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WO2001091083A1 - Systeme de detection de train possedant une caracteristique d'auto-controle - Google Patents

Systeme de detection de train possedant une caracteristique d'auto-controle Download PDF

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Publication number
WO2001091083A1
WO2001091083A1 PCT/US2001/016584 US0116584W WO0191083A1 WO 2001091083 A1 WO2001091083 A1 WO 2001091083A1 US 0116584 W US0116584 W US 0116584W WO 0191083 A1 WO0191083 A1 WO 0191083A1
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WO
WIPO (PCT)
Prior art keywords
detection system
train
self
sensor
testing
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/US2001/016584
Other languages
English (en)
Inventor
Joseph R. Pace
Joseph A. Pace
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
EVA Signal Corp
Original Assignee
EVA Signal Corp
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by EVA Signal Corp filed Critical EVA Signal Corp
Priority to AU2001274897A priority Critical patent/AU2001274897A1/en
Publication of WO2001091083A1 publication Critical patent/WO2001091083A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L29/00—Safety means for rail/road crossing traffic
    • B61L29/24—Means for warning road traffic that a gate is closed or closing, or that rail traffic is approaching, e.g. for visible or audible warning
    • B61L29/28—Means for warning road traffic that a gate is closed or closing, or that rail traffic is approaching, e.g. for visible or audible warning electrically operated
    • B61L29/30—Supervision, e.g. monitoring arrangements
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L29/00—Safety means for rail/road crossing traffic
    • B61L29/24—Means for warning road traffic that a gate is closed or closing, or that rail traffic is approaching, e.g. for visible or audible warning
    • B61L29/28—Means for warning road traffic that a gate is closed or closing, or that rail traffic is approaching, e.g. for visible or audible warning electrically operated

Definitions

  • the present invention relates generally to traffic warning systems and more particularly to an improved train detection system for alerting motorists approaching a railroad grade crossing to the presence of an oncoming railroad train. BACKGROUND OF THE INVENTION
  • Known to the art are active railroad crossing warning systems utilizing the railroad tracks themselves to detect an approaching train and activate a warning signal apparatus such as warning lights and bells. These systems known to the art warn motorists when a train is detected at a predetermined distance from the crossing.
  • present active warning systems do not take into account the velocity, size, or location of the train and thus make no allowance for the time it will take the train to reach the crossing. For example, a fast moving train may reach the crossing in only a few seconds after it is detected, while a slow moving train may fail to reach the crossing until several minutes have passed. Motorists may become impatient waiting for slow moving trains to reach the crossing. Consequently, some motorists may begin to ignore the warnings and attempt to cross the tracks possibly causing an accident should a fast moving train be encountered.
  • the present invention provides a railroad detection system for alerting a motorist approaching a railroad crossing to the presence of an oncoming train.
  • motorist is intended to refer not only to operators and passengers of motor vehicles, but also to pedestrians, cyclists, bystanders, and the like.
  • Sensors adjacent to the railroad track may be placed at predetermined distances firom the railroad crossing to sense the presence, direction, and velocity of an approaching train.
  • the implementation subsystem may activate a warning system to alert motorists to the presence of the oncoming train. The motorists may then take cautionary or evasive action.
  • the sensors of the present invention also permit self-testing thus providing a fail-safe condition.
  • the implementation subsystem is in constant communication with the sensors via a hardware or alternatively a wireless connection.
  • the railroad detection system may be placed in a fail-safe condition.
  • the warning system located at the railroad crossing may be initiated by the implementation system alerting motorists and railroad personnel that the railroad detection system is non-functional.
  • FIG. 1 is a block diagram of the adaptable and universal nature of the subsystems of the train detection system of the present invention
  • FIG. 2 is a highly diagrammatic representation of the primary components of a presently preferred exemplary embodiment of the present invention wherein components of the sensor and implementation subsystem are illustrated;
  • FIG. 3 depicts an exemplary embodiment of a sensor of the present invention;
  • FIGS .4A and 4B depicts an exemplary embodiment of the magnetic field variation produced by a magneto-resistive chip of the present invention when a train passes near a chip and a digital signal that may be produced utilizing threshold values;
  • FIG. 5 is a pictorial view of atypical single track grade crossing displaying the location and cross-sectional view of a vault of the present invention
  • FIG. 6 is a top plan view of an area surrounding a typical grade crossing depicting the placement of the train detection system's components along the track;
  • FIG. 7A is an elevational view of the embodiment of the invention shown in FIG. 6 illustrating the operation thereof before an oncoming railroad train reaches the crossing
  • FIG. 7B is an elevational view of the embodiment of the invention shown in FIG. 6 illustrating the operation thereof after passage of the train
  • FIG. 8 is a flow diagram illustrating an exemplary process of the train detection system of the present invention.
  • FIG. 1 depicts the universal and distinct subsystems of an exemplary train detection system 10 of the present invention.
  • the train detection system 10 comprises a sensor 100 and an implementation subsystem 105.
  • the train detection system 10 may be connected with a warning system 120 in order to adequately alert motorists approaching a railroad crossing to the presence of an oncoming train. Since not all railroad crossings require complete detection and warning systems, the train detection system 10 of the present invention may also be installed with current installations in such a way that the sensor 100 or the implementation subsystem 105 may be installed independently to upgrade current installations.
  • the train detection system 10 of the present invention preferably comprises of subsystems and components that operate separately of the railroad's track, equipment, or systems yet still provide means for detecting an oncoming railroad train.
  • the sensor 100 includes at least two solid state magneto-resistive chips 40 and a processing chip 206.
  • the magneto-resistive chips 40 may be suitable for detecting a ferromagnetic material object such as a train.
  • the magneto-resistive chips may be manufactured by the HONEYWELL® Corporation, one example of the magneto-resistive chip 40 being part number 1021S-2.
  • the implementation subsystem 105 may comprise a programmable processor 224 and a rechargeable battery 226.
  • the sensor 100 and the implementation subsystem 105 may be interconnected through a serial line or alternatively through a wireless connection. Utilizing a wireless connection, a first transceiver 210 and a second transceiver 212 may be connected to the processing chip 206 and the programmable processor 206 respectively.
  • Another advantage of an exemplary embodiment of a detection system 10 of the present invention is that the components of the sensor 100 may be placed within a single enclosure.
  • the magneto-resistive chips 40 and the processing chip 206 may be placed on a circuit board 208 or other similar object for mounting chips.
  • the magneto-resistive chips 40, processing chip 206, and the circuit board 208 may be placed within an enclosure 202 suitable for protecting the components of the sensor 100 from elements and temperature changes when placed underground.
  • poly vinyl chloride pipe or other suitable material and the like may serve as the enclosure 202.
  • an exemplary embodiment of the sensor 100 as depicted in FIG. 3 may be placed just below ground up to seven feet away from the railroad track. This may be beneficial as maintenance performed on the railroad track may not damage the detection system of the present invention while working on or near the railroad track.
  • a ferromagnetic material object passes over the sensor 100, it will pass over, adjacent, near, or proximate to the first magneto-resistive chip 40a and then will pass over, adj acent, near, or proximate to the second magneto-resistive chip 40b .
  • each magneto-resistive chip 40 may produce a signal which is received by the processing chip 206.
  • FIG. 4A an exemplary embodiment 400 representing the magnetic field variation of a train measured by the magneto-resistive chips 405a and 405b of the present invention.
  • Signals 410, 420 may be produced by the magneto-resistive chips 405a, 405b respectively when a ferromagnetic material object, a train 430 for example, passes the magneto-resistive chips 405a, 405b.
  • digital signals 460, 470 may be created from the signals 410, 420 produced when a ferromagnetic material object passes a magneto- resistive chip 405a, 405b by utilizing threshold levels to pick out peaks and valleys.
  • a timer is started and a direction is determined upon the falling edge of the magneto-resistive chip 405a output.
  • the rising edge of the magneto-resistive chip 405b stops the timer which calculates a change in time whereby the velocity of the train may be calculated by dividing the distance between the magneto-resistive chips divided by the change in time.
  • the magneto-resistive chips may be placed about two to four feet apart within the enclosure protecting the chips, preferably the magneto-resistive chips may be placed about thirty-three inches apart. This may provide enough space in order for a processing chip of the sensor to process the signals produced by each magneto-resistive chip 405a, 405b.
  • Another advantage of the sensor of the present invention is that it will be a rare occurrence that an object would come to a stop between the magneto-resistive chips of the sensor. If the distance between chips is large, then its possible an object could pass the first magneto-resistive chip and stop before reaching the second magneto-resistive chip. This may result in an anomaly and may cause the detection system to enter a fail-safe state.
  • FIG. 5 depicts atypical railroad crossing 56.
  • the implementation subsystem 105 may be placed within a waterproof underground vault 34 for security and physical protection.
  • the vault 34 may include a steel access door 36 secured by a locking device 38 such as a hasp to receive a padlock or the like.
  • the buried vault 34 may provide physical security for the implementation subsystem 105 and protect the implementation subsystem's components from the extreme temperature changes that could be experienced.
  • the vault 34 may be grounded to provide electrostatic shielding to the electronic components contained therein.
  • the detection system 10 of the present invention is preferably powered by one or more rechargeable batteries 226 as shown in FIG. 2.
  • the one or more batteries 226 may be placed in the vault 34 with the programmable processor 224. Recharging of the batteries may be accomplished by means of a solar panel array 45 mounted on a pole, or post 42 near the railroad crossing 56. Use of solar panels 45 may be desirable when the system 10 is to be deployed at crossings located in rural areas where a source of electrical power is not readily available.
  • the solar panel 45 may have a transparent covering comprising l A inch thick LEXAN® bullet resistant translucent material or the like to prevent damage due to the environment or vandalism.
  • FIG. 6 illustrates operation of the detection system 10 to detect an approaching train 52 moving along a railroad track 54.
  • the sensors 100 may be buried in the right-of-way along the railroad track 54 to protect the sensors 100 from elements and vandalism.
  • the sensors 100 may be connected to the implementation subsystem 105 through a shielded, rodent proof cable 58, or alternatively via a wireless connection.
  • the cable 58 may be a foam/skin insulated filled cable meeting REA Specification PE-
  • the sensor and the implementation subsystem of the present invention may be connected via a wireless connection.
  • Information may be transported from the sensors 100 to the implementation subsystem 105 through signal transmission means.
  • the sensor 100 may be connected with a transceiver suitable for delivering and receiving information to and from the programmable processor of the implementation subsystem.
  • the programmable processor of the implementation subsystem may also be connected with a transceiver suitable for delivering and receiving information.
  • Antennas may be connected with each transceiver in order to aid reception and transmission and increase signal gain of the radio communications link between the sensor and the implementation subsystem.
  • the sensor and the implementation subsystem may be in constant communication with each other, and if the connection malfunctions, the system may be preferably placed into a fail-safe state.
  • the wireless connection preferably utilizes several bands of spread spectrum channels that does not require a Federal Communications Commission license to operate. Preferably, constant analysis of the bands may be performed in order to ensure best reception.
  • the wireless connection preferably is a dual-tone multiple frequency encoded, spread spectrum modulated transmission to avoid unintended jamming or interference from other frequency resources operating in the vicinity thereby preventing loss of communication or false alarms.
  • the wireless connection may utilize encryption to provide secure transfer of information between the sensor and the implementation subsystem.
  • a mobile receiver capable of receiving wireless communication may be utilized, for example, within the train to alert an engineer that the train has been detected by the train detection system.
  • FIGS. 7A and 7B illustrate operation of the system 10 to sense an approaching train 52 and activate the warning system 120.
  • the train detection system 10 preferably comprises a primary sensor 100a and a secondary or backup sensor 100b.
  • the primary sensor 100a comprises at least two solid state magneto-resistive chips positioned on either side of the grade crossing 56 along the track 54 at a predetermined distance from each other.
  • the sensor 100a is preferably located at a sufficient distance from the grade crossing 56 to permit the system 10 to activate the warning signal devices 120 at a predetermined interval of time before the arrival of the train 52 regardless of the train's speed.
  • a secondary or backup sensor 100b may also be provided should the primary sensor 100a fail to properly sense an approaching train.
  • the backup sensor 100b may include at least two solid-state magneto-resistive chips with a processing chips placed on a circuit board and sealed within an enclosure. This enclosure may be buried in the earth in the right- of-way on either side of the grade crossing 56. Each backup sensor 100b is preferably positioned at a predetermined distance from the crossing 56 along the track 54.
  • the primary sensor upon proper sensing of a train 52 by at least two of the magneto-resistive chips of the primary sensor 100a, may disable, for example, operation of the backup sensor 100b.
  • the backup sensor 100b provides means of activating the warning signal devices 120 before the train 52 reaches the crossing 56.
  • the approaching train 52 is detected by the first magneto-resistive chip of the primary sensor 100a.
  • the second magneto-resistive chip of the primary sensor 100a fails to sense the train 52.
  • the primary sensor 100a cannot determine the speed of the approaching train 52 in order to determine the appropriate time in which to activate the warning signal devices 120.
  • the implementation subsystem 105 does not disable the backup subsystem. As the train 52 continues toward the crossing 56, it reaches the first of the magneto-resistive chips of the backup sensor 100b and . is sensed.
  • the backup sensor 100b provides a signal to the implementation subsystem 105 which may immediately activate the warning signal devices 120.
  • the backup sensor may comprise an analog magnetometer.
  • the backup sensor may be disabled during normal operation in which the primary sensor 100a senses a train. If the primary sensor 100a malfunctions, then the backup sensor may provide means for activating the warning signal devices 120 before the train 52 reaches the crossing 56.
  • the sensors of the present invention provide a number of advantages than those well known to the art. First, they may be installed independently of the railroad track and without requiring the resetting of the track. Also, since the sensor may be placed within a single enclosure, this allows for easier installation and maintenance. Further, since the sensors may be buried underground, they resist possible vandalism. The sensors of the present invention are suitable for self-testing.
  • the detection system may be placed in a fail-safe state. For example, first magneto-resistive chip senses the presence of a train, however, a second signal is not received from the second magneto-resistive chip by the processing chip, then the detection system may be placed in a fail-safe state. In another example, if a train is sensed and is determined to be traveling at a speed in excess of 200 miles per hour, then the detection system may be placed in a fail-safe state. The process as just described is represented in a flow chart in FIG. 8.
  • the implementation subsystem of the present invention provides a number of advantages.
  • the implementation subsystem notices any anomaly in the information provided to it by the sensors, then it would cause the system to enter a fail-safe state.
  • the sensors will be in constant communication with the implementation subsystem and thus will notice any anomaly instantly. For example, if the cable connecting the implementation subsystem and the sensors was damaged, then the implementation system may be able to notice the problem right away and place the detection system in a fail-safe state. Alternatively, if the wireless connection between the sensor and the implementation subsystem has malfunctioned, then the detection system may be placed in a fail-safe state.
  • the implementation system also may eliminate the possibility of having the warning system active when a train is heading away from a railroad crossing.
  • the parameters at which the train detection system will check may be altered and adjusted in order for the detection system to be suitable for different applications. For example, in an urban area, parameters may be very narrow so that the system may be placed in a fail-safe state if only the slightest deviation in the information occurs. However, in a rural area where there is little traffic, the parameters may be broad so that the detection system is placed in a fail-safe state only if a major anomaly occurs.
  • the implementation subsystem Upon the placement of the detection system into a fail-safe state, the implementation subsystem sends a signal to the warning system to engage. Therefore, motorists and railroad personnel may be aware that a train is approaching or that there is reason for caution. Without the installation of the detection system of the present invention, when a problem occurs a railroad crossing may not be adequately protected.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Train Traffic Observation, Control, And Security (AREA)

Abstract

L'invention concerne un système (10) servant à détecter la vitesse, la présence et la direction d'un train (52) et pouvant être mis en application dans des passages à niveau existants. Ce système (10) possède une capacité d'auto-contrôle de ces éléments et, si une anomalie a été détectée, ce système (10) peut se mettre en état de sécurité. Ce système de détection (10) est également capable d'établir une communication constante entre le détecteur (100) du système et le dispositif de mise en application (105) dudit système (10) par l'intermédiaire d'une liaison radio (210, 212).
PCT/US2001/016584 2000-05-25 2001-05-23 Systeme de detection de train possedant une caracteristique d'auto-controle Ceased WO2001091083A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AU2001274897A AU2001274897A1 (en) 2000-05-25 2001-05-23 Self-testing train detection system

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
US57894000A 2000-05-25 2000-05-25
US09/578,940 2000-05-25

Publications (1)

Publication Number Publication Date
WO2001091083A1 true WO2001091083A1 (fr) 2001-11-29

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WO (1) WO2001091083A1 (fr)

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
SG121727A1 (en) * 2001-09-25 2006-05-26 Westinghouse Brake & Signal Train detection
EP1731397A1 (fr) * 2005-06-06 2006-12-13 Siemens Schweiz AG Système de sécurité pour un passage à niveau protégé
EP1849679A1 (fr) * 2006-04-27 2007-10-31 GG Rail AB Système de sécurité pour passage à niveau
WO2016140899A1 (fr) * 2015-03-03 2016-09-09 Siemens Canada Limited Détection d'itinéraire et de direction de train par le biais de capteurs sans fil
WO2018182588A1 (fr) * 2017-03-29 2018-10-04 Siemens Industry, Inc. Système de commande de passage à niveau comprenant un dispositif d'annonce à temps constant et un système de compteur d'essieux

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3558874A (en) * 1968-10-18 1971-01-26 Gen Signal Corp Signals at highway crossings for high speed trains
US3758775A (en) * 1971-09-29 1973-09-11 Department Of Transportion Railroad crossing signalling system
US4954216A (en) * 1984-06-25 1990-09-04 The United States Of America As Represented By The Secretary Of The Navy Process of making thin film vector magnetometer
US5263670A (en) * 1992-02-13 1993-11-23 Union Switch & Signal Inc. Cab signalling system utilizing coded track circuit signals
US5420883A (en) * 1993-05-17 1995-05-30 Hughes Aircraft Company Train location and control using spread spectrum radio communications
US5678789A (en) * 1995-12-05 1997-10-21 Pipich; Robert B. Model railroad car position indicator

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3558874A (en) * 1968-10-18 1971-01-26 Gen Signal Corp Signals at highway crossings for high speed trains
US3758775A (en) * 1971-09-29 1973-09-11 Department Of Transportion Railroad crossing signalling system
US4954216A (en) * 1984-06-25 1990-09-04 The United States Of America As Represented By The Secretary Of The Navy Process of making thin film vector magnetometer
US5263670A (en) * 1992-02-13 1993-11-23 Union Switch & Signal Inc. Cab signalling system utilizing coded track circuit signals
US5420883A (en) * 1993-05-17 1995-05-30 Hughes Aircraft Company Train location and control using spread spectrum radio communications
US5678789A (en) * 1995-12-05 1997-10-21 Pipich; Robert B. Model railroad car position indicator

Cited By (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
SG121727A1 (en) * 2001-09-25 2006-05-26 Westinghouse Brake & Signal Train detection
EP1731397A1 (fr) * 2005-06-06 2006-12-13 Siemens Schweiz AG Système de sécurité pour un passage à niveau protégé
EP1849679A1 (fr) * 2006-04-27 2007-10-31 GG Rail AB Système de sécurité pour passage à niveau
WO2016140899A1 (fr) * 2015-03-03 2016-09-09 Siemens Canada Limited Détection d'itinéraire et de direction de train par le biais de capteurs sans fil
WO2018182588A1 (fr) * 2017-03-29 2018-10-04 Siemens Industry, Inc. Système de commande de passage à niveau comprenant un dispositif d'annonce à temps constant et un système de compteur d'essieux
AU2017407344B2 (en) * 2017-03-29 2021-02-18 Siemens Mobility, Inc. Railroad crossing control system including constant warning time device and axcle counter system
AU2017407344B8 (en) * 2017-03-29 2021-02-25 Siemens Mobility, Inc. Railroad crossing control system including constant warning time device and axcle counter system
AU2017407344A8 (en) * 2017-03-29 2021-02-25 Siemens Mobility, Inc. Railroad crossing control system including constant warning time device and axcle counter system
US11713066B2 (en) 2017-03-29 2023-08-01 Siemens Mobility, Inc. Railroad crossing control system including constant warning time device and axle counter system

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