Claims:We Claim
1. An Apparatus for cyber signalling and train traffic control, comprising:
a plurality of Fiber Bragg grating (FBG) assembly unit mounted on rail to obtain strain into shift in Bragg wavelength of sensors;
a local control unit (LCU), coupled to said assembly unit and is configured to receive and process the wavelength shift to provide information regarding train axle count at detection points (DP) of a point zone and point zone status;
a wireless communication network, configured to communicate the said information to control unit (CU);
a control unit (CU), configured to process the axle count information of detection points (DP) of one or more point zones to find track occupancy status and store the track occupancy status and points status information associated with one or more railway tracks; and
a human machine interface (HMI) device, configured to display plurality of track occupancy status and current point zones status of rail yard to users, wherein said HMI device further configured to take decision regarding setting of train route and instructs the control unit (CU) to send signals and operate specific point machine and setting of railway signals to direct train traffic.
2. The Apparatus for cyber signalling and train traffic control as claimed in claim 1, wherein fiber Bragg grating (FBG) assembly unit includes a Fiber Bragg Grating sensor with a plurality of at least one of stainless steel, alloy metal or plastic clamps is mounted on the rail.
3. The Apparatus for cyber signalling for automatic train traffic control as claimed in claim 2, wherein Fiber Bragg Grating sensor is mounted on the middle of the rail between two sleepers.
4. The Apparatus for cyber signalling and train traffic control as claimed in claim 1, wherein HMI device includes at least one of mobile phone, tablet or desktop computer, wherein HMI device is configured to monitor system status and direct train traffic.
5. The Apparatus for cyber signalling and train traffic control as claimed in claim 1, wherein the communication network is configured to communicate rail yard status information to an authorized user.
6. The Apparatus for cyber signalling and train traffic control as claimed in claim 5, wherein the communication network to communicate rail yard status information to the users via Wireless private network (WLAN).
7. A method for cyber signalling and train traffic control, comprising:
mounting of FBG assembly unit on the rail to obtain strain in form of wavelength shift;
transmitting shift in bragg wavelength from FBG assembly unit to local control unit (LCU),
receiving and processing of wavelength shift at local control unit (LCU) to provide information regarding train axle count at detection points (DP) of a point zone and point zone status;
communicating the information to control unit (CU) through wireless communication network;
processing the axle count information of detection points (DP) of one or more point zones to find track occupancy status and store the track occupancy status and point zone status at control unit (CU);
displaying the status at HMI devices for deciding train route and instructing control unit (CU);
communicating with one or more local control unit (LCU) to drive one or more point machines for setting of predetermined route; and
signalling to direct train traffic.
8. The method for cyber signalling and train traffic control as claimed in claim 7, wherein HMI device further includes displaying of animated video of train movement on a specific date and time slot.
9. The method for cyber signalling and train traffic control as claimed in claim 8, further comprising:
setting of predetermined date and time of trains movement;
obtaining data of predetermined date and time of trains movement from the control unit (CU);
creating animated video based on the data; and
displaying the video at speed set by users.
10. A cyber signalling and train traffic control system at railway yard comprising:
a plurality of FBG assembly unit to provide shift in bragg wavelength;
a local control unit (LCU), coupled to said assembly unit and configured to receive and process said wavelength shift to provide information regarding train axle count at detection points (DP) of a point zone and the point zone status, wherein said LCU further comprises driving of one or more point machines for setting of predetermined route;
a wireless communication network having client and base station, to communicate said information between control unit (CU), local control unit (LCU) and HMI device ;
a control unit (CU), to process the axle count information of detection points (DP) of one or more point zones to detect track occupancy and store the track occupancy status and points status information associated with one or more railway tracks; and
a Human machine interface (HMI) device to display plurality of track occupancy status and current point zones status of rail yard to users wherein said HMI device further configured to take decision regarding setting of train route and instructs the control unit (CU) to communicate with one or more local control unit (LCU) and drive one or more point machines for predetermined route setting and railway signalling to direct train traffic.
11. A local control unit (LCU) for cyber signalling and train traffic control as claimed in claim 10, comprising:
an optical instrument, configured to receive and analyse the data obtained from FBG assembly unit in the form of strain;
a data processing unit (DPU), configured to process the received data from FBG assembly unit and calculate the train axles at detection points (DP) of a point zone and the point zone status;
PLCs and relays, configured to drive point machine based on track occupancy status information; and
a power supply system, configured to provide electricity supply to local control unit.
12. The local control unit (LCU) for cyber signalling and train traffic control as claimed in claim 11, wherein LCU is a client terminal.
13. A Control unit (CU) for cyber signalling and train traffic control as claimed in claim 10, comprising:
a network switch to connect Point machine server (PMS) and Track status server (TSS);
a track status server (TSS) records current status of tracks and point machine; and
a point machine server (PMS) accesses database of track status server (TSS) and instruct LCU to drive point machine for train route setting, through wireless communication network.
14. The Control unit (CU) for cyber signalling and train traffic control as claimed in claim 13, wherein control unit(CU) is application server terminal.
15. The cyber signalling and train traffic control system at railway yard as claimed in claim 10, wherein at least one LCU is present across a point zone.
16. The cyber signalling and train traffic control system at railway yard as claimed in claim 10, wherein plurality of LCUs is connected to a CU for signalling and route setting through communication network.
17. The cyber signalling and train traffic control system at railway yard as claimed in claim 10, wherein said plurality of FBG assembly unit is connected in series.
18. The cyber signalling and train traffic control system at railway yard as claimed in claim 17, wherein at least six FBG assembly units are used near a point zone.
19. The cyber signalling and train traffic control system at railway yard as claimed in claim 10, wherein the system is able to switch from wireless mode to manual mode and vice-versa.
, Description:TECHNICAL FIELD

[0001] The present disclosure generally relates to railway signalling. In particular, the present disclosure pertains to instrumentation for setting of train route by real time monitoring of track status in rail yard using Fiber Bragg Grating (FBG) based sensors. The present invention also discloses the method and system for train traffic control by computerized setting of appropriate signals and route for the trains.

BACKGROUND

[0002] Background description includes information that may be useful in understanding the present invention. It is not an admission that any of the information provided herein is prior art or relevant to the presently claimed invention, or that any publication specifically or implicitly referenced is prior art.
[0003] Signalling is an important operation at railway yard. Railway signaling is a system used to manage train route for maximum utility of train tracks and facilitate efficient movement of trains at rail yard. The system also ensures safety between two or more trains which cross or approach path of each other.
[0004] Signalling and train control includes route settings and point machine operation to divert the train to the desired route. Usually, the point machine at railway yards are operated manually and the operations staff do not have first-hand information on track occupancy. The track information has to be obtained by visually inspecting the railway tracks. The driver of the train is accompanied by a helper. The duty of the helper is to step out from train at each point and manually operate the point by pressing an electric button. There is no real time information of locomotives/wagons.
[0005] Conventional signalling and train operation control systems create complexity in yard and delays movement of locomotives due to route interlocking and long clearance time. In addition, when the points are operated manually more man power is required and efficiency is reduced. It is also prone to human error during operation. Another issue is the lack of information to the site supervisors and managers who are away from the location and ignorant about actual scenario at the site. Lack of information in real time is another major barrier in managing railway yards.
[0006] Application No. US 11/984,604, entitled “System and method for rail yard process monitoring” relates to system and method for planning and monitoring rail yard processes and performance. The rail yard monitor system captures parameter inputs from various sensors and interfaces throughout the rail yard. These parameters are combined in the formulation of metrics which indicate progress towards completion and productivity of operational tasks and processes within the rail yard. The system includes a versatile user interface to visualize the yard flow process through interactive displays. But, the system does not manage the train yards in real time.
[0007] Application No. CN 106985879A, entitled “A kind of train occupation detecting system and method” relates to a kind of rail transit train control. The system includes fiber grating unit for detecting stress variation is connected with grating modulation demodulation unit, for collecting signals and safe computing unit to make calculation regarding train detection. The system improves the safety of urban track traffic operation. But, the system does not operate point machine wirelessly using FBG sensing technology.
[0008] Patent No. US 4763267, entitled “System for track sections in an interlocking area as occupied or unoccupied” relates to a system for indicating the presence of trains in an interlocking area. The system comprising a track circuit including- a track-circuit transmitter for transmitting an occupancy detection signal, and one or more track-circuit receivers each having an input for receiving said occupancy detection signal based on occupancy condition on associated track side, And a multi-computer system having at least two independent computer operating in parallel, a communication link between the multi-computer system and the interlocking station for communicating said output data and any said failure indication to the interlocking station. But, the system is complex and not providing real time track occupancy using FBG sensors.
[0009] The present invention discloses a safe system for high-speed railway. Therefore, there exists need for computerized solution for signalling, route setting and managing of locomotives/wagons in rail yard with availability of data for analytics/replay and better asset utilization is highly desired.

OBJECTS OF THE INVENTION

[0010] An object of the present disclosure is to resolve problems and disadvantages of conventional technologies as described above.
[0011] An object of the present disclosure is to provide a FBG based sensor that is easy to install, use, and configure.
[0012] It is an object of the present disclosure to characterize the change in Bragg wavelength of FBG sensors.
[0013] Another object of the present disclosure is to provide a device for computerized signalling and real time train traffic control using FBG sensors.
[0014] It is an object of the present disclosure to provide a system that can set the route of train based on track occupancy status and point zone status information.
[0015] It is an object of the preset disclosure to provide a system that can setting of railway signals to direct train traffic.
[0016] It is an object of the present disclosure to provide a system that can display animated video of all trains movement on a specific date and time slot.
[0017] It is an object of the present disclosure to provide a system that can switch to manual mode to wireless mode and vice-versa.

SUMMARY

[0018] Aspects of the present disclosure relate to strain based device and system for computerized signalling and real time train traffic control using Fiber Bragg Grating (FBG) assembly unit or FBG packaged strain sensor. The FBG assembly unit is connected to Local control Unit (LCU) which is near every point zone to count train axles and point zone status. LCU also drives point machines for desired route setting of train. LCU communicates axle count information near detection point of point zone to Control Unit (CU) through communication network. The processor in Control Unit (CU) compares the number of axle count at point zones to detect track occupancy. Control Unit (CU) also store track status and point zone status information. The real time yard status is displayed on Human Machine Interface (HMI) device. The device also instructs CU to communicate with LCU to drive point machines. The status information is not limited to track occupancy and points positions, among other like information.
[0019] Fiber Bragg Grating (FBG) sensor of the present disclosure is highly sensitive, simple, compact, easily and widely deployable even in logistically difficult environment. Another aspect the present disclosure provides a method and system for deployment of FBG sensor with metal protective casing housing clamp called as FBG assembly unit, mounted under the rail in middle between two sleepers.
[0020] FBG assembly unit is connected with programmable optoelectronic instrument using armored fiber optical cable to interrogate reflected optical signals with a Bragg wavelength. When the train passes over the rail, the track gets strain and the FBG sensors cause a shift in Bragg wavelength. The optoelectronic instrument computes the wavelength shift due to strain and communicates this information to Data Processing Unit (DPU). DPU in local unit calculate the number of train axles at detection points (DP) of a point zone.
[0021] In another aspect, the present disclosure provides a system with Local control unit (LCU) and control unit (CU) working as client and server terminal. LCU act as client terminal includes optoelectronic instrument, data processing unit (DPU), PLCs and relay, power supply etc. for counting train axles and rail point zone status and send to CU through wireless communication network. CU act as server terminal includes a Processing unit, a network switch (NS), a track status server (TSS)and a point machine server (PMS) to detect track occupancy and store track status and point zone status information. CU also instructs Programmable logic controllers (PLC) and relay in LCU to operate point machine for train route setting, through wireless communication network.
[0022] In another aspect, the users (loco driver or any authorized person) of HMI device is having authorized user ID and password can monitor the current rail yard status wirelessly and manages the trains operation by selecting the position (Normal/Reverse) of point machine (PM) with their HMI device.
[0023] In an aspect, present disclosure provides a method for creating of animated video of all trains movement on a specific date and time slot and displaying the video at desired speed to authorized users. The method includes determine date and time of trains movement, obtaining data from the control unit (CU) in the form of table and creating animated video based on data table and display to authorized users.
[0024] In yet another aspect, the present disclosure provide a system with feature to switch from wireless mode to manual mode and vice-versa.
[0025] In yet another aspect, the present disclosure provides a system for managing movement of locomotives, railroad cars, coaches, private railroad cars, wagons etc. in a particular area, wherein the system can include one or more FBG assembly unit.
[0026] Various objects, features, aspects and advantages of the inventive embodiments, along with the accompanying drawing figures in which like numerals represent like components.
[0027] Hence, the present invention provides a modular, flexible and real time solution with computerized signalling and train traffic control at railway yard using FBG sensors. The system improves asset utilization, increase efficiency and reduce human error.

BRIEF DESCRIPTION OF THE DRAWINGS

[0028] The accompanying drawings are included to provide a further understanding of the present disclosure, and are incorporated in and constitute a part of this specification. The drawings illustrate exemplary embodiments of the present disclosure and, together with the description, serve to explain the principles of the present disclosure.
[0029] FIG. 1 illustrates System architecture in accordance with an embodiment of the present disclosure.
[0030] FIG. 2 illustrates Hardware Flow diagram with client and server in accordance with embodiments of the present disclosure.
[0031] FIG. 3(a,b) illustrates side view of clamp which is a protective casing housing, in accordance with an embodiment of the present disclosure.
[0032] FIG. 4 illustrates railway yard layout in accordance with an embodiment of the present disclosure.
[0033] FIG. 5 illustrates exemplary Yard view available at users HMI devices, in accordance with an embodiment of the present disclosure.
[0034] FIG. 6(a-j) illustrates Page view at users HMI devices to select and operate (Normal/Reverse) selected point machine (PM), in accordance with an embodiment of the present disclosure.

DETAILED DESCRIPTION

[0035] Unless the context requires otherwise, throughout the specification and claims which follow, the word “comprise” and variations thereof, such as, “comprises” and “comprising” are to be construed in an open, inclusive sense that is as “including, but not limited to.”
[0036] Reference throughout this specification to “one embodiment” or “an embodiment” means that a particular feature, structure or characteristic described in connection with the embodiment is included in at least one embodiment. Thus, the appearances of the phrases “in one embodiment” or “in an embodiment” in various places throughout this specification are not necessarily all referring to the same embodiment. Furthermore, the particular features, structures, or characteristics may be combined in any suitable manner in one or more embodiments.
[0037] As used in this specification and the appended claims, the singular forms “a,” “an,” and “the” include plural referents unless the content clearly dictates otherwise. It should also be noted that the term “or” is generally employed in its sense including “and/or” unless the content clearly dictates otherwise.
[0038] The headings and abstract of the disclosure provided herein are for convenience only and do not interpret the scope or meaning of the embodiments.
[0039] Reference will now be made in detail to the exemplary embodiments of the present disclosure, examples of which are illustrated in the accompanying drawings. Wherever possible, the same reference numbers are used in the drawings and the description to refer to the same or like parts.
[0040] The following discussion provides many example embodiments of the inventive subject matter. Although each embodiment represents a single combination of inventive elements, the inventive subject matter is considered to include all possible combinations of the disclosed elements. Thus if one embodiment comprises elements A, B, and C, and a second embodiment comprises elements B and D, then the inventive subject matter is also considered to include other remaining combinations of A, B, C, or D, even if not explicitly disclosed.
[0041] Embodiments of present disclosure described herein relate to a device, system and method for real time train traffic control based on Fiber Bragg Grating (FBG) sensors. FBG sensor is configured to transduce vibrations into strain and generate corresponding signal that are interpreted and recorded by an optoelectronic instrument and data processing unit (DPU) for further analysis.
[0042] In an embodiment, a displacement/strain based device for real-time track occupancy and point zones monitoring is provided. The device can include an assembly unit, having FBG packaged strain sensor placed in robust metal protective casing housing and mounted under the rail in middle between two sleepers and configured to transduce vibrations to strain variations. FBG assembly unit is operationally coupled to an optoelectronic instrument and data processing unit (DPU) of local unit to receive the signals for interpretation and processing.
[0043] In an embodiment, present disclosure provides a system for displaying of animated video of all trains movement on a specific date and time slot and displaying the video at desired speed to authorized users.
[0044] In an embodiment, the present disclosure provides a system with Local control unit (LCU) and Control Unit (CU) working as client and server terminal. LCU act as client terminal, counting train axle count at detection points (DP) of a point zone and also check point zone status. Whereas CU act as server terminal, compares the axle count of Detection points (DP) of two or more point zones to detect tracks occupancy. Further, CU stores the track occupancy status and point zone status information in the database. CU also instructs LCU to operate point machines (PM) for a designated train route, through wireless communication network.
[0045] In further embodiments, Every point zone, entry/exit side and unloading side is fixed with more than two detection points (DP) to get axle count information. Detection point (DP) is the point having pair of FBG sensors attached to get strain. The number of axles at Detection points of two or more point zones compares to detect track occupancy.
[0046] In an embodiment, the present disclosure provides a system with a CU (server terminal) communicating with multiple LCUs (client terminal) for operating their point machine at point zones and train route settings. Every point zone owns a local control unit (LCU). LCU communicate track occupancy information and route setting by operating Point Machine (PM) in point zone.
[0047] Fiber Bragg Grating (FBG) sensors, that have advantages such as low fatigue, high sensitivity, and ultra-fast response, can be advantageously utilized for detecting and recording vibrations. FBG is a periodic modulation of refractive index of a core of a single-mode photosensitive optical fiber along its axis. In implementation, when a broadband light is launched into an FBG, a single wavelength that satisfies the Bragg condition can be reflected back while the rest of the spectrum is transmitted. This reflected Bragg wavelength (?B) of the FBG can be given by
?B=2neff ?

Where, ? is periodicity of grating, and neff is effective refractive index of fiber core.

[0048] Any external perturbation such as strain, temperature, etc. at the grating site of FBG sensor can alter periodicity of grating and in turn change the reflected Bragg wavelength. By interrogating shift in Bragg wavelength, parametric external perturbation can be quantified.
[0049] FIG.1 illustrates the system architecture with FBG sensors assembly units (S1-S6) 101,is coupled with a Local control unit (LCU) 102, Wi-Fi client 103, Point Machine (PM) 104, control unit (CU) 109 and Wi-Fi Base station 108. Further, LCU 102 includes optoelectronic instrument, data processing unit (DPU), PLCs, Relays and Ethernet Switch with Wi-Fi client 103.The system also includes a central unit (CU) 109 with network switch (NS) 105, Point machine server (PMS) 106, Track status server (TSS) 107 with Wi-Fi base station 108.
[0050] Fiber Bragg Grating (FBG) sensor assembly unit 101 includes FBG sensors with clamps (as shown in Fig. 3a & 3b) are mounted in middle of rail between the sleepers to get maximum deflection. FBG sensors reflect vibration in to strain when the train wheel pass over the rail. These sensors are attached to the rail using special type of clamps and fixtures developed for the purpose. The clamps are designed to transfer the strain from the rails to the sensors in a linear.
[0051] In an embodiment, the FBG sensor assembly unit 101 includes a FBG packaged strain sensor in between pair of clamps to measure strain. Further, plurality of FBG sensor assembly units 101 is mounted in series at each railway line and at least six FBG sensor assembly units close to every point zone.
[0052] Further in fig. 1, LCU 102 includes Optoelectronic Instrument act as a light source for FBG sensors and also receives, analyses the reflected light from the sensors. The Optoelectronic instrument is connected to Data Processing Unit (DPU) via USB port. Data processing unit (DPU) processes the corresponding Bragg wavelength shift due to strain caused by train at every Detection point (DP) of a point zone to calculate train axles and check point zone status. Wi-fi client 103 sends this data to control unit (CU) 109 through wireless communication network. [0053] In an embodiment, each track is divided in to Sections (S) which have two or more detection points (DP) having plurality of FBG sensors. Every DP send the sensor data to the DPU in local control unit (LCU) 102 to process and count number of axles at specific DP.
[0054] Further in fig. 1, the control unit (CU) 109 with servers (106,107), processing unit 110 and network switch (NS) 105 is connected with Wi-Fi base station 108. Processing unit 110 in control unit (CU) 109 compares the number of axles of every DP of point zones to detect track occupancy and store data in database of track status server 107. The Point machine server 106 is coupled with track status server 107 to keep real time status of each track in the rail yard through network switch 105. Human Machine Interface (HMI) device of local users (LU-1,2,3…) displays the real time track occupancy status and point zone status of railway yard. When the authorized user (LU-1,2,3) try to change the mode (Normal/Reverse) of a particular point zone in the rail yard, the request is send to the Point Machine server 106 through Wi-Fi base station 108. The point machine server 106 checks the database of control unit (CU) 109 firstly. Then, the command is sent to corresponding LCU 102, through wireless communication network and the Point Machine (PM) in a point zone changes its state to Normal/Reverse position accordingly.
[0055] In other embodiment, HMI device includes mobile phone, tablet and the desktop computer etc.
[0056] In further embodiments, CU act as application server terminal to run web applications.
[0057] Further in Fig.1, Wi-Fi Client 103 and Wi-Fi base station 108 act as wireless communication medium between LCUs 102, CU 109 and HMI devices of users (LU-1,2,3…) for train occupancy detection and computerized route setting for train traffic control.
[0058] In other embodiment, the wireless communication network to communicate railway yard status information to the users is Wireless Local area Network (WLAN)
[0059] Fig.2 shows the hardware flow chart with Local control unit (LCU)/client and Control Unit (CU)/server. At client side, FBG based point zone occupancy detection system 201 drives the track relay 202. The Point machine (PM) 203 is hybrid interlocked 204 to occupied section (S) through relays 202 and Programmable logic controller (PLCs) 205 as per status given by FBG based point zone occupancy detection system 201. At server side, an authorized user (LU-1, 2, 3…) has real time rail yard status information and gives command to operate point machine (PM) 203 through their Human machine interface (HMI) device. The point machine server 210 then checks the current point status through track status server 211, gives appropriate command to point machine 203 through Wi-fi client 207 and base station 208.
[0060] Fig.3 (a & b) is a clamp view which is a typical robust metal protective casing housing to place FBG packaged strain sensor and mounted under the rail in middle between two sleepers. The designing of the robust packaging is allowing to operate in harsh environment. All the connections to the sensors are using armored Fiber optic cables. The positions of the sensors not affect the safe operation of the train and not required any modifications and preparations on the existing track structures.
[0061] In other embodiment, the clamp which is metal protective casing housing made up of stainless steel, any alloy metal or plastic etc.
[0062] Fig. 4 is a typical yard view with multiple points like 126A, 126B, 127A, 127B, 128A, 128B, 129A, 129B, 130 etc. The yard view is having multiple entry/exit side and multiple point zones.
[0063] FIG. 5 illustrates an exemplary yard status with date and time available to users (Loco driver/ Points Man/ Yard Master) through HMI device. The yard includes sections (S), Detection points (DP) and point zones. Point zone information tells the point machine (PM) status (Normal/Reverse) at that particular time on that day.
[0064] Figure is showing yard with multiple entry and exit side. The tracks and point zones are divided in to sections (S1-S26) and detection points (DP1- DP34) to detect track occupancy and point machine (PM) status. DP counts the number of axles of train passing through it. The difference of number of axles of train in Detection points of two or more point zones decides occupancy of track. For example, when the train enters in railway yard from Section S26 (near to the point zone 126A), have to detect track occupancy or point status at S14. The detection points DP27 of point zone 126A is compared with detection points DP13 of point zone 129B. When the number of axle (IN) at DP27 are not equal to axle (OUT) of DP13, the section is considered as occupied otherwise vacate. The track occupancy is shown in dark (black) shade in Fig.5. The track occupancy further interlocks the point machine. The information helps the driver to operate point machine (PM) 126A to reverse mode.
[0065] In other embodiment of Fig.5, PM status is shown below that display the current status (Normal/Reverse) of every point machine in the rail yard. Also, the track with dark black color shows the line is occupied. The track with white shows the line is unoccupied. When the user wants to operate a point machine, he has to choose particular point symbol. Point machine operation page view is visible to select position of point machine as shown in fig. 6(a).
[0066] Fig. 6(a-j) shows the page view at HMI device. The device shows the point machine current status. After selection of particular point machine, current status (whether it is reverse or normal) is shown. Later, the position of point machine can be changed by selecting options displayed. All authorized personnel (loco drivers/points men/ yard master) shall be provided with user ID and password. Hence, only authorized user will be able to operate the points and to obtain yard information.
[0067] For example in Fig.6a, the point 126A current status is displayed. The yard view shows that the track is occupied and the point machine is in normal mode currently. Hence, the user can select the position of point machine and confirm it to change the state of point machine as shown in fig. 6(b, c).
[0068] Fig. 6(b, c) shows to change the point from normal to reverse mode and point machine drive the same way. Fig 6d, shows the current status of point 126A with reverse mode.
[0069] Further in Fig. 6(e-g), shows the page view of particular point at HMI device when the point machine is changing from reverse mode back to normal mode.
[0070] Fig 6h, shows the message “Invalid Operation” when the user is trying to drive point machine to Normal mode while point is already in Normal mode.
[0071] Fig. 6i, shows blinking server status as HMI device is not able to connect with network.
[0072] Fig. 6j, shows the HMI is connected with the network but not able to get the status of point machine gives an error message “Unknown Status”.
[0073] Hence, the proposed cyber system provides real time yard information and monitoring and managing of train at railway yard. The solution is completely wireless and all data is stored to provide real time information to authorized personnel and train operation management increases efficiency and safety for railways. The proposed system is modular, secure and flexible in operations.
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