Vital speed profile to control a train moving along a track

• US 9,168,935 B2
• Filed: 08/12/2013
• Issued: 10/27/2015
• Est. Priority Date: 06/30/2009
• Status: Active Grant

• Current Assignee: Siemens Mobility, Inc. (Siemens AG)
• Original Assignee: Siemens Industry Incorporated (Siemens AG)
• Inventors: Kane, Mark Edward, Hickenlooper, Harrison Thomas
• Primary Examiner(s): Black, Thomas G
• Assistant Examiner(s): Nolan, Peter D
• Application Number:
  US13/964,915
• Publication Number:
  US 20130325225A1
• Time in Patent Office: 806 Days
• US Class Current: 1/1
• CPC Class Codes: B61L 15/0062 On-board target speed calculation or supervision
• CPC Class Codes: B61L 25/025 Absolute localisation, e.g. providing geodetic coordinates
• CPC Class Codes: B61L 27/20 Trackside control of safe travel of vehicle or train, e.g. braking curve calculation

Abstract

A speed profile for an entire train trip includes a maximum allowable speed at each point of the entire trip, taking into account the ability of the train to comply with speed reductions encountered during the trip. The speed profile includes a braking curve that gradually reduces from a higher speed to a lower speed starting at a point at which the train must begin braking in order to be traveling at the lower speed when the train reaches the point at which the lower speed limit begins. The speed profile is generated on multiple wayside computers, cross checked, and then vitally transmitted to an onboard locomotive control system. The onboard control system includes redundant speed sensors with redundant vital circuits, and also includes redundant speed comparators to ensure that the train doesn'"'"'t exceed the speed profile. A GPS receiver may be used for greater reliability.

Claims

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

a first processor, the first processor being configured to calculate a first speed profile for the train along a first portion of track associated with the first processor, the first speed profile including a maximum allowable speed of the train for each point along the first portion of track, the first speed profile including a braking curve corresponding to a portion of the track in which the maximum allowable speed transitions from a higher speed to a lower speed;

a second processor, the second processor being configured to calculate a second speed profile for the train along a second portion of track associated with the second processor, the second speed profile including a maximum allowable speed of the train for each point along the second portion of track, the second speed profile including a braking curve corresponding to a portion of the track in which the maximum allowable speed transitions from a higher speed to a lower speed, at least part of the second portion of track associated with the second processor overlapping the first portion of track associated with the first processor;

a transmitter; and

an integration processor connected to the transmitter and connected to receive the first speed profile from the first processor and the second speed profile from the second processor, the integration processor being configured to compare the part of the second speed profile overlapping the first speed profile to the first speed profile and, if the parts of the first speed profile and the second speed profile match, to transmit the part of the speed profile matching the part of the second speed profile to a receiver located onboard a train via the transmitter;

a receiver located onboard the train, the receiver being configured for communication with the transmitter;

an onboard processor located onboard the train and connected to the receiver; and

a memory located onboard the train and connected to the onboard processor;

wherein the onboard processor is configured to store a speed profile received from the integration processor via the receiver in the memory and to control the train such that the speed of the train does not exceed the speed profile.

2. The system of claim 1, wherein the first processor and the second processor are manufactured by different manufacturers.

3. The system of claim 1, wherein the first processor and the second processor are configured to execute code corresponding to different source code.

4. The system of claim 1, further comprising:

at least two axle sensors, each axle sensor being configured for connection to a different axle on a train; and

a pair of vital circuits connected to the onboard processor, each vital circuit in the pair being connected to a respective axle sensor, each vital circuit being configured to confirm that at least some portion of the respective axle sensor to which the vital circuit is connected is functioning properly.

5. The system of claim 1, wherein the entire second portion of the tack associated with the second processor overlaps the first portion of the track associated with the first processor.

6. The system of claim 1, wherein the first and second speed profile includes a portion in which the maximum allowable speed rises gradually from a lower speed to a higher speed, whereby a rate at which an operator can accelerate the train is limited by the first and second speed profiles.

7. The system of claim 1, wherein the braking curves are based at least in part on a grade of the track to which the speed profile pertains and a weight of the train.

8. The system of claim 4, wherein at least one axle sensor is an axle generator.

9. The system of claim 4, wherein the at least one axle sensor is an optical sensor.

10. The system of claim 1, further comprising:

a pair of speed comparators, each speed comparator being connected to at least one of the vital circuits, each speed comparator having an output connected to an input of a power supply;

a power supply connected to the output of each of the comparators; and

a valve connected to the power supply and in fluid communication with an air brake pipe, the valve being configured such that it remains closed when power from the power supply is supplied to the valve and causes an application of the train'"'"'s brakes when power from the power supply is not supplied to the valve;

wherein each of the speed comparators is configured to control its respective output such that the power supply does not supply power to the valve when a speed of the train exceeds a maximum allowable speed as indicated in a corresponding portion of the speed profile.

11. The system of claim 10, further comprising at least one global positioning system (GPS) receiver connected to supply data to at least one of the speed comparators.

12. The system of claim 11, wherein the at least one GPS receiver supplies data to both of the speed comparators.

13. The system of claim 10, further comprising:

a first GPS receiver;

a second GPS receiver; and

a GPS vitality circuit connected to the first GPS receiver and the second GPS receiver and at least one of the speed comparators, the GPS vitality circuit being configured to correlate information from the first GPS receiver and the second GPS receiver and supply the correlated information to the at least one of the speed comparators.

14. The system of claim 10, further comprising:

a pair of timers, each of the timers being connected between a respective speed comparator and the power supply, wherein each timer is configured to control the power supply to stop providing power to the valve if a signal is not received from its respective speed comparator within a predetermined time period.

15. The system of claim 14, wherein at least one vital circuit is configured to pass an alternating current signal from an oscillator through a stator of the at least one axle drive generator to which it is connected.

16. The system of claim 10, wherein the power supplied to the valve by the power supply is different in at least one parameter than power supplied to any other component on the train.