Train location system and method

• US 6,641,090 B2
• Filed: 01/10/2002
• Issued: 11/04/2003
• Est. Priority Date: 01/10/2001
• Status: Expired due to Term

• Current Assignee: Australian Rail Track Corp. Ltd. (Government of Australia)
• Original Assignee: Lockheed Martin Corporation (Martin Marietta Corporation)
• Inventors: Meyer, Thomas J.
• Primary Examiner(s): Morano, S. Joseph
• Assistant Examiner(s): JULES, FRANTZ F
• Application Number:
  US10/041,744
• Publication Number:
  US 20020088904A1
• Time in Patent Office: 663 Days
• Field of Search: 701/19, 701/20, 701/213, 701/214, 701/216, 701/217, 701/220, 701/221, 246/122.R, 246/124, 246/167.R, 246/187.A, 246/126, 246/121, 364/449, 364/453, 342/450
• US Class Current: 246/122.00R
• CPC Class Codes: B61L 2205/04 Satellite based navigation systems, e.g. global positioning system [GPS]
• CPC Class Codes: B61L 25/025 Absolute localisation, e.g. providing geodetic coordinates
• CPC Class Codes: B61L 25/026 Relative localisation, e.g. using odometer

Abstract

A train location system and method of determining track occupancy utilizes inertial measurement inputs, including orthogonal acceleration inputs and turn rate information, in combination with wheel-mounted tachometer information and GPS/DGPS position fixes to provide processed outputs indicative of track occupancy, position, direction of travel, velocity, etc. Various navigation solutions are combined together to provide the desired information outputs using an optimal estimator designed specifically for rail applications and subjected to motion constraints reflecting the physical motion limitations of a locomotive. The system utilizes geo-reconciliation to minimize errors and solutions that identify track occupancy when traveling through a turnout.

Claims

1. A train location system for locating the position of a train on a track upon passage by the train through a turnout having at least the first and the second track leading therefrom, comprising:

an inertial sensor system sensing linear and rotary acceleration associated with the movement of the rain over the track;

a sensor for determining, either directly or indirectly, distanced traveled over the tracks;

a radio-frequency based geo-positional receiver for at least periodically determining a geo-positional value for the train; and

an optimal estimator for accepting information on a continuous or periodic basis from the inertial sensor system, the distanced traveled sensor, and the geo-positional receiver and establishing within said optimal estimator a first computational instance for the first track and a second computational instance for the second track using predetermined track parameters, the optimal estimator computing location and respective estimated error states for each of the first and second computational instances until one of the first and second computational instances exhibits step-wise and ramp-wise changes in its estimated error states to indicate that the track for that instance is not the track occupied by the train.

2. The train location system of claim 1, further comprising the step of:

ceasing the computational instance that exhibits step-wise and ramp-wise changes in its estimated error states indicating that the track for that instance is not the track occupied by the train.

3. The train location system of claim 1, wherein said inertial sensor system provides X, Y, and Z acceleration values and a Z turn rate value.

4. The train location system of claim 3, wherein said output of the inertial sensor system is subject to gravity model and/or sphereoid constraint correction.

5. The train location system of claim 1, wherein said distance traveled sensor comprises a wheel tachometer.

6. A method of determining track occupancy of a train after the train has passed through a turnout onto either of a first or at least a second track, comprising the steps of:

inertially sensing linear and rotary acceleration associated with the movement of the train over the track;

determining, either directly or indirectly, distanced traveled over the tracks;

establishing, in an optimal estimator, a first computational instance for the first track and a second computational instance for the second track using predetermined track parameters,

processing, in the optimal estimator, each of the first and second instances to compute at least the location of the train and/or values related thereto by derivation or integration and respective estimated error states until one of the first and second computational instances exhibits step-wise and ramp-wise changes in its estimated error states indicating that the track for that instance is not the track occupied by the train.

7. The method of claim 6, further comprising the step of:

ceasing the computational instance that exhibit step-wise and ramp-wise changes in its estimated error states indicating that track for that instance is not the track occupied by the train.

8. A locomotive location system for locating the position of the locomotive on a track upon passage by the locomotive through a turnout having at least a first and a second track leading therefrom, comprising:

a strapdown inertial navigation system for providing at least linear and rotary acceleration associated with the movement of a locomotive over the track and at least a first integral thereof;

a sensor for determining, either directly or indirectly, distanced traveled along the tracks;

an optimal estimator for accepting information on a continuous or periodic basis from the strapdown inertial navigation system, the distanced traveled along the track sensor and establishing a first computational instance for the first track and a second computational instance for the second track using predetermined track parameters, the optimal estimator computing location and respective estimated error states for each of the first and second computational instances until one of the first and second computational instances exhibits step-wise and ramp-wise changes features in its estimated error states indicating that the track for that instance is not the track occupied by the locomotive; and

a radio-frequency based geo-positional receiver for at least periodically determining a geo-positional value for the locomotive.

9. The locomotive location system of claim 8, further comprising the step of:

halting the computational instance that exhibit step-wise and ramp-wise changes in its estimated error states indicating that the track for that instance is not the track occupied by the locomotive.