EP2470408A1 - Initialisation of a signalling system - Google Patents
Initialisation of a signalling systemInfo
- Publication number
- EP2470408A1 EP2470408A1 EP11721085A EP11721085A EP2470408A1 EP 2470408 A1 EP2470408 A1 EP 2470408A1 EP 11721085 A EP11721085 A EP 11721085A EP 11721085 A EP11721085 A EP 11721085A EP 2470408 A1 EP2470408 A1 EP 2470408A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- train
- signalling
- database
- equipment
- network
- 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.)
- Granted
Links
- 230000011664 signaling Effects 0.000 title claims abstract description 91
- 230000006854 communication Effects 0.000 claims abstract description 35
- 238000004891 communication Methods 0.000 claims abstract description 35
- 238000000034 method Methods 0.000 claims abstract description 19
- 238000001514 detection method Methods 0.000 claims abstract description 18
- 230000036961 partial effect Effects 0.000 claims description 8
- 230000005540 biological transmission Effects 0.000 description 5
- 230000001276 controlling effect Effects 0.000 description 4
- 230000007175 bidirectional communication Effects 0.000 description 3
- PLAIAIKZKCZEQF-UHFFFAOYSA-N methyl 6-chloro-2-oxo-3h-1,2$l^{4},3-benzodithiazole-4-carboxylate Chemical compound COC(=O)C1=CC(Cl)=CC2=C1NS(=O)S2 PLAIAIKZKCZEQF-UHFFFAOYSA-N 0.000 description 2
- 230000008569 process Effects 0.000 description 2
- 230000001755 vocal effect Effects 0.000 description 2
- 230000002457 bidirectional effect Effects 0.000 description 1
- 230000008859 change Effects 0.000 description 1
- 238000012790 confirmation Methods 0.000 description 1
- 230000002596 correlated effect Effects 0.000 description 1
- 230000001419 dependent effect Effects 0.000 description 1
- 238000012423 maintenance Methods 0.000 description 1
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- 238000012986 modification Methods 0.000 description 1
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- 230000000717 retained effect Effects 0.000 description 1
- 230000036962 time dependent Effects 0.000 description 1
- 230000007704 transition Effects 0.000 description 1
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
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L1/00—Devices along the route controlled by interaction with the vehicle or train
- B61L1/14—Devices for indicating the passing of the end of the vehicle or train
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- 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
- B61L25/026—Relative localisation, e.g. using odometer
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
- B61L27/40—Handling position reports or trackside vehicle data
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L3/00—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal
- B61L3/02—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control
- B61L3/08—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control controlling electrically
- B61L3/12—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control controlling electrically using magnetic or electrostatic induction; using radio waves
- B61L3/121—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control controlling electrically using magnetic or electrostatic induction; using radio waves using magnetic induction
Definitions
- This invention relates to a method of initialising a rail signalling system for a rail network with a plurality of trains located therein and a rail signalling system for controlling the movement of one or more trains on a rail network.
- Fig. 1 schematically shows a typical computer-based train control system, such as could be used, for example, with an unmanned metro or underground rail network.
- Two trains 1 a, 1 b are shown on a line 2.
- a platform 3 is shown near train l a's location.
- the network is divided into signalling sections, shown by the dotted lines, with signalling equipment 4, in this case a signalling equipment hub, in each section.
- both trains 1 a, 1 b are within the same section.
- the trains are in bidirectional radio communication 5a, 5b with signalling equipment 4 within the section.
- Each signalling equipment 4 is connected to a central control system 6 allowing bi-directional communication therebetween.
- train location is detected on the train 1 a, 1 b, for example via absolute position references ("APR"s), for example where the train passes a unique identifiable marker (not shown in Fig. 1 ), or derived via odometry and / or via a tachometer.
- APR absolute position references
- the trains report their location to the signalling equipment 4 by radio.
- the signalling equipment hub 4 uses the train location reports and requests from the control system 6 to compute the signalling data sent to trains 1 a, 1 b.
- the invention is considered to be particularly advantageous in relation to metro / underground rail systems and unmanned systems.
- unmanned systems are often also metro / underground systems.
- This aim is achieved by providing a diverse, relatively coarse train detection system in a centralised, overseeing capacity, together with a train database, which monitors the locations of all trains within the railway (or area) under consideration.
- Such a system provides for initialisation of a signalling system which does not have continuous trackside train detection, such as that provided by track circuits.
- a train location detection system diverse to the signalling architecture, comprising a train database for storing the location of each train within the network at a block level, the train database being in communication with the controller for sending train location information thereto;
- a rail signalling system for controlling the movement of one or more trains on a rail network, the system having a signalling architecture comprising: signalling equipment, signalling communication equipment located on each train for enabling train location information to be sent from the train to the signalling equipment; and a controller in communication with the signalling equipment, for controlling the signalling equipment;
- rail signalling system further comprises:
- a train location detection system comprising:
- train database for storing the location of each train at a block level within the network, the train database being in communication with the controller for sending train location information thereto;
- beacons defining the blocks, located at spaced locations within the network
- communications means for enabling information confirming that a train has passed a beacon to be sent to the train database
- the signalling architecture and train location detection system being diverse such that in the event of partial or complete failure of the signalling architecture, or failure of an individual train on the network, train locations remain available from the train database.
- the present invention is therefore capable of providing, inter alia, the following advantages:
- Fig. 1 schematically shows a typical computer-based train control (“CBTC”) system
- Fig. 2 schematically shows a computer-based train control system in accordance with the present invention.
- FIG. 2 An embodiment of the invention is schematically shown in Fig. 2. As for as possible, the numbering system used in Fig. 1 has been retained for like items.
- the present invention can be directly applied to "closed” railway, with captive stock, such as a metro system or to an "open” railway, by transitioning trains into and out of the area.
- the embodiment shown and described with reference to Fig. 2 is for a typical computer-based train control ("CBTC") system, with no use of either track circuits or GPS.
- CBTC computer-based train control
- a portion of a rail network is shown having two trains, 1 a and 1 b.
- Platforms are shown at 3, signalling equipment at 4 and a controller at 6.
- Bidirectional communications for example bi-directional radio communications, between signalling equipment 4 and trains 1 a and 1 b are shown as 5a and 5b respectively.
- the combination of signalling equipment 4, controller 6 and train- carried signalling communication apparatus constitutes a signalling architecture.
- the network is divided into a plurality of relatively coarse train location blocks by trackside-located beacons 7.
- one beacon 7 is provided at each end of a platform 3. There need not be many of these beacons/sensors, as only coarse train detection is required.
- the provision of these beacons 7 enables each train 1 to be located within a block, each block being delimited by two beacons 7.
- the location definition provided is relatively coarse compared to that available through the signalling architecture in fault-free operation.
- Each block can contain more than one train.
- Each beacon 7 has a unique identifier or ID, and furthermore is in communication with a train database 8, in this example via fixed lines which give optimum reliability, although wireless transmission, for example radio transmission, may alternatively be used.
- Train database 8 maintains a record of the location of each train on a block level.
- Train database 8 is communicatively connected to controller 6, for example by hard-wiring or wireless means, for communication therewith.
- beacons 7 are capable of both wirelessly transmitting their unique identifiers to train- carried beacon detection means in the form of transceivers 9a, b when they pass, and of receiving train identifiers (i.e. comprising the train-specific ID) from the transceivers 9a, b.
- Such wireless transmission may comprise radio frequency transmission, Bluetooth (RTM) or the like.
- the transceivers 9a, b are also able to detect movement of the train using inertial navigation sensors.
- the transceivers 9a, b are fitted externally to the trains, and are battery-backed such that they contain their own power source.
- the beacons 7 are operable to send the received train identifiers from transceivers 9a, b, together with the beacons' own unique identifiers, to train database 8.
- transceivers 9a, b are operable to send their train identifiers together with the received beacon identifiers, to signalling equipment 4, via the train-carried signalling communication equipment using bidirectional communication 5.
- the beacon identifiers and train identifiers may then be forwarded to controller 6 and then on to train database 8. Therefore, whenever a train 1 passes a beacon 7, both the train identifier and beacon identifier are sent to the train database 8 so that the block location of the train 1 is recorded. Having this information sent by both the beacon 7 and train 1 provides the security of a back-up transmission path for redundancy.
- Fig. 2 shows that each train 1 carries two transceivers 9, typically one (9a) proximate the front of the train, and one (9b) proximate the rear. Such an arrangement is useful to confirm that the entirety of the train has passed into one block, or conversely that the train straddles two adjacent blocks, with this confirmation being performed by the controller 6. Having two transceivers 9a, b also provides redundancy if one transceiver should fail.
- the beacon to train database communications system is wholly diverse to the signalling architecture. Therefore, if one system should fail, the other will be unaffected.
- the controller 6 has a processor which receives train reports from all valid sources as is known in the art, including from the train database 8. During failure conditions, it is possible that only this coarse train location may be received in certain areas.
- Train locations may be passed from the signalling system to the train database, in order to enable clearing of the "coarse blocks”.
- the communications system could be "mesh" based, with limited use of fixed communications.
- the train location in these areas could be determined via GPS, rather than via trackside beacons.
- the system could be extended to include other equipment, for example trolleys and other track-mounted equipment etc. used during possessions. This would require different types of trains in the train database, and then an output from the train database to indicate whether or not such items were still on the railway.
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Automation & Control Theory (AREA)
- Train Traffic Observation, Control, And Security (AREA)
Abstract
Description
Claims
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
GB1007073A GB2479900A (en) | 2010-04-28 | 2010-04-28 | Block by block initialisation of a rail signalling system for a rail network. |
PCT/GB2011/050842 WO2011135368A1 (en) | 2010-04-28 | 2011-04-28 | Initialisation of a signalling system |
Publications (2)
Publication Number | Publication Date |
---|---|
EP2470408A1 true EP2470408A1 (en) | 2012-07-04 |
EP2470408B1 EP2470408B1 (en) | 2017-07-19 |
Family
ID=42270949
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP11721085.6A Active EP2470408B1 (en) | 2010-04-28 | 2011-04-28 | Initialisation of a signalling system |
Country Status (3)
Country | Link |
---|---|
EP (1) | EP2470408B1 (en) |
GB (1) | GB2479900A (en) |
WO (1) | WO2011135368A1 (en) |
Families Citing this family (5)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
GB201201768D0 (en) * | 2012-02-01 | 2012-03-14 | Qinetiq Ltd | Control of transport networks |
EP2862778B1 (en) * | 2013-10-15 | 2017-01-04 | Bayern Engineering GmbH & Co. KG | Method for generating measurement results from sensor signals |
WO2016121003A1 (en) * | 2015-01-27 | 2016-08-04 | 三菱電機株式会社 | Train information management device and train information management method |
DE102015207223A1 (en) * | 2015-04-21 | 2016-10-27 | Siemens Aktiengesellschaft | Method and device for locating a rail vehicle operating in a CBTC (Communication-Based Train Control) train control and protection system |
FR3075742B1 (en) * | 2017-12-22 | 2020-01-10 | Alstom Transport Technologies | METHOD FOR RESETTING A ZONE CONTROLLER AND ASSOCIATED SYSTEM FOR AUTOMATIC TRAIN CONTROL |
Family Cites Families (8)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US5398894B1 (en) * | 1993-08-10 | 1998-09-29 | Union Switch & Signal Inc | Virtual block control system for railway vehicle |
US5803411A (en) * | 1996-10-21 | 1998-09-08 | Abb Daimler-Benz Transportation (North America) Inc. | Method and apparatus for initializing an automated train control system |
US5950966A (en) * | 1997-09-17 | 1999-09-14 | Westinghouse Airbrake Company | Distributed positive train control system |
US6459965B1 (en) * | 2000-11-22 | 2002-10-01 | Ge-Harris Railway Electronics, Llc | Method for advanced communication-based vehicle control |
JP3682600B2 (en) * | 2000-12-21 | 2005-08-10 | 株式会社日立製作所 | Electric railway power system control method and apparatus |
JP3981829B2 (en) * | 2003-05-15 | 2007-09-26 | 西日本旅客鉄道株式会社 | Train operation information system |
JP4454303B2 (en) * | 2003-12-22 | 2010-04-21 | 株式会社日立製作所 | Signal security system |
US7395140B2 (en) * | 2004-02-27 | 2008-07-01 | Union Switch & Signal, Inc. | Geographic information system and method for monitoring dynamic train positions |
-
2010
- 2010-04-28 GB GB1007073A patent/GB2479900A/en not_active Withdrawn
-
2011
- 2011-04-28 WO PCT/GB2011/050842 patent/WO2011135368A1/en active Application Filing
- 2011-04-28 EP EP11721085.6A patent/EP2470408B1/en active Active
Non-Patent Citations (1)
Title |
---|
See references of WO2011135368A1 * |
Also Published As
Publication number | Publication date |
---|---|
GB2479900A (en) | 2011-11-02 |
EP2470408B1 (en) | 2017-07-19 |
GB201007073D0 (en) | 2010-06-09 |
WO2011135368A1 (en) | 2011-11-03 |
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