. Any length of track including an obstacle or hazard is assigned to a fourth class, this is the class requiring the highest vigilance.
  • a further programmable database 30 contains plural sets of vigilance system control functions; one set for each class.
  • a Global Positioning System (GPS) receiver 40 is provided for receiving position information from a GPS system 45 to enable the position of the train to be determined in real time.
  • GPS Global Positioning System
  • the control unit operates to identify the class of a zone corresponding to the vehicles current position (and zone) according to the following process:
  • the control unit will determine the fourth class; which has the strictest timings.
  • control unit will determine the class corresponding to the zone.
  • control unit will determine the class of the inferred zone.
  • control unit will determine the fourth class.
  • control unit will determine the fourth class.
  • the Control Unit 50 is programmed to directly identify the class of the zone in which the train is currently located. Having done so, the Control Unit 50 selects the set of vigilance system control functions applicable to the class of the section of track and invokes their use in the vigilance system. Invocation may take place by mere selection when the sets of control functions are stored in the vigilance system, or by downloading the sets into the system. As a result the vigilance system operates differently in each class of zone. For instance, when the train enters a zone classified as having track conditions that justify higher than normal levels of driver vigilance, the control unit will invoke a set of control functions in the vigilance system that require the driver to respond to more frequent prompts and may require different responses.
  • one or more contiguous zones along a stretch of track may be classed as containing a level crossing.
  • the set of vigilance system control functions applicable to a level crossing class are automatically invoked when the train enters this stretch.
  • the control functions generally include requirements for the driver to acknowledge the vigilance system by taking an action, such as pressing a button or possibly sounding a horn.
  • control functions will require the driver to demonstrate heightened vigilance.
  • the required degree of vigilance may be dependent on other factors whether or not related to the class of the zone, such as the speed of the train, the degree of curve, quality of visibility, weather conditions, the drivers state of vigilance and many other factors.
  • the vigilance system control functions for a level crossing zone will also contain programmed decision logic that determines time to arrival of the train to the crossing. And at either a set distance from the level crossing, or a selected time before arrival at the level crossing the control functions will activate relays to flash lights on the front of the train, preferably red lights, or red and blue alternating lights, and also automatically actuate ditch lights (flashing white lights along the side of the locomotive).
  • the control functions also cause transmission of a coded radio signal receivable by a radio in any nearby motor vehicle equipped to produce audio and (or visual) signals within the vehicle to advise the driver of that vehicle about the approaching level crossing.
  • the radio signal may be able to work co operatively with motor vehicle controls to reduce vehicle speed when a vehicle is approaching the level crossing.
  • the radio path may be direct from train to motor vehicle, via repeaters, or through a wide area network attached to a computerised central administration function controlling communication with many trains and many vehicles.
  • the radio signal can also be coded to control a warning process, such as flashing lights, at the crossing, or roadside warning signals some distance in advance of the crossing.
  • a warning process such as flashing lights, at the crossing, or roadside warning signals some distance in advance of the crossing.
  • Parts of such a train-borne warning system is able to be operated with no additional trackside works or maintenance, where all equipment is locomotive or train mounted. Further equipment, such as motor vehicle carried warning devices or level crossing or roadside warnings can be added to the train-borne system electively and progressively.
  • the control unit 50 also provides inputs to one or more event recorders 60, including image records, and may be used to initiate the commencement of a real time record such as CCTV of events at or near the crossing, in front of the train, or in the train driver's cab.
  • the event recorder will log the time and location, provided GPS reception is available, of emergency brake applications
  • the control unit may be incorporated into a programmable device such as a field programmable gate array (FPGA) or a complex programmable logic device (CPLD).
  • a programmable device such as a field programmable gate array (FPGA) or a complex programmable logic device (CPLD).
  • FPGA field programmable gate array
  • CPLD complex programmable logic device
  • Each map may contain an 'effective date' specifying the date and time on which the map is to become effective.
  • Pre-loading zone maps into a fleet of control units allows simultaneous reconfiguration of the fleet when the effective date is reached.
  • Secure authentication may be employed to allow only approved maps to be loaded infield.
  • a PDA or laptop is used to upload the map to the control unit.
  • a multi-line display in the driver's control cab may be used to display the active zone map, the next zone map scheduled to take effect, the firmware version and the current track zone.
  • Emergency brake application logs may be displayed on the screen by pressing a 'select' button.
  • the control units may be automatically configured at installation for use on different vehicles. This ensures a single control unit can be fitted to different vehicle classes, even if each class requires different vigilance system and interfaces.
  • a universal mounting arrangement also allow fitment of the control units to different vehicle classes while providing easy viewing of the screen.
  • a display associated with the control unit will operates in portrait or landscape mode depending on mounting arrangement.
  • the control unit can be configured to notify train control, via activation of an emergency radio, if a driver has not responded to an emergency brake application within a set time (indicating possible incapacitation). This allows train control to contact the driver to establish the extent of the incident and arrange further assistance if required.
  • Dead-reckoning systems infer vehicle position by observing the vehicles acceleration in two dimensions while also considering the distance travelled by the vehicle during times when the GPS signal is unavailable.

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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

Cette invention concerne la vigilance ferroviaire et, en particulier, une unité de commande pour un système de vigilance pour conducteur de train. L'unité de commande comprend une unité de positionnement en communication avec un système de positionnement pour recevoir des notifications à jour de la position actuelle du train ; une carte électronique de la voie ferrée, pour au moins le voyage en cours, la voie étant divisée en tronçons et chaque tronçon étant associé à une classe de voie ; un ensemble de fonctions de commande de système de vigilance, à raison d'un ensemble pour chaque classe de voie ; une unité de commande actionnable pour déterminer l'emplacement du train par rapport à la carte électronique, comprenant le tronçon actuel de la voie et sa classe de voie ; l'unité de commande étant en outre actionnable pour sélectionner et appeler l'ensemble de fonctions de commande de système de vigilance pour la classe actuelle. Selon un autre aspect, l'invention consiste en une unité de commande et en un système de vigilance combinés. Selon un troisième aspect, l'invention concerne un procédé pour commander un système de vigilance pour conducteur de train, et, selon un quatrième aspect, l'invention concerne un logiciel pour mettre en œuvre le procédé.
PCT/AU2008/001472 2007-10-05 2008-10-03 Unité de commande de système de vigilance ferroviaire Ceased WO2009043109A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AU2008307150A AU2008307150A1 (en) 2007-10-05 2008-10-03 Railroad vigilance system control unit

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
AU2007905456 2007-10-05
AU2007905456A AU2007905456A0 (en) 2007-10-05 Method for improving safety at level crossings

Publications (1)

Publication Number Publication Date
WO2009043109A1 true WO2009043109A1 (fr) 2009-04-09

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PCT/AU2008/001472 Ceased WO2009043109A1 (fr) 2007-10-05 2008-10-03 Unité de commande de système de vigilance ferroviaire

Country Status (2)

Country Link
AU (1) AU2008307150A1 (fr)
WO (1) WO2009043109A1 (fr)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP3050774A1 (fr) * 2009-09-03 2016-08-03 Siemens Rail Automation Holdings Limited Systèmes ferroviaires utilisant une surveillance acoustique
CN114802369A (zh) * 2022-05-06 2022-07-29 郑州铁路职业技术学院 一种列车辅助驾驶方法、系统、电子设备和存储介质

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN112485818B (zh) * 2020-11-12 2022-07-05 卡斯柯信号有限公司 一种列控车载的定位方法、系统及车载终端

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO1989005255A1 (fr) * 1987-12-02 1989-06-15 The Secretary Of State For Defence In Her Britanni Controle et commande de reseau ferroviaire
DE4406721A1 (de) * 1994-02-25 1995-08-31 Siemens Ag Verfahren zum sicheren Betrieb einer Strecke
WO2001076928A1 (fr) * 2000-04-06 2001-10-18 Central Research Laboratories Limited Systeme d'information pour reseau de chemin de fer
WO2003081514A1 (fr) * 2002-03-22 2003-10-02 Ibrahim Nahla Systeme de navigation pour vehicules, d'evitement des collisions et de controle
US20050110628A1 (en) * 2003-05-14 2005-05-26 Wabtec Holding Corporation Operator warning system and method for improving locomotive operator vigilance
DE102005042218A1 (de) * 2005-09-05 2007-03-08 Deutsches Zentrum für Luft- und Raumfahrt e.V. Eisenbahnkollisions-Warneinrichtung

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO1989005255A1 (fr) * 1987-12-02 1989-06-15 The Secretary Of State For Defence In Her Britanni Controle et commande de reseau ferroviaire
DE4406721A1 (de) * 1994-02-25 1995-08-31 Siemens Ag Verfahren zum sicheren Betrieb einer Strecke
WO2001076928A1 (fr) * 2000-04-06 2001-10-18 Central Research Laboratories Limited Systeme d'information pour reseau de chemin de fer
WO2003081514A1 (fr) * 2002-03-22 2003-10-02 Ibrahim Nahla Systeme de navigation pour vehicules, d'evitement des collisions et de controle
US20050110628A1 (en) * 2003-05-14 2005-05-26 Wabtec Holding Corporation Operator warning system and method for improving locomotive operator vigilance
DE102005042218A1 (de) * 2005-09-05 2007-03-08 Deutsches Zentrum für Luft- und Raumfahrt e.V. Eisenbahnkollisions-Warneinrichtung

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP3050774A1 (fr) * 2009-09-03 2016-08-03 Siemens Rail Automation Holdings Limited Systèmes ferroviaires utilisant une surveillance acoustique
CN114802369A (zh) * 2022-05-06 2022-07-29 郑州铁路职业技术学院 一种列车辅助驾驶方法、系统、电子设备和存储介质
CN114802369B (zh) * 2022-05-06 2023-06-16 郑州铁路职业技术学院 一种列车辅助驾驶方法、系统、电子设备和存储介质

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