Claims:We Claim:
1. An Apparatus for modular wireless train operation, characterized by:
a plurality of Fibre Bragg grating assembly unit to reflect shift change in strain mounted on the rail;
a local control unit (LCU), coupled to said sensors and is configured to receive, analyse and process said wavelength shift to provide track status;
a communication network to communicate rail yard status information to the users and database of the server; and
a Human machine interface (HMI) device to display real time rail yard layout and instruct the server to operate specific point machine.
2. The Apparatus for modular wireless train operation according to claim1, wherein fibre Bragg grating (FBG) assembly unit includes fibre Bragg grating sensor with a plurality of stainless steel clamps mount on the rail.
3. The Apparatus for modular wireless train operation according to claim2, wherein fibre Bragg grating sensor with a plurality of stainless steel clamps mount on the middle of the rail between two sleepers.
4. The Apparatus for modular wireless train operation according to claim 1, wherein a communication network to communicate rail yard status information to the users is authorized user having user ID and password.
5. A method of modular wireless train operation at railway yard, comprising the steps of
transmitting Bragg wavelength shift from FBG sensor to local control unit (LCU);
receiving, analysing and processing of wavelength shift at local control unit (LCU) to provide track status;
communicating track status information to control unit (CU) and HMI device of users through communication network;
displaying of yard layout at users HMI devices that gives command to control unit (CU) through communication network; and
operating the position of point machine.
6. The method of modular train operation at railway sidings as claimed in claim5, wherein the step of receiving, analysing and processing of wavelength shift comprises
Optical instrument to receive and analyse the strain;
DPU to process the received data;
PLC and relay to drive point machine; and
Power supply system provides electricity supply.
7. The method of modular train operation at railway sidings as claimed in claim5, wherein the step of operation of point machine comprises instructing point machine server;
accessing database of track status server;
updating point machine server with current setting of particular point switch; and
unlocking and operating the point switch.
8. A modular wireless train operation system to control the train movement at railway sidings comprising:
a plurality of FBG assembly unit to provide shift in bragg wavelength;
a local control unit (LCU), coupled to said sensors and configured to receive, analyse and process said wavelength shift to provide track status;
a control unit (CU) with database storing status information associated with plurality of railway tracks;
a communication network having client and base station transmitting track status information to user and control unit (CU); and
a Human machine interface (HMI) device to display the track status and instruct the control unit (CU) to operate point machine.
9. The modular wireless train operation system at railway yard as claimed in claim8, wherein said LCU further comprises optoelectronic instrument, data processing unit (DPU), and Ethernet switch for providing track status information and Programmable logic controllers(PLCs), relays, power supply, for point machine operation.
10. The modular wireless train operation system to control the train movement at railway sidings as claimed in claim8, wherein said CU further comprises network switch (NS), point machine server (PMS) and track status server(TSS) with databases storing current status information associated with plurality of railway tracks and every railway point.
11. The modular wireless train operation system at railway yard as claimed in claim8, wherein said FBG assembly unit comprises FBG packaged strain sensor placed in stainless steel clamp for protection.
12. The modular wireless train operation system at railway yard as claimed in claim11, wherein said plurality of FBG assembly unit is connected in series.
13. The modular wireless train operation system at railway yard as claimed in claim11, wherein at least six FBG assembly units are used near each railway point.
14. The modular wireless train operation system at railway yard as claimed in claim11, wherein FBG sensors are placed down the rail in between the sleepers.
15. The modular wireless train operation system at railway yard as claimed in claim 8, wherein user HMI device includes mobile phone, tablet or desktop computer etc.
, Description:Field of the invention
The present invention relates to an apparatus, system and method for wireless train operation, and more particularly, to real time rail yard management using Fiber Bragg Grating (FBG) sensors mounted on the rails. The area of concern of this system is providing real time rail yard awareness to the authorized users and wireless operation of point machine.
Background
A railway yard consists of number of parallel railway tracks used for transportation. Yard management is an important operation at railway sidings. Usually, the point machine at railway sidings are operated manually and the operations staff do not have first-hand information on track occupancy.
Generally, 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. The track information has to be obtained by visually inspecting the railway tracks.
Conventional Electronic Interlocking systems for yard operations 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 of rolling stock utilisation 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.
Application No. CA2719756C, entitled “A railroad signalling and communication system using fail-safe voltage sensor to verify trackside conditions in safety-critical railroad applications” relates to a system for verifying trackside conditions using fail safe microprocessor based voltage sensor. The invention includes a trackside signaling electrical component; a power source; an interlocking; and a voltage sensor with low power microprocessor and a two-way electronic communication. The voltage sensor senses the voltage between trackside signaling electrical component to energize the interlocking. But, the system does not provide real time track status.
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.
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.
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.
Therefore, a wireless modular solution for real time monitoring and managing of locomotives/wagons in rail yard with availability of data for analytics and better asset utilization is highly desired.
Summary of invention
The present invention fulfils the foregoing needs by providing a modular train operating system for improved safety and efficiency of railway yard operations. The system uses FBG sensing technology to obtain real time rail yard status information and enables wireless operation of individual points.
The solution comprises Fiber Bragg grating (FBG) assembly unit or FBG packaged strain sensor mounted near point switch. A pair of assembly unit is placed near every point switch provides track occupancy information in real time.
FBG assembly unit includes FBG sensors with stainless steel clamp are mounted under the rail in middle between two sleepers. The FBG sensors are connected to an optoelectronic instrument using armoured 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 interrogator computes the wavelength shift due to strain and communicates this information to DPU. The difference in number of axles entering in to a track section and number of axles leaving from the track section declares respective track occupancy by the train. The track relay interlocks the point machine at respective position. The real time rail yard status is displayed on Human Machine Interface (HMI) device.
The users (loco driver or any authorized person) having authorized user ID and password can monitor the current rail yard status wirelessly and manages the points by selecting the position (Normal/Reverse) of point machine (PM) with their Human Machine Interface (HMI) device.
Hence the present invention provides a modular, flexible and real time wireless solution for electronic interlocking at rail yard using FBG sensors. The system improves asset utilisation, increase efficiency and reduce human error.
Brief description of figures
Exemplary embodiments of the present invention are fully explained with the description below and the accompanying figures, wherein:
Figure1: Illustrate System architecture.
Figure2: Hardware Flow chart
Figure3 (a,b): clamp view
Figure4: Yard layout
Figure5: Yard view
Figure6 (a-j): Point machine operation Page view
Detailed description of invention
The foregoing description of the embodiments, the various features, and advantageous details of the invention has been presented for the purpose of illustration. It is not intended to be exhaustive or to limit the invention to the precise form disclosed as many modifications and variations are possible in light of this disclosure for a person skilled in the art in view of the figures and description. The examples used herein are intended merely to facilitate an understanding of ways in which the embodiments herein may be practiced and to further enable those of skill in the art to practice the embodiments herein. Unless defined otherwise, all technical and scientific terms used herein have the same meanings as commonly understood by person skilled in the art.
The embodiments herein below provide a system and method for Electronic Interlocking at railway yard using FBG sensors in real time.
Fig 1 illustrates the system architecture with FBG sensors assembly units (S1-S6) 101, a Local control unit (LCU) 102, Wi-Fi client 103, and Point Machine (PM) 104.
Further, LCU 102 includes optoelectronic instrument, data processing unit (DPU), PLCs, Relays and Ethernet Switch.
The system also includes a central unit (CU) with network switch (NS)105, Point machine server (PMS) 106, Track status server (TSS) 107 and Wi-Fi base station 108.
The Fiber Bragg grating (FBG) sensor assembly unit S1- S6 101 as shown in fig.1 includes FBG sensor with clamps is mounted in middle of rail between the sleepers. FBG sensors reflect variation in strain when the train wheel pass over the rail. These sensors are attached to the railway track using special type of clamps (Fig. 3A & 3B) and fixtures developed for the purpose. The clamps are designed to transfer the strain from the rails to the sensors in a linear.
In other embodiments, FBG sensor assembly unit 101 includes a FBG packaged strain sensor in between the special type of clamps.
In further embodiments of FBG assembly unit, the clamps (Fig. 3A & 3B) are made up of stainless steel to withstand higher impact load with minimal deformation. The designing of the clamp is allowing using the sensors on both compression and expansion.
Further in FBG sensor assembly unit 101, the packaged FBG strain sensors (S1-S6) are placed in robust metal protective casing and mounted under the rail that allowing operating in harsh environment. As the wheel passes over the rail, there is maximum deflection in middle of rail between the sleepers.
In other embodiment, a pair of FBG sensor assembly unit 101 is mounted at each railway line and at least six sensor assembly unit close to every point switch.
Further in fig1, with in the LCU 102, an optoelectronic instrument acts as a light source for optical fiber with FBG assembly units 101and receives, analyses the reflected light from FBG sensor assembly units 101. The Optoelectronic instrument is connected to Data processing unit (DPU) via USB port.
In other embodiments, all connections to FBG sensors are made using armoured fiber optic cables.
Data Processing unit processes the corresponding Bragg wavelength shift due to strain caused by train and displays the rail yard status at Human machine interface (HMI) of users (LU-1,2,3) wirelessly. The section hardware status is interlocked with point machine through track relay discussed in fig.2. And the Wi-Fi Client 103 provides information about track occupancy to wireless base station 108 through wireless communication network.
Further in fig. 1, the control unit (CU) with servers (106,107) and network switch (NS) 105 is connected with wireless base station 108. Also, the wireless base station 108 sends the information about rail yard status to authorized users (LU-1, 2, 3) wirelessly.
In CU, the Point machine server 106 is locked with track status server 107 and has real time status of each track/point in the yard.
When the authorized user (LU-1,2,3) try to change the mode (Normal/Reverse) of a particular point switch in the rail yard, the request is send to the Point Machine server 106 through wireless base station 108. The point machine server 106 checks the database of track status server (TSS) 107 firstly. Then, the command is sent to corresponding point machine, through wireless communication network between LCU and CU. The particular point machine changes its state to Normal/Reverse position accordingly.
Fig.2 shows the hardware Flow chart with client and Server. In the diagram, FBG based point zone occupancy detection system 201 drives the track relay 202.
At client side, the Point machine 203 is hybrid interlocked 204 (relays and Programmable logic controller (PLCs)). The Point machine 203 is hard interlocked as per status given by track relay 202.
At server side, an authorised user (LU-1, 2, 3) has real time rail yard status information and gives command to operate point machine 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 through wireless communication network.
Fig.3 (a & b) is a clamp view which is a typical robust metal protective casing housing made up of stainless steel to place FBG packaged strain sensor and mounted under the rail in middle between two sleepers. The designing of the robust packaging allowing to operate in harsh environment. All the connections to the sensors are using armoured fibre 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.
Fig. 4 is a typical yard view with multiple points like 126A, 126B, 127A, 127B, 128A, 128B, 129A, 129B, 130 etc.
Fig.5 is real time yard status with date and time available to users (Loco driver/ Points Man/ Yard Master) through HMI device. The yard includes Detection points (DP) and point machines (PM). The PM status at the bottom shows the point machine status (Normal/Reverse) at that particular time on that day. A pair of FBG assembly unit is installed at every detection point (DP).
In other embodiment, the track with dark black colour 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)
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 or obtain yard information.
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)
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.
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.
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.
Fig. 6i, shows blinking server status as HMI device is not able to connect with network.
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”.
Hence, the proposed system provides real time yard information and wireless train operation system to monitor and manage rail yard at railway sidings. The solution is completely wireless and all data is stored to provide real time information to authorized personnel that increases efficiency and safety for railways. The proposed system is modular, secure and flexible in operations.