Field of the Invention
The present invention relates to system for validating signal and track allocation
for Locomotive and like transits and Methods thereof.
BACKGROUND ART OF THE INVENTION
It has been seen that there are many proposals in the past regarding
transmission of train signal aspects inside the locomotive driver’s cab for
identification of signals. These systems are operational, but requires high
maintenance and operational costs as coils, transponders has to be installed at
an early positions on tracks to convey signals in advance, which also requires
cables to be run at these locations to provide power and data at the coils or
transponders which is a very labor intensive on part of its installation and also
prone to vandalism and disconnections on track maintenance or damage
caused by the dragging objects if present beneath the trains. Another method to
convey signals to Locomotive in advance is through audio frequency track
circuits, which requires special types of track circuiting which in-turn create
restrictions on placing ‘impedance bonds’ which are used to connect elements for
electrification purpose but must remain un connected to facilitate track circuiting,
any connection in or near tuned zone if exists disrupts the filter properties of the
tuned zone , thus it can hinder the coded pulses from being conducted from one end
to other therefore may cause erroneous signals. Also such installed electronic
circuits are more vulnerable to lightning strikes.
The problem to be addressed is by the communication of the status of train
signal aspects as provided by its wayside signals and position of trains on the
track to the locomotive driver without the need of placing or installing any device
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on the tracks. The problem is overcome by electrically interfacing a wireless
device to the signal aspects and relaying these along with its GPS coordinates
to the Locomotive units. The locomotive is provided with a tuned wireless device
and GPS receiver to receive the broadcasted information after detecting relevant
signal through GPS based protocol analysis and display it to the driver. The
device is also capable of advising the locomotive driver in regard to signal
overshoots or wrong directional movement of the locomotive on the tracks to
mitigate any collision developing chances in advance.
US4026506, Transmitting loop arrangement for railroad cab signal and
speed control system. US5263669, Railway cab signal transmitter.
US5263670, Cab signalling system utilizing coded track circuit signals.
US5330134, Railway cab signal US5711497, Cab signaling apparatus and
method. US5995881, Integrated cab signal rail navigation system .US6863247,
Method and apparatus for transmitting signals to a locomotive control
device.US4711418 Radio based railway signaling and traffic control system.
US4735383, Communicating vital control signals shows a railway vehicle control
system. US5415369, Railroad in-cab signaling with automatic train stop
enforcement utilizing radio frequency digital transmission. US7201350, Signaling
safety system. US20070078574, system and method for providing access to
wireless railroad data network. US20060076461, System and method for self
powered wayside railway signaling and sensing.
These patents teaches somewhat similar methods of transmitting
signal aspects inside locomotive drivers cab, by placing transmitting
coils/transponders on the tracks through receiving coils on the locomotive in
order to relay information regarding the signal aspects etc to the drivers cab .
These methods are employed because the tracks on which the locomotive
travels has to be identified and the signal cross talk is avoided. However such
systems has a drawback of placing transmitting coils at track locations and
4
mounting the receiving coils underneath locomotives which is a cost and time
consuming process. The track coils are also prone to vandalism and thefts. The
track side coils are also prone to disconnections or uprooting at the time of
maintenance or due to unwanted dragging element underneath the trains.
The present invention, contrary to above mentioned patents, employs the radio
frequency for railway signal aspect transmission. The system does this by
transmitting the aspects of the signals and their respective fixed GPS
coordinates as per their track locations to the receiving/queering units mounted
on the locomotives, the device therefore could be located at convenient location,
without getting much specific to its placement near the tracks. The device of the
present invention therefore overcomes the drawbacks of previously stated
patents.
US5785283, System and method for communicating operational status of a
railway wayside to a locomotive cab. This patent teaches to transmit data and
vital parameters from wayside equipment to the locomotive cab through radio
frequency link without stating any feature for identifying the destination
locomotive as the radio frequency spectrum transmits data to far off places and
all in range receivers of the locomotive will receive the data.
US7729819, Track identification system. Tries to identify tracks based on its
geometry and GPS receiver bearing information. The system appears to work on
some ideally placed tracks, however, it appears to be doubtful how the system
will behave in railway yards as the geometries are too complex.
US5415369, Railroad in-cab signaling with automatic train stop enforcement utilizing
radio frequency digital transmission. This invention teaches a method to identify
signal by placing transponders on the track and then making it communicate with
the signals to relay its signal aspects in-order to avoid the laying of the loops on
tracks. The railways is an enormous network and laying and maintaining millions of
transponders on the track is an exercise in itself also these transponders will require
5
their own power supply. The tracks also undergo repair which could lead to the
transponder getting uprooted and also these could be damaged due to dragging
elements underneath the train or because of vandalism.
US4742460, Vehicle protection system. Teaches a method in which the audio
frequency track circuits are used to relay information to the driver cab. This system
requires upgrades or modification to the previously installed track circuits which is a
complex process, moreover such track circuits create restrictions on placing
impedance bonds which are connection for electrification purposes. Therefore any
such connections in or near the tuned zones may upset the filter properties of these
tuned zones, hindering the coded pulses from being conducted from one end of the
track to other therefore causing corrupted pulses / erroneous signals. Also such
installed electronic circuits are more vulnerable to lightning strikes.
US7317987, Vehicle navigation, collision avoidance and control system a collision
warning and avoidance system. US5574469, Locomotive collision avoidance
method .…. The above mentioned patents teaches the methods to detect the
collision chances in advance and apply brakes through RF links. These patents
again advocate the use of transponders on tracks to identify complex railway track
geometries which is costly and difficult to maintain also the reliability of such system
is questionable in entire railway network.
Indian patent 668/BOM/1999, AN ANTI-COLLISION DEVICE SYSTEMS FOR
TRAIN LIKE TRANSPORTATION SYSTEM…. To analyze this patent we will also
consider its counterpart patent filed with a different number, Indian patent
843/MUM/2004 and US7729819, Track identification system…. Teaches some what
similar methods as previous two patents when it comes to validating with GPS and
wireless link but with an additional aid of counting deviation counts of the tracks
when it branches or merges with the GPS bearing data. It is obvious that that track
geometries are so complex that the proper identification is difficult as GPS bearing
wouldn’t provide the required resolution in complex arrangements and to further
aid this the inventor advised the use of RFID(radio frequency identification) or
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similar system along with deviation count. Therefore it indicates ‘Track identification
system’ is not a self sufficient system in itself moreover the use of track side RFID
tags or other system will suffer earlier stated maintenance and operational
difficulties.
Indian patent 448/CAL/2001, A RAILWAY COLLISION AVOIDANCE SYSTEM
(RACAS)….. Teaches a method in which radio frequency transponders / beacons
are to be mounted in the front and at the back of the train and these are needed to
be fed with train number and its allocated track of motion namely UP/DN. It should
be noted that the manual data entry at the time of train formation is cumbersome
task and is full of human error and also there are conditions when the trains are
authoritatively diverted to wrong tracks, where the working of this system is
questionable. Therefore the system might not be able to identify its proper track
thereafter and execute all wrong information , also the patent teaches installation of
link between locomotive and RRI through optical link / magnetic link or any other
method without specifying the manner in which the object will be achieved as this is
in face a very critical and difficult aspect of the entire system.
Indian patent 631/CHE/2007 ,ANTI-COLLISION FOR RAILWAYS. And Indian
patent 1501/DEL/2007, SYSTEM AND METHOD FOR AUTOMATION OF
TRACKING TRAINS, PREVENTION OF TRAIN COLLISIONS, DERAILMENT OF
TRAINS AND ACCIDENTS AT UNMANNED RAILWAY CROSSINGS….
Teaches the methods to install transponders along the tracks to identify the proper
tracks and directions, through various sensors/ RF transponders. The maintainability
and installation of such systems is cumbersome and very costly and prone to
damage, thefts and vandalism. In the event of train diversions to wrong tracks with
due authority would cause system to transmit false messages and installing a large
number of transponders on tracks also increase failure rates.
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OBJECTS OF THE INVENTION
It is therefore the object of the device to correctly identify the aspects and
location of a desired Railway color light signal out of a plurality of signals. It does
this by interfacing a radio wayside unit to the color light signals or its relevant
signaling apparatus through electrical means, the radio wayside unit has a
microcomputer and onboard Radio frequency transceiver through which it
transmits the aspects and the GPS coordinate of the interfaced signals. The
Locomotive on the other hand has an onboard radio navigation unit which is
composed of a microcomputer, a global positioning system (GPS) and a radio
transceiver and is frequency tuned to communicate with the radio wayside unit
and acquire data through GPS based data analysis.
Heretofore the previous patents discussed doesn’t address a system which
could be maintenance and location placement free. Which is thereby prone to
theft, damage and difficult replacements on fault.
It is another object of the invention to provide a device and method to identify
the signal from its broadcasted fixed placement GPS coordinate, after checking
its closest proximity and obtaining information .
It is another object of the invention to provide a device and method to check the
right placement of train on tracks with respect to its signal (advanced starter or
any convenient signal or track location) through its pre-known fixed GPS
coordinate and changes in its respective track circuit when the locomotive
crosses it by a known distance.
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It is yet another objective of the invention to aid the locomotive driver with the
information such that the signal disobedience is identified and the driver is
warned timely to take corrective measures.
A further objective of the invention to apply brakes to the locomotive in the
events of disobedience of the system despite of repeated warnings, and
broadcast alert status to nearby moving locomotives.
A still further objective of the invention is to share similar block section data and
their respective fixed GPS coordinate between the advanced starter and home
signal located at one end of the station to share the common data in case to aid
each others at the time of failures.
It is yet another objective of the invention to share similar information related to
block section data and their respective fixed GPS coordinate, between the
signals of two adjacent stations.
It is yet another objective of the invention wherein the station interface unit
identify a radio navigation unit entering, stopping a home signal of station,
through signal’s known fixed GPS coordinate, its aspects and the time when the
radio navigation units makes a signal logout with the said signal.
It is yet another objective of the invention to provide station entering , stopping
or passing, radio navigation unit the information regarding the aspects, fixed
GPS coordinate, of its relevant signals (starter signals, calling-on signal etc)
through station interface unit, such that the aspects provided by its home signal
are not disobeyed .
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It is yet another objective of the invention to provide the radio navigation unit
with the fixed GPS coordinate on a track route at locations entering and leaving
the station, which is without an advanced starter or other relevant signal and the
signaling is allocated to the Locomotive within the station section through station
interface unit.
It is yet another objective of the invention to provide a method to signal
navigation unit to identify its signal of interest in advance and at an earlier point
in time, through its pre-marked fixed GPS coordinates/plurality coordinates on
track at an earlier position on the track, linked to the signal’s radio wayside unit.
It is yet another objective of the invention to provide a method to identify
bidirectional movement of train traffic on same track in block section, inside
station, or on single line sections.
With the above and other objectives in view, as will hereinafter appear, various
embodiments of the present invention are described hereunder.
SUMMARY OF THE INVENTION
The Railway signals of interest to the present invention is home signal and
advanced starters, as their aspects convey most significant status to the
Locomotive drivers, but other more suitable signals could be also be interfaced
with. As the train starts from the station and begins to roll towards the block
section the Locomotive radio navigation unit’s, onboard radio transceiver scans
for all the nearby broadcasting radio wayside units and makes a list of all the
broadcasting nodes. The broadcasting radio wayside units apart from its aspects
and other relevant data also relays their GPS coordinates, which are extracted
by the radio navigation unit to compute its closest proximity with its onboard
GPS unit. If a broadcasting unit from the defined list is found to be closest and
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within a defined range, the radio navigation unit executes a signal log in
protocol, and logs into this signal by assigning it as its designate color light
signal.
The radio navigation unit then extracts further information (block section data)
from the logged in color light signal, which provides the signal’s identification
number, its aspects, its block section ID, its GPS coordinates and other relevant
GPS coordinates of segments of block section and the address of other signals
that has to be encountered in this block section through its pre stored memory.
The block section data when executed with the help of GPS provides timely
information and alerts the driver in terms of his approach and the actions that
are required to be taken. The block section data is always kept common for all
the signals present in a block section such that if one signal’s radio wayside unit
fails the other is able to aid the radio navigation unit.
The present invention is provided with a device and method to which enables
automatic identification of signals and the respective routes and without seeking
any inputs from the locomotive driver or the station lobby which could lead to
human error. The system works on one time pre-defined, pre-fed information
after checking all possible states of the system. The aspects of the advanced
starter signal are also track circuited through station relay room such that as
soon as the train locomotive crosses this signal by a known distance it triggers
the track circuit and the aspects of the advanced starter is automatically
changed back to red. The radio navigation unit onboard locomotive takes the
very advantage of this process to validate its own position on the track. This is
done by computing locomotive’s distance traveled via onboard GPS and time
taken to trigger the track circuit after a valid signal log in with the relevant signal
of interest. When the locomotive travel’s by this known distance and at position
where the track circuit should change the signal aspects, the radio navigation
unit onboard locomotive tracks the expected changes in the aspects of the
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relevant signal via its onboard radio transceiver. If the aspect changes to red at
the specified location of interest the Locomotive directional placement on the
track is validated to be true. And if the advanced starter doesn’t changes its
aspects even beyond the specified location of interest, the Locomotive
directional placement is validated to be false (in case the driver doesn’t have
prior authority to move on wrong track). This is a potential condition for the
formation of head-on collision if left unattended. The present invention thus
mitigates the very initiation of head on collision in block section.
The system is also capable enough to find its home signal address in advance,
in case the block section data was not known earlier. This is because the signals
are pre assigned with first fixed GPS coordinate which is advance GPS
coordinate address showing the presence of the relevant signal at known
distance ahead, on the railway track. The first fixed GPS coordinate then
indicates the position of the desired signal in advance and the radio navigation
unit can execute a signal log in at an earlier point in time. The process helps in
locating a proper signal (home signal at present) in advance and provides driver
ample time take the required decisions. Similarly the system when crosses the
said signal it makes a signal logout which simply means a deletion of all
previous executed block section data. This process also works in junctions
where multiple routes enter and exit the station or on a single line with
bidirectional traffic movement.
The system is further able to analyze the actions taken by the Locomotive driver
with respect to the aspects provided by the desired signal, it thus timely warns
the driver in case unsafe or accident prone condition tends to develop.
According to an embodiment of the invention, system for validating signal and
track allocation for Locomotive is provided, which comprises a radio wayside unit
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comprised of microcomputer, GPS and a radio transceiver, which is interface to
the Railway signaling apparatus appropriately through signal electrical interface
section such that it could read, compute, process and transmit wirelessly the
aspects of the said signal along with its fixed GPS coordinates and other data
related with its block section as provided by the said color-light signal; and a
radio navigation unit placed in a locomotive approaching, leaving entering or
stationed at the said color-light signal to wirelessly receive, decode, compute
with its onboard GPS unit and display the information in audio-visual form as
transmitted by the desired radio wayside unit; whereby the audio-visual display
presents signal status meant for the said radio navigation unit and as shown on
its allocated color-light fixed signal and also alert locomotive driver for valid or
invalid placement of the locomotive on the tracks.
According to another embodiment of the invention, an independent station
interface unit comprising a microcomputer interfaced with station signaling data
logger or other available signaling aspects through its signaling apparatus
interface and is placed inside the station to monitor and obtain feedback on the
aspects of signals through relay room and broadcast the said information to the
requesting devices.
According to another embodiment of the invention, the radio wayside unit or the
station interface unit has pre-fed GPS coordinates of the physical position of the
Railway color light signals placed inside or outside its particular station.
According to another embodiment of the invention, the radio wayside unit
comprises a railway signal electrical interface section configured to convert
electrical signals generated by said color-light signal to electronic form; a first
microcomputer configured to interpret and code its known pre-fed GPS
coordinates and other pre-fed information about the block section; and a first
radio transceiver section to further code and transmit the processed signals.
13
According to another embodiment of the invention, receiving unit comprises a
second radio transceiver to receive signals and information transmitted by the
first radio transceiver; a second GPS and a second microcomputer to interpret
signals and information received by the antenna of the second radio transceiver
and convert them to electronic and digital form; and a display unit to decode and
display the processed signals and information in audio-visual form to the
locomotive driver.
According to another embodiment of the invention, the signaling unit is
configured to wirelessly transmit signals within a distance of approximately three
kilometers or more in a known direction and also omni directionally with a
separate radio transceiver and channels.
According to another embodiment of the invention, when the locomotive comes
within a range of the aspects transmitted by the radio wayside unit, the radio
navigation unit onboard locomotive communicates automatically with the radio
wayside units such that after identification through GPS based analysis it
acquires the aspects and its pre-fed data to make decisions.
According to another embodiment of the invention, the radio navigation unit is
provided with an audio-visual alarm to automatically alert the driver in case of
disobedience of signal status or wrong movement of locomotive or GPS based
data analysis and is presented to the driver via display device.
According to another embodiment of the invention, the radio navigation unit is
configured to monitor GPS as an odometer when required to check distance
traveled and compute position of locomotive with respect to the block section
data of interest or relevant signal.
14
According to another embodiment of the invention, the radio navigation unit is
configured to activate brake actuator section in case of disobedience of signal
status and the information presented by the display, excessive speeding or
disobedience of Global Positioning System (GPS) based data analysis to the
driver and ensure emergency stopping of the locomotive.
According to another embodiment of the invention, the radio navigation unit
identifies wrong movement of locomotive on tracks through signal aspect
changing mechanism used by railways track circuit. The entry of the locomotive
on the track circuited section near the signal at fixed point triggers the change in
aspects of that signal, this is computed, analyzed to validate the movement, as a
wrong movement will not trigger the desired track circuit.
According to another embodiment of the invention, the radio wayside unit is
configured to relay its fixed GPS coordinates along with first fixed placement
address which is marked at an early location on the same track to enables radio
navigation unit to make an early login with the signal.
According to another embodiment of the invention, the radio wayside unit in a
common block section shares similar block section information, including
address and other data regarding the color light signals.
According to another embodiment of the invention, the station interface unit
placed inside the station provides the radio navigation unit onboard Locomotive
moving, stopping inside the station area all the information regarding the
aspects and position address or coordinates of starter signals or other relevant
signals and the track circuit activity. This enables radio navigation unit to confirm
and tally its action taken inside the station section.
15
According to yet another embodiment of the invention, System for validating
signal and track allocation for Locomotive is provided, which comprises a signal
wayside unit interfaced with said color-light signal or with the signals aspect
providing mechanism and having signals known GPS coordinates, along with
coordinates of all relevant signals inside station, block section and other signals
related aspect and locations GPS based data; converting aspects generated by
said color-light signal and the pre-fed information to electronic form; interpreting
and processing the converted signals and information; coding and transmitting
the processed signals and information through a radio transceiver; placing an
electronic receiving unit, radio navigation unit in a locomotive approaching,
leaving or stationed at the color-light signal; receiving signals and information as
transmitted by the first radio transceiver by using a second radio transceiver;
interpreting signals and information received by the second radio transceiver
and converting them to electrical and digital form; and decoding and displaying
the signals and the information in audio-visual form; whereby the display in
audio-visual form presents signal status as shown on the allocated color-light
signal and the relevant block section information , any wrong movement of traffic
or signal aspect disobedience to a locomotive driver.
BRIEF DESCRIPTION OF THE DRAWINGS
Figure 1 shows a detailed view of various components of wireless device
according to an embodiment of the present invention as interfaced to the railway
signal or signaling apparatus.
Figure 2 shows a detailed view of various components of wireless device
according to an embodiment of the present invention as interfaced to the
locomotive onboard.
Figure 3 shows a detailed view of various components of wireless device
according to an embodiment of the present invention as interfaced to the station
signaling apparatus.
16
Figure 4 shows the use of an embodiment of the present invention working in
existing Railway infrastructure in a block section.
Figure 5 shows the use of an embodiment of the present invention working in
existing Railway infrastructure in block section.
Figure 6 shows the use of an embodiment of the present invention working in
existing Railway infrastructure in a bidirectional line section.
For a better understanding of the embodiments of the invention and to show
how it may be performed, it will now be described in more detail with reference
to the accompanying drawings.
DETAILED DESCRIPTION OF THE INVENTION
Its worth stating that the Railways place color light signals, known as fixed
signals, to control Railway traffic movement from one railway station to another.
The area of tracks in between the two stations is known as block section the
block section further has normally two tracks namely UP and DOWN to guide
trains to allocated directions . The UP track at its exit from the station, towards
a block section, has a distinct color light signal called advanced starter which is
located adjacent to the track at a position, where the block section starts. The
advanced starter aspects permits the train either to enter the block section or
remain halted. Similarly at the station entry point on down track a color light
signal named home signal is located to command the incoming traffic and guard
entry to the station limit from the block section. It is located just before all
connections to the line (branches, loops, etc.) at the station. The home signal is
also equipped with route indicator, to indicate the line for which the points have
been set for the train, to be received. Therefore the signal of interest to the
invention is home signal and advance starter but other appropriate signals or
signaling apparatus could also be interfaced.
17
As can be seen in Figure 1, it shows the elements of the radio wayside unit 1,
that is required to be interface to the signaling apparatus or the signal aspects
through electrical means (though home is most appropriate one but any
applicable signal can also be used as well). This unit has a signal electrical
interface 5, which acquires the signal aspects and converts it into electrical
readable form for the electronics. It also has a microcomputer 4, which interpret,
decode, compute and transmit the information via radio frequency link through
radio transceiver 6. It senses the color light signal aspects and stores them for
further processing after this the microcomputer 4, associates the acquired
aspects related information with the pre known fixed GPS coordinates 23, and
GPS coordinates of the other elements in station section or the block section
(written on its onboard memory at the time of its installation) and wirelessly
transmits the processed information to radio navigation unit 2.
Figure 2, shows the radio navigation unit 2, which is required to be placed inside
the locomotive, it has a microcomputer 8, which is interfaced to a GPS 7, and
radio transceiver 9, the unit is tuned to communicate radio wayside unit 1,
through its onboard radio transceiver 9. It receives wirelessly in order to decode,
compute, analyze acquired information with its onboard GPS 7, through its radio
transceiver 9, and provide the information to the locomotive driver through
display and operator interface 10. The operator interface 10, has a data display
device and input electrical push buttons to provide information to the driver or
seek his feedback when required.
Figure 3, shows yet another unit called station interface unit 3, it has a signaling
apparatus interface 12, section which is provided to acquire the signaling
information as provided by the station signaling apparatus and other related
feedback from track circuited points and sections. It has a microcomputer 11, to
acquire, compute and decode information when required through its radio
transceiver 13. The station interface unit 3, acquires signal aspects of the
18
relevant signals as governed by the station relay room (data logger) and tags
them along with their pre-computed fixed GPS coordinates along with their other
allocated data e.g. its track number, track circuit number etc. This unit is
provided to aid radio navigation unit 2, when it is entering, stopping, or passing
the station section.
As can be seen in figure 4, it shows the working for the device in exiting railway
section. The railways signaling scheme shows two tracks; i.e. UP track 17, and
Down track 18. It is necessary that as per railway rules, the trains follow
independent tracks for Up and Down directions in the normal operations unless
the section has a bidirectional track and with proper authority. When the train
leaves the station, it is required to be on its allocated track, and in case of
malfunction or other human error it can take a wrong track meant for the other
side of traffic, which could result in catastrophic collisions. The radio navigation
unit 2, onboard locomotive 25, scans for all possible broadcasting radio
navigation unit 1, interfaced with its advanced starter, home signals or other
relevant signals in its vicinity. It then forms a list of all the broadcasting nodes
and stores in its memory. As soon as the station signal starter shows a proceed
and the Locomotive 25, heads towards the block section 15, it fetches all
broadcasting signals pre-fed fixed GPS coordinates 23, and keeps computing
their proximity through its onboard GPS 7 . The radio navigation unit 2, while
moving if finds its proximity becoming smaller with one of the a broadcasting
listed signal’s, signal wayside unit 1, by a certain pre known distance and then
successively increasing, it then fetches aspects and other block section data
pre-stored on the relevant signal through its radio transceiver 9, and confirm its
protocol of ‘signal log in’ with that signal . As the locomotive 25, move past its
advance starter 19, and reaches at known distance it triggers track circuit which
flips the aspects of this signal back to red. This change in aspects with respect
to track circuit is continuously tracked by the onboard radio navigation unit 2, for
this pre known distance of travel through its odometer or GPS 7, just after the
signal log in protocol initiated, and at the position where the track circuit is
19
supposed to initiate this action. If the aspects changes this is taken as a
validation of the Locomotive 25, being on the allocated track. In case the trains
are legitimately directed on arbitrary tracks, with due authorities such that the
trains for the up track 17, move towards down track 18, and vice versa in the
block section 15, then in this case any entering, moving, or stopping radio
navigation unit 2, onboard locomotive 25, will broadcast the block section
number extracted from the relevant block section data as a precautionary
measure through its radio transceiver 9.The said block section number as
broadcasted is a unique number for that block section 15, to alert any other
entering, moving, or stopped trains in the said block section. Any radio
navigation unit 2, inside the said block section 15, apart form broadcasting also
listens to the similar block section number at defined, appropriate intervals to
identify any wrong movement on the tracks.
If due to some error or unauthorized movement activity the
Locomotive 25, happens to move on the wrong track, of that block section 15,
which could be a possible down track 18 , then the aspects of the logged in
advance starter 19, would never change as the Locomotive 25, in this condition
would never trigger its relevant track circuit. The said condition without a valid
authority of travel is treated as fatal and the radio navigation unit 2, identify this
condition and displays alarm and seek acknowledgement from the Locomotive
driver or stop the locomotive 25, movement through brake actuator 35. The radio
navigation unit 2, could alerts nearby locomotives if required through its radio
transceiver 9, and other radio transceiver 6, in its vicinity. When the locomotive
placement on track is validate the radio navigation unit 2, fetches pre-fed ‘block
section data’ from this signal, which contains its current and previous aspects
with respect to time, signal number, their fixed placement GPS coordinates in
that particular block section and relevant elements of caution and interest as
per GPS coordinates. The radio navigation unit 2, thus knows exactly when and
where the block section’s elements of interest along with identification of
successive approaching signals to be encountered and their identification
20
addresses so that its radio transceiver 9, could query the signals and fetch and
provide in advance all the relevant information to the locomotive driver, through
onboard display and operator interface 10. The radio navigation unit 2, after
executing all the relevant block section data and when tends to move past its
relevant home signal 19, it executes a protocol signal logout , which deletes all
the earlier executed block section data and only retains the current provided
home signal 19, aspects. The radio navigation unit 2, can fetch ‘fixed GPS
coordinates’ 23, form advanced starter 19, or its nearby home signal 20, which
shares a common block section or prior form station interface unit 3, such that
the radio wayside units aids and backup each other to cater failure of any one
broadcasting node.
As can be seen from the figure 5, it shows working of the device in
which the aspects of unknown home signals are provided to the driver of
locomotive 25, in case it doesn’t knows the fixed GPS coordinates 23, of that
signal or its identification number ( home signal at present) in advance. The
radio navigation unit 2, when leaves the station-A 14, towards block section 15,
it scans and build a list of all the broadcasting radio wayside unit 1, if the radio
navigation unit 2, finds a valid previous logout from a block section but couldn’t
locate or make a log in to a relevant advanced starter 19, the system checks its
onboard odometer or GPS 7, to find if it has traveled a pre-known distance such
that its advanced starter 19, has been passed. The radio navigation unit 2, of the
said locomotive 25, then fetches first fixed GPS coordinate 24, from all the
broadcasting signals, the first fixed GPS coordinate is an advance GPS
coordinate address showing the presence of the relevant signal at known
distance ahead, on the railway track. The first fixed GPS coordinate 24, is a
linked coordinate or address that falls earlier on the track of the home signal 21,
this coordinate is meant to provide virtual position of the signal in advance.
When the radio navigation unit 2, in the said scenario identifies its distance to be
closest with any one of the first fixed GPS coordinate 24, for the list of all the
broadcasting signals it makes a log in to that signal and comes to know about
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the address of the signal that it is going to encounter in advance. This process
provides more time to the radio navigation unit 2, as the address is unknown
and aspects has to be known in advance in order for the locomotive driver to
take action. The first fixed GPS coordinate 24, also helps in identifying closely
placed signals in case of junctions and multi line sections. The radio navigation
unit 2, then presents the information to the driver through display and operator
interface 10. The Locomotive 25, thus after acquiring proper aspects from its
relevant home signal 21, is required to check the driver’s obedience in following
the provided signal’s aspects. If the signal aspects warns for the stopping at the
home signal 21, the radio navigation units 2, checks its onboard GPS 7, to verify
the driver action for deceleration if detected it makes sure the locomotive 25,
stops at the fixed placement address 23, of the home signal 21. The radio
navigation units 2, computes its distance with the relevant home signal 21, and
if its onboard GPS 7, shows a stationary position the system remains dormant
and again searches home signal 21, for its next aspects update . When the
station signaling apparatus again updates aspects to the home signal 21, and
also send other route related information, the associated radio wayside unit 1,
updates this information to the radio navigation unit 2, which when moves
again and crosses the home signal 21, and its relevant fixed GPS coordinate
23, it then makes a logout with the signal. With a logout executed the radio
navigation unit 2, deletes all previous block section data which was acquired
from previous advance starter 19, from its onboard execution list, but only
retains the aspects provided by the home signal 21. It then analyses the
obedience of the driver with respect to the updated aspects also by the station
interface unit 3, in the station section. In case any violation is detected the radio
navigation unit 2, queries station interface unit 3, for verification and if found
affirmative it alerts the driver through display and operator interface 10, and
through station interface unit 3, via its onboard radio transceiver 9, it also
broadcasts alert message along with the relevant details of the track in which it
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has failed to observe the signal aspects through its onboard radio transceiver 9,
to alert all nearby locomotives.
Figure 6, shows the operations of an embodiment of the invention in single line
block section which means a section in railway where instead of two lines for
traffic, only single line is there as can be seen the bi-directional track 26, is a
single line in the section to commute both side traffic. It should be noted that all
the relevant signals of this block section 28, namely advanced starter 30, home
signal 31, advances starter 32, and home signal 33, shares a common and
unique identification number for this section such that radio navigation unit 2, is
able to identify this at the time of login. The radio navigation unit 2, is further
required to broadcast this unique identification number on its allocated channel,
for its entire runtime on this block section 28. When the locomotive 34, leaves
the station-C 27, to enter block section 28, the radio navigation unit 2,
encounters an advanced starter 30, after validating its fixed GPS coordinate 23,
out of all other broadcasting signals with its onboard GPS 7, to be the closest it
makes a log in to this signal and fetches relevant block section data from this
signal’s, radio wayside unit 1. It then queries the advanced starter 30, and its
nearby home signal 31, if it has listened to unique identification number
broadcast or not. Incase the unique identification number broadcast is heard by
the relevant signals the radio navigation unit 2, onboard locomotive 34, alerts
driver with its display and operator interface 10, console and takes necessary
protective measures or apply brakes through brake actuator 35. And in other
case if the unique identification number broadcast is not heard by the relevant
signal the radio navigation unit 2, after making a login and as it moves towards
the block section 28, it then starts broadcasting this unique identification number
at appropriate intervals and it also listens to this unique identification number at
appropriate intervals until it makes a logout with the home signal 33. The
described process is required to be initiated by any locomotive entering the
block section28. If in case a unique identification number broadcast is heard by
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any locomotive entering, moving or stopping in the block section 28, both the
radio navigation units 2, of the relevant locomotives alerts their respective
drivers via their individual display and operator interface 10, and after taking
precautionary measures apply automatic brakes to their respective locomotives
by brake actuator 35.
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I Claim:
1. A system for validating signal and track allocation for locomotive and like
transits, comprising:
an electronic radio way side unit(1) having a signal electrical
interface unit(5) to acquire the aspects of its interfaced signal and read,
process and wirelessly transmit pre-fed GPS coordinates of the signal
itself and adjacent block section/station information and signals aspects
as generated by the railway signaling device/apparatus; and
an electronic radio navigation unit(2) placed in a locomotive
approaching, leaving or stationed at the said railway color-light signal to
wirelessly receive, decode and validate closest proximity within 15
meters, with its onboard GPS(7);and
wherein the radio navigation unit(2) tracks the change in the
aspect of the said signal as a function of locomotive movement and track
circuit action to validate its track as true and further acquire the address
and GPS coordinate information pertaining to its approaching signals and
various block section elements and in advance display information in
audio-visual form;
whereby the display and operator interface unit(10) alerts the
driver against wrong movement of locomotive on tracks or signal passed
at danger or further approaching signal aspects, block section elements,
in advance as per their GPS coordinates .
2. The device as claimed in any one of the preceding claims, wherein said
radio wayside unit(1) comprises:
A signal electrical interface section(5) configured to convert the
aspects of the railway signal or by its relevant signaling apparatus to
electronic form and marking it with its relevant GPS coordinates and
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further storing adjacent block-section and/ or station-section elements as
per GPS coordinates;
Wherein the block-section and/ or station-section elements
comprise of speed restrictions, approaching signals, sighting boards,
manned/un-manned level crossings etc..
a first microcomputer section(4) configured to interpret , compute
and process the acquired signal aspects and other information; and
a first radio transceiver section(6) to code and transmit the
processed information through a radio frequency link using antenna.
3. The device as claimed in any of the preceding claims, wherein said radio
navigation unit(2) comprises:
a second tuned radio transceiver(9) to receive and decode the
radio frequency signals and information as transmitted by the first radio
transceiver unit(6);
a Global Positioning System (GPS) (7) to validate locomotive’s
relevant signal and its proper placement on allocated tracks also signal
disobedience and approaching block-section element in advance.
a second microcomputer(8) configured to interpret, compute,
process and take actions on acquired information; and
a display and operator interface(10) unit to decode and display the
processed information related to the aspects of the signals or block
section elements in audio visual form and further acquire feedback from
the operator incase of wrong direction movement , over-speeding or
signals passed at red.
4. The device as claimed in any of the preceding claims, wherein said radio
navigation unit(2) or radio wayside unit (1) or station interface unit(3) is
configured to wirelessly transmit radio signals in a known direction of 2-
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3kms or omni directionally through plurality of radio transceivers and
antennas tuned to communicate at different channels.
5. The device as claimed in any of the preceding claims, wherein the radio
navigation unit (2) acquires, identification, address or GPS coordinates of
the encountering signals or the block-section/ station-section elements at
an early distances of 2km to 4km in advance from the pre-fed data of
signal’s radio wayside unit (1) during the time it identifies the said signal
to be its relevant signal through GPS based data analysis.
6. The device as claimed in any of the preceding claims, wherein the radio
wayside unit (1) can be interfaced to Railway’s home signal , advance
starter, or other relevant track side color light signal or with the station
relay room to acquire aspects of the signal along with the track circuit
information and thereby transmit the data wirelessly at a distance of 2Km
to 4Kilometers.
7. The device as claimed in any of the preceding claims, wherein said radio
navigation unit (2) is configured to identify block section elements of
interest, or relevant signal locations in 2km to 4km in advance through
distance traveled in terms with locomotive odometer from the time it
identifies its relevant signal’s radio wayside unit (1) particularly when the
GPS (7) unit onboard locomotive works under obscure environments.
8. The device as claimed in any of the preceding claims, wherein the radio
navigation unit (2) is provided with display and operator interface unit (10)
to alert the driver or seek acknowledgement in case of non-observance of
signal status, wrong placement of Locomotive on tracks or other cautions
as analyzed by its GPS receiver (7) through GPS based data analysis
and bring to halt the locomotive through its brake actuator unit (35).
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9. The device as claimed in any of the preceding claims, wherein the radio
navigation unit (2) is configured to monitor GPS (7) as odometer to
calculate its distance of approach or recede to a relevant signal or the
block section elements.
10. The device as claimed in any of preceding claims, If the address of the
relevant signal of approach is not known in advance to the radio
navigation unit(2), the radio wayside unit (1) and /or station interface unit
(3) of the said signal transmits, apart from its placement GPS coordinates
also the plurality GPS coordinates falling at 2km to 4km early location on
its track, such that the radio navigation unit (2) onboard locomotive
identifies its signal location and aspects from plurality of broadcasting
radio wayside unit (1) well in advance.
11. The device as claimed in any of preceding claims, comprising a station
interface unit (3) having a signaling apparatus interface section (12) to
acquire and convert signal aspects as generated by the signal relay room
of the station into electronic-machine readable form and tag the
converted aspects with their fixed position railway signals pre-measured
GPS coordinates and wirelessly transmit the tagged signals using radio
transceiver (13) when queried.
12. The device as claimed in any of preceding claims, wherein if the station
exit doesn’t have the relevant signals, the station interface unit(3)
provides its exiting or entering routes marked with GPS coordinates at
proper location, with which the radio navigation unit(2) could make a login
with the virtual GPS coordinate signal to identify its route.
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13. The device as claimed in any of preceding claims, wherein the radio
navigation unit (2) onboard locomotive after properly identifying its
relevant signal through GPS based data analysis, it then identifies its
proper placement on the track by monitoring automatic change in signal
aspects which is initiated by track circuit system of the signal when the
locomotive crosses this signal track by approximately one locomotive
length.
14. The device as claimed in any of preceding claims, wherein on single line
block section (28), the radio navigation unit (2) after identifying its proper
signal though GPS based analysis, moving or stopped acquires unique id
which is similar for the signals at both ends of the said section and
search and broadcast the said id in timely manner whereby any other pre
occupancy of any other radio navigation unit (2) in the said section is
identified and brakes are applied through brake actuator(35) and both the
drivers are warned timely through display and operator interface (10).
15. The device as claimed in any of preceding claims, wherein when the
wrong track movement of the traffic is authorized the radio navigation unit
(2) onboard locomotive after getting acknowledged through its display
and operator interface (10) thereof the system transmits its block-section
id at caution through its radio transceiver (9) and simultaneously
searches the similar said id broadcast for any other similar block-section
occupying radio navigation unit (2) such that any chances of collision
occurrence is identified in advance and brakes are applied through brake
actuator(35) and both the drivers are warned timely through display and
operator interface (10).
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16. The device as claimed in any of preceding claims, wherein the radio
wayside units (1) placed at the periphery of a station shares information
related to signal address and GPS coordinates, or the GPS coordinates
of block section elements between each other (station periphery signals)
and with their respective signals at the other end of the block section
(between two stations).