Method and system for checking track integrity

• US 6,845,953 B2
• Filed: 10/10/2002
• Issued: 01/25/2005
• Est. Priority Date: 10/10/2002
• Status: Expired due to Term

• Current Assignee: Siemens Mobility, Inc. (Siemens AG)
• Original Assignee: Quantum Engineering, Inc. (Siemens AG)
• Inventors: Shockley, James Francis, Kane, Mark Edward, Hickenlooper, Harrison Thomas
• Primary Examiner(s): Morano, S. Joseph
• Assistant Examiner(s): McCarry, Jr., Robert J.
• Application Number:
  US10/267,962
• Publication Number:
  US 20040069909A1
• Time in Patent Office: 838 Days
• Field of Search: 246/2.R, 246/4, 246/20, 246/23, 246/167.R, 246/174, 246/175, 246/122.R, 246/124
• US Class Current: 246/20
• CPC Class Codes: B61L 2205/04 Satellite based navigation systems, e.g. global positioning system [GPS]
• CPC Class Codes: B61L 23/041 Obstacle detection
• CPC Class Codes: B61L 23/047 Track or rail movements
• CPC Class Codes: B61L 3/125 using short-range radio transmission

Abstract

A train control system includes a control module that determines a position of a train using a positioning system and consults a database to determine when the train is approaching a portion of track monitored by a track circuit. When the train is near a track circuit, but while the train is still far enough away from the track circuit such that the train can be stopped before reaching the portion of track monitored by the track circuit, the train transmits an interrogation message to a transceiver associated with the track circuit. When the track circuit receives the interrogation message, a test is initiated. The test results are transmitted back to the train. The train takes corrective action if the track circuit fails to respond or indicates a problem.

Claims

1. A system for controlling a train, the system comprising:

a control unit;

a warning device in communication with the control unit;

a brake interface unit, the brake interface unit being in communication with the control unit and a train brake, the brake interface unit being operable to activate the train brake under control of the control unit; and

a transceiver, the transceiver being located on the train and being in communication with the control unit;

wherein the control unit is configured to perform the steps of

transmitting an interrogation message to a track circuit transceiver associated with a track circuit;

listening for a response from the track circuit transceiver, the response including an indication as to a condition of a section of track monitored by the track circuit;

allowing the train to continue if a response with an indication that it is safe for the train to proceed is received; and

activating the warning device if the response indicates that it is not safe for the train to proceed.

2. The system of claim 1, where the control unit is further configured to perform the steps of:

activating the train brake via the brake interface unit if necessary to stop the train before reaching the section of track monitored by the track circuit otherwise.

3. The system of claim 1, wherein the track circuit is a broken rail detection circuit.

4. The system of claim 1, wherein the track circuit is a circuit that detects the presence of a train.

5. The system of claim 1, wherein the track circuit is an avalanche detection circuit.

6. The system of claim 1, wherein the track circuit is a bridge alignment detection circuit.

7. The system of claim 1, wherein the response includes an identification number of the track circuit and wherein the control unit is further configured to perform the step of confirming that identification number received in the response corresponds to the track circuit to which the interrogation message was directed.

8. The system of claim 1, wherein the interrogation message includes an identification number of a track circuit for which the interrogation message is intended.

9. The system of claim 1, further comprising:

a positioning system, the positioning system being in communications with the control unit and being configured to provide position information to the control unit; and

a database, the database including a plurality of locations for a plurality of track circuits;

wherein the control unit is further configured to perform the steps of

identifying a track circuit in the database which is a next track circuit which the train will pass based on information from the positioning system; and

obtaining an identification number from the database associated with the track circuit identified in the identifying step.

10. The system of claim 9, wherein the control unit is configured to transmit the interrogation message when a distance between the train'"'"'s location and the track circuit identified in the identifying step is below a threshold.

11. The system of claim 10, wherein the threshold is a predetermined number based at least in part on an expected worst case distance required to stop the train.

12. The system of claim 10, wherein the threshold is determined dynamically based at least in part upon the current speed of the train.

13. The system of claim 12, wherein the threshold is further based on a weight of the train.

14. The system of claim 12, wherein the database further includes a grade of a track between the train and the track circuit and the threshold is further based on the grade of the track between the train and the track circuit.

15. The system of claim 14, wherein the threshold is further based on distribution of weight in the train.

16. The system of claim 1, wherein the control unit is further configured to activate the warning device when a response with a correct configuration is not received.

17. The system of claim 16, wherein the control unit is further configured to perform the step of preventing the train from continuing until an acknowledgment of the activated warning device has been received.

18. The system of claim 1, where in the warning device is a display.

19. The system of claim 1, wherein the warning device is a horn.

60. The system of claim 1, wherein the track circuit is in a low power state where no train is nearby.

61. The system of claim 1, wherein the track circuit is in an off state when no train is nearby.

62. The system of claim 1, wherein the track circuit transceiver is in a low power state when no train is nearby.

20. A method for controlling a train comprising the steps of:

transmitting an interrogation message to a track circuit transceiver associated with a track circuit near the train;

listening for a response from the track circuit transceiver, the response including an indication as to a condition of a section of track monitored by the track circuit; and

reporting the response to a person operating the train.

21. The method of claim 20, further comprising the steps of:

allowing the train to continue if a response indicating that it is safe for the train to proceed is received; and

activating the train brake if necessary to stop the train before reaching the section of track monitored by the track circuit otherwise.

22. The method of claim 20, wherein the track circuit is a broken rail detection circuit.

23. The method of claim 20, wherein the track circuit is a circuit that detects the presence of a train.

24. The method of claim 20, wherein the track circuit is an avalanche detection circuit.

25. The method of claim 20, wherein the track circuit is a bridge alignment detection circuit.

26. The method of claim 20, wherein the response includes an identification number of the track circuit and the method further comprises the step of confirming that identification number received in the response corresponds to the track circuit to which the interrogation message was directed.

27. The method of claim 20, wherein the interrogation message includes an identification number of the track circuit for which the interrogation message is intended.

28. The method of claim 20, further comprising the steps of:

identifying a track circuit in a database which is a next track circuit which the train will pass based on information from a positioning system located on the train; and

obtaining an identification number associated with the track circuit identified in the identifying step from the database.

29. The method of claim 28, wherein the interrogation message is transmitted when a distance between the train'"'"'s location and the track circuit identified in the identifying step is below a threshold.

30. The method of claim 29, wherein the threshold is a predetermined number based at least in part on an expected worst case distance required to stop the train.

31. The method of claim 29, wherein the threshold is determined dynamically based at least in part upon the current speed of the train.

32. The method of claim 31, wherein the threshold is further based on a weight of the train.

33. The method of claim 31, wherein the database further includes a grade of a track between the train and the section of track monitored by the track circuit and the threshold is further based on a grade of the track between the train and the section of track monitored by the track circuit.

34. The method of claim 33, wherein the threshold is further based on distribution of weight in the train.

35. The method of claim 20, further comprising the step of activating a warning device when a response with a correct configuration is not received.

36. The method of claim 35, further comprising the step of preventing the train from continuing until an acknowledgment of the activated warning device has been received.

63. The method of claim 20, wherein the track circuit is in a low power state where no train is nearby.

64. The method of claim 20, wherein the track circuit is in an off state when no train is nearby.

65. The method of claim 20, wherein the track circuit transceiver is in a low power state when no train is nearby.

37. A system for controlling a train, the system comprising:

a control unit;

a warning device connected to the control unit;

a brake interface unit, the brake interface unit being in communication with the control unit and connected to a train brake, the brake interface unit being operable to activate the train brake under control of the control unit; and

a transceiver, the transceiver being located on the train and being in communication with the control unit;

wherein the control unit is configured to perform the steps of

transmitting an interrogation message to a track circuit transceiver associated with a track circuit near the train;

listening for a response from the track circuit transceiver, the response including an indication as to a condition of a section of track monitored by the track circuit;

allowing the train to continue if the response indicates that it is safe for the train to proceed is received;

if no response is received or if a response with an indication that it is not safe to proceed is received,

activating a warning device to provide a warning;

stopping the train by activating the brakes via the brake interface unit if an acknowledgment of the warning is not received or the train is not slowed to a safe speed within a period of time; and

if an acknowledgment of the warning is received and the train is slowed to the safe speed within the period of time, ensuring that the safe speed is maintained until the section of track has been passed.

38. The system of claim 37, wherein the warning device is a horn.

39. The system of claim 37, wherein the warning device is a display.

40. The system of claim 38, wherein the control unit is further configured to perform the step of preventing the train continuing until permission is received from a dispatcher if the train has been stopped by the control unit in the stopping step.

41. The system of claim 37, wherein the period of time is based on a worst-case assumption that the train is traveling at a maximum speed and weighs a maximum amount.

42. The system of claim 37, further comprising a positioning system in communication with the control unit and located on the train, wherein the period of time is based on an actual speed of the train based on information reported by the positioning system and a weight of the train.

43. The system of claim 37, further comprising a track database in communication with the control unit, wherein the period of time is further based on a grade of a section of track between the train and the track circuit.

44. The system of claim 37, wherein the track circuit is a broken rail detection circuit.

45. The system of claim 37, wherein the track circuit is a circuit that detects the presence of a train.

46. The system of claim 37, wherein the track circuit is an avalanche detection circuit.

47. The system of claim 37, wherein the track circuit is a bridge alignment detection circuit.

48. The system of claim 37, wherein the response includes an identification number of the track circuit and wherein the control unit is further configured to perform the step of confirming that identification number received in the response corresponds to the track circuit to which the interrogation message was directed.

49. The system of claim 37, wherein the interrogation message includes an identification number of a track circuit for which the interrogation message is intended.

66. The method of claim 37, wherein the track circuit is in a low power state where no train is nearby.

67. The method of claim 37, wherein the track circuit is in an off state when no train is nearby.

68. The method of claim 37, wherein the track circuit transceiver is in a low power state when no train is nearby.

50. A method for controlling a train comprising the steps of:

transmitting an interrogation message to a track circuit transceiver associated with a track circuit near the train, the track circuit being configured to monitor a section of track;

listening for a response from the track circuit, the response including an indication as to a condition of a section of track monitored by the track circuit;

allowing the train to continue if a response indicating that it is safe for the train to proceed is received;

if a response with a correct configuration is not received or if the response indicates that it is not safe for the train to proceed,

reducing a speed of the train;

activating a warning device to provide a warning;

stopping the train if an acknowledgment of the warning is not received with a period of time or the train is not reduced to a safe speed; and

if an acknowledgment of the warning is received and the train is reduced to the safe speed within the period of time, ensuring that the safe speed is maintained until the section of track monitored by the track circuit has been passed.

51. The method of claim 50, wherein the period of time is based on a worst-case assumption that the train is traveling at a maximum speed and weighs a maximum amount.

52. The method of claim 50, wherein the period of time is based on an actual speed of the train based on information reported by a positioning system and a weight of the train.

53. The method of claim 52, wherein the period of time is further based on a grade of a section of track between the train and the track circuit.

54. The method of claim 50, wherein the track circuit is a broken rail detection circuit.

55. The method of claim 50, wherein the track circuit is a circuit that detects the presence of a train.

56. The method of claim 50, wherein the track circuit is an avalanche detection circuit.

57. The method of claim 50, wherein the track circuit is a bridge alignment detection circuit.

58. The method of claim 50, wherein the response includes an identification number of the track circuit and wherein the control unit is further configured to perform the step of confirming that identification number received in the response corresponds to the track circuit to which the interrogation message was directed.

59. The method of claim 50, wherein the interrogation message includes an identification number of a track circuit for which the interrogation message is intended.

69. The method of claim 50, wherein the track circuit is in a low power state where no train is nearby.

70. The system of claim 50, wherein the track circuit is in an off state when no train is nearby.

71. The system of claim 50, wherein the track circuit transceiver is in a low power state when no train is nearby.