Traffic control system utilizing on-board vehicle information measurement apparatus

• US 5,332,180 A
• Filed: 12/28/1992
• Issued: 07/26/1994
• Est. Priority Date: 12/28/1992
• Status: Expired due to Fees

• Current Assignee: Union Switch & Signal, Inc. (Hitachi, Ltd.)
• Original Assignee: Union Switch & Signal, Inc. (Hitachi, Ltd.)
• Inventors: Johnson, Barry W., Brown, Robert G., Peterson, Robert A., Giras, Theo C., Profeta, Joseph A., Mackey, Larry C., Disk, Daniel R.
• Primary Examiner(s): Le, Mark T.
• Application Number:
  US07/997,603
• Time in Patent Office: 575 Days
• Field of Search: 246/122 R, 246/62, 246/63 R, 246/63 C, 246/63 A, 246/28 F, 246/107, 364/424.1, 364/436, 364/447, 364/449, 364/453, 364/454, 342/451, 342/464, 342/463, 342/457, 342/456, 342/454
• US Class Current: 246/3
• CPC Class Codes: B61L 15/0092 Memory means reproducing during the running of the vehicle or vehicle train, e.g. smart cards
• CPC Class Codes: B61L 23/047 Track or rail movements
• CPC Class Codes: B61L 27/16 Trackside optimisation of vehicle or train operation

Abstract

A railway traffic control system in which accurate vehicle information is effectively available in real-time to facilitate control of traffic flow. Unlike prior art methods of precisely monitoring train location, the current invention is dependant only on equipment on-board the vehicle and position updates provided by external benchmarks located along the track route. The system'"'"'s dynamic motion capabilities can also be used to sense and store track rail signatures, as a function of rail distance, which can be routinely analyzed to assist in determining rail and road-bed conditions for preventative maintenance purposes. In presently preferred embodiments, the on-board vehicle information detection equipment comprises an inertial measurement unit providing dynamic vehicle motion information to a position processor. Depending on the amount and quality of apriori knowledge of the vehicle route, the inertial measurement unit may have as many as three gyroscopes and three accelerometers or as little as a single accelerometer. To minimize error between benchmarks, the processor preferably includes a recursire estimation filter to combine the apriori route information with movement attributes derived from the inertial measurement unit.

Claims

1. A railway traffic control system for facilitating traffic flow of a plurality of railway vehicles travelling a predetermined track route, said system comprising:

an inertial measurement apparatus carried on-board each respective vehicle of said plurality of railway vehicles;

said inertial measurement apparatus including at least one inertial measurement sensor for detecting a corresponding inertial variable;

said inertial measurement apparatus further including processing means for deriving a current position estimate of said respective vehicle based on said inertial variable detected by said at least one inertial measurement sensor;

vehicle control means for determining a desired traffic flow of said plurality of railway vehicles based on respective current position estimates of said vehicles; and

communication means for communicating respective current position estimates from each of said plurality of railway vehicles to said control means.

2. The railway vehicle control system of claim 1 wherein said communication means further provides communication of operational instruction data to said plurality of railway vehicles to effect a virtual moving block scheme of traffic flow along said predetermined track route.

3. The railway vehicle traffic control system of claim 1 wherein said processing means further includes:

memory means for storing apriori route information of said predetermined track route; and

comparator means for comparing said current vehicle position estimate with said apriori route information and update said current vehicle position estimate based on such comparison.

4. The railway vehicle traffic control system of claim 3 wherein said comparator means includes a recursive estimation filter.

5. The railway vehicle traffic control system of claim 4 wherein said recursive estimation filter is a Kalman filter.

6. The railway vehicle traffic control system of claim 1 wherein said communication means includes a multiplicity of interconnected communication devices placed at selected locations along said predetermined track route.

7. The railway vehicle traffic control system of claim 1 further comprising:

benchmark means at fixed locations along said predetermined track route for selectively communicating benchmark position information to said plurality of railway vehicles when said respective vehicles are in proximity to said benchmark means; and

said processing means further including comparator means for comparing said current vehicle position estimate with said benchmark position information and updating said current vehicle position estimate based on such comparison.

8. The railway vehicle traffic control system of claim 7 wherein said comparator means includes a recursive estimation filter.

9. The railway vehicle traffic control system of claim 8 wherein said recursive estimation filter is a Kalman filter.

10. The railway vehicle traffic control system of claim 7 wherein said benchmark means comprises a plurality of benchmark transponders placed at selected fixed locations along said predetermined track route.

11. The railway vehicle traffic control system of claim 7 wherein said processing means further includes memory means for storing apriori route information of said predetermined route, said comparator means further operative to periodically compare said current vehicle position estimate with said apriori route information and update said current vehicle position estimate based thereon.

12. The railway vehicle control system of claim 1 wherein said processing means further determines vehicle motion and grade information based on said at least one inertial variable from said inertial measurement means.

13. The railway vehicle traffic .control system of claim 12 wherein said vehicle control means further determines a track metric as a function of position and time based said current position estimate and said vehicle motion and grade information, said track metric indicative of a diagnostic condition of said predetermined track route.

14. The railway vehicle traffic control system of claim 11 wherein said comparator means includes a recursive estimation filter.

15. The railway vehicle traffic control system of claim 14 wherein said recursive estimation filter is a Kalman filter.

16. A vehicle traffic control system for facilitating traffic flow of a plurality of land vehicles travelling a predetermined route, said system comprising:

an inertial measurement apparatus carried on-board each respective vehicle of said plurality of land-based vehicles;

said inertial measurement apparatus including a least one inertial measurement sensor for detecting a corresponding inertial variable;

said inertial measurement apparatus further including processing means for deriving a current estimate of at least one dynamic vehicle operation characteristic of said respective vehicle based on said inertial variable detected by said at least one inertial measurement sensor;

said processing means including memory means for storing apriori route information of said predetermined route; and

comparator means operative to periodically compare said current estimate of said at least one dynamic vehicle operation characteristic with said apriori route information and update said current estimate based on such comparison; and

vehicle control means for determining a desired traffic flow pattern along said predetermined route based on respective current position estimates of said plurality of land vehicles.

17. The vehicle traffic control system of claim 16 further comprising:

communication means for communicating respective vehicle position estimates from each of said plurality of land vehicles to said control means.

18. The vehicle traffic control system of claim 17 wherein said communication means includes a multiplicity of interconnected communication devices placed at selected locations along said predetermined route.

19. The vehicle traffic control system of claim 18 wherein said comparator means includes a recursive estimation filter.

20. The vehicle traffic control system of claim 19 wherein said recursive estimation filter is a Kalman filter.

21. The vehicle traffic control system of claim 17 further comprising:

benchmark means at fixed locations along said predetermined route for selectively communicating benchmark position information to said plurality of land vehicles when said respective vehicles are in proximity to said benchmark means;

said processing means further including comparator means for comparing said current estimate of said at least one dynamic vehicle operating characteristic with said benchmark position information and updating said current vehicle position estimate based on an output of said comparator means.

22. The vehicle traffic control system of claim 21 wherein said benchmark means comprises a plurality of benchmark transponders placed at selected fixed locations along said predetermined route.

23. The vehicle traffic control system of claim 21 wherein said comparator means includes a recursive estimation filter.

24. The vehicle traffic control system of claim 23 wherein said recursive estimation filter is a Kalman filter.

25. The vehicle traffic control system of claim 17 wherein said current estimate of said at least one dynamic vehicle operating characteristic includes a current position estimate of said respective vehicle.

26. A vehicle traffic control system for facilitating traffic flow of a plurality of land vehicles travelling a predetermined route, said system comprising:

an inertial measurement apparatus carried on-board each respective vehicle of said plurality of land-based vehicles;

said inertial measurement apparatus including a least one inertial measurement sensor for detecting a corresponding inertial variable;

said inertial measurement apparatus further including processing means for-deriving a current estimate of at least one dynamic vehicle operation characteristic of said respective vehicle based on said inertial variable detected by said at least one inertial measurement sensor;

benchmark means at fixed locations along said predetermined route for selectively communicating benchmark position information to said plurality of land vehicles when said. respective vehicles are in proximity to said benchmark means;

said processing means further including comparator means for comparing said current estimate of said at least one dynamic vehicle operating characteristic with said benchmark position information and updating said current vehicle position estimate based on such comparison; and

vehicle control means for determining a desired traffic flow pattern along said predetermined route based on respective current position estimates of said plurality of land vehicles.

27. The vehicle traffic control system of claim 26 wherein said communication means includes a multiplicity of interconnected communication devices placed at selected locations along said predetermined route.

28. The vehicle traffic control system of claim 26 wherein said comparator means includes a recursive estimation filter.

29. The vehicle traffic control system of claim 28 wherein said recursive estimation filter is a Kalman filter.

30. The vehicle traffic control system of claim 26 wherein said benchmark means comprises a plurality of benchmark transponders placed at selected fixed locations along said predetermined route.

31. The vehicle traffic control system of claim 26 wherein said processing means further comprises memory means for storing apriori route information of said predetermined route, said comparator means operative to periodically compare said current estimate of said at least one dynamic vehicle operation characteristic with said apriori route information and update said current estimate based on such comparison.

32. The vehicle traffic control system of claim 31 wherein said comparator means includes a recursive estimation filter.

33. The vehicle traffic control system of claim 32 wherein said recursive estimation filter is a Kalman filter.

34. The vehicle traffic control system of claim 26 wherein said current estimate of said at least one dynamic vehicle operating characteristic includes a current position estimate of said respective vehicle.

35. A method of determining the position of a land vehicle travelling over a predetermined route, said method comprising the steps of:

(a) detecting at least one inertial variable of said vehicle utilizing at least one corresponding on-board inertial measurement sensor;

(b) calculating on-board said vehicle a current estimate of at least dynamic vehicle characteristic based on said at least one inertial variable;

(c) periodically receiving benchmark data from a plurality of fixed land positions along said route, said benchmark data containing the specific location of said land position; and

(d) periodically updating said current estimate of said at least one dynamic vehicle operating condition based on said benchmark data from said fixed land positions.

36. The method of claim 35 further the following steps:

(e) storing on-board said vehicle apriori route information of said predetermined route;

(f) updating said current estimate of said at least one dynamic vehicle operating characteristic during periods between those updates facilitated by said benchmark data based on said apriori route information.

37. The method of claim 36 further comprising storing estimate data obtained during a complete passage of said vehicle along said predetermined route to provide a basis of subsequent refining of said apriori route information.

38. The method of claim 35 wherein said updates of said current estimate of said at least one dynamic vehicle operating characteristic is performed in step (d) according to a Kalman filter network.

39. The method of claim 35 further comprising the step of:

(g) communicating current estimates of said at least one dynamic vehicle operating characteristic to a central traffic control facility for use in control of traffic flow along said predetermined route,

40. The method of claim 39 further comprising the following steps prior to step (g):

(h) processing input data representative of said current estimate of said at least one dynamic vehicle operating characteristic to produce an output data for communication to said central traffic control facility;

(i) calculating during processing of said input data at least one address check sum and at least one instruction check sum;

(j) comparing said said at least one address check sum and said at least one instruction check sum with respective predetermined check sums;

(k) calculating based said output data an inverse output data;

(l) comparing said inverse output data with said input data; and

(m) releasing said output data for communication to said central traffic control facility only if said at least one address check sum and said at least one instruction check sum compare true with said respective predetermined checksums and said inverse output data compares true with said input data.

41. The method of claim 35 wherein said current estimate of said at least one dynamic operating characteristic includes a vehicle position estimate.

42. A method of determining the position of a land vehicle travelling over a predetermined route, said method comprising the steps of:

(a) detecting at least one inertial variable of said vehicle utilizing at least one corresponding on-board inertial measurement sensor;

(b) calculating on-board said vehicle a current estimate of at least dynamic vehicle characteristic based on said at least one inertial variable;

(c) storing on-board said vehicle apriori route information of said predetermined route; and

(d) updating said current estimate of said at least one dynamic vehicle operating characteristic based on said apriori route information.

43. The method of claim 42 further the following steps:

(e) periodically receiving benchmark data from a plurality of fixed land positions along said route, said benchmark data containing the specific location of said land position; and

(f) periodically updating said current estimate of said at least one dynamic vehicle operating condition based on said benchmark data from said fixed land positions.

44. The method of claim 42 further comprising storing estimate data obtained during a passage of said vehicle along at least a portion of said predetermined route to provide a basis of subsequent refining of said apriori route information.

45. The method of claim 42 wherein said updates of said current estimate of said at least one dynamic vehicle operating characteristic is performed in steps (d) according to a Kalman filter network.

46. The method of claim 42 further comprising the step of:

(g) communicating current estimates of said at least one dynamic vehicle operating characteristic to a central traffic control facility for use in control of traffic flow along said predetermined route.

47. The method of claim 46 further comprising the following steps prior to step (g):

(h) processing input data representative of said current estimate of said at least one dynamic vehicle operating characteristic to produce an output data for communication to said central traffic control facility;

(i) calculating during processing of said input data at least one address check sum and at least instruction check sum;

(j) comparing said said at least one address check sum and said at least one instruction check sum with respective predetermined check sums;

(k) calculating based said output data an inverse output data;

(l) comparing said inverse output data with said input data; and

(m) releasing said output data for communication to said central traffic control facility only if said at least one address check sum and said at least one instruction check sum compare true with said respective predetermined checksums and said inverse output data compares true with said input data.

48. The method of claim 42 wherein said current estimate of said at least one dynamic operating characteristic includes a vehicle position estimate.

49. A method of determining the diagnostic condition of a predetermined route traveled by a land-based vehicle, said method comprising the steps of:

(a) detecting at least one inertial variable utilizing at least one corresponding on-board inertial measurement sensor;

(b) calculating on-board said vehicle current estimate of dynamic vehicle characteristics forming a route signature based on said at least one dynamic movement characteristic;

(c) processing said current estimate of vehicle position, motion and attitude to provide a route metric as a function of position; and

(d) comparing said route signature with a preselected standard to determine said diagnostic condition of said predetermined route.

50. The method of claim 49 further comprising the following step:

(e) comparing route metrics derived over a sequence of successive passes of said vehicle along portions of said route to determine a change in the diagnostic condition thereof.

51. The method of claim 49 wherein step (c) includes the following steps:

(f) producing a power spectral density signature of said current estimates of said dynamic vehicle operating characteristics; and

(g) matching said power spectral density signature with a known signature to produce said route metric.

52. The method of claim 49 wherein said current estimates of said dynamic vehicle operating characteristics includes current estimates of position, motion and vehicle attitude.

53. The method of claim 49 wherein said vehicle is a rail vehicle and said route metric includes the rail characteristics of surface, cross level, alignment and gauge deviation.