U.S. patent number 3,614,418 [Application Number 05/014,373] was granted by the patent office on 1971-10-19 for railroad grade crossing protection system.
This patent grant is currently assigned to Marquardt Industrial Products Co.. Invention is credited to Richard V. Pell.
United States Patent |
3,614,418 |
Pell |
October 19, 1971 |
RAILROAD GRADE CROSSING PROTECTION SYSTEM
Abstract
A railroad crossing warning indicator which predicts the time of
arrival of trains to a grade crossing is described. Two voltages
are derived from the track reactance magnitude and the impedance
magnitude and are both indicative of the distance of the train. By
summing the difference between the impedance voltage and the
reactance voltage with the impedance voltage, a new distance
voltage is obtained whereby errors are reduced due to the
nonlinearity of the signals due to ballast resistances in the
tracks.
Inventors: |
Pell; Richard V. (Diamond Bar,
CA) |
Assignee: |
Marquardt Industrial Products
Co. (Cucamonga, CA)
|
Family
ID: |
21765089 |
Appl.
No.: |
05/014,373 |
Filed: |
February 26, 1970 |
Current U.S.
Class: |
246/128 |
Current CPC
Class: |
B61L
29/286 (20130101) |
Current International
Class: |
B61L
29/28 (20060101); B61L 29/00 (20060101); B61l
029/32 () |
Field of
Search: |
;246/126,128,130 |
References Cited
[Referenced By]
U.S. Patent Documents
Primary Examiner: La Point; Arthur L.
Assistant Examiner: Libman; George H.
Claims
Having thus described but one preferred embodiment of this
invention, what is claimed is:
1. In a system for deriving from railroad tracks information for
predicting the time required for arrival at a given location of a
distant train which is moving on said track towards said location,
comprising:
means for applying an AC signal of a constant current level on said
track from said location;
means for deriving a first voltage proportional to the reactance
component across said tracks indicative of the distance of said
train from said location;
means for providing a second voltage proportional to the impedance
component across said tracks;
means for providing a voltage developed by the difference between
said first voltage and said second voltage;
means for combining said difference voltage with said first voltage
to provide a linearized distance voltage;
means for differentiating said linearized distance voltage to
obtain a voltage representative of the instantaneous speed of said
train; and
means for combining said first voltage and said differentiated
voltage to provide a third voltage which is a function of the time
required for said train to arrive at said given location.
2. The system as defined in claim 1 and further comprising means
for utilizing said third voltage for operating a warning device at
said location.
3. The system as defined in claim 1 wherein said means for deriving
said first voltage is a quadrature detector.
4. The system as defined in claim 1 wherein said means for deriving
said second voltage is an amplitude detector.
5. The system as defined in claim 1 wherein said means for
differentiating is an operational amplifier differentiator.
6. The system as defined in claim 1 and further comprising:
means for providing a reference voltage; and
comparator means responsive to said reference voltage and said
third voltage provided by said combining means, said comparator
means being adapted to provide an output when said third voltage
exceeds said reference voltage.
7. The system as defined in claim 6 and further comprising means
for utilizing the output voltage of said comparator means for
operating a warning device at said location.
8. In a system for predicting the time of arrival of a train on a
track comprising:
a source of AC signals at a constant current level, said source
being coupled across said tracks at a selected location;
a quadrature detector adapted to receive signals from said track at
said selected location, said quadrature detector being adapted to
provide an output voltage proportional to the reactance component
across said track;
an amplitude detector adapted to receive signals from said track at
said selected location, said amplitude detector being adapted to
provide an output voltage proportional to the impedance component
across said tracks;
a first summing amplifier responsive to said amplitude detector and
said quadrature detector for providing a voltage difference between
the impedance output voltage and the reactance output voltage and
adding this difference to the impedance output voltage;
a differentiator circuit responsive to the output voltage of said
first summing amplifier adapted to provide an output indicative of
the instantaneous speed of said train; and
a second summing amplifier responsive to the output voltage of said
differentiator circuit and the output voltage of said quadrature
detector, said summing amplifier being adapted to provide an output
voltage which is a function of the time required for said train to
arrive at said location.
9. The system as defined in claim 6 and further comprising means
for utilizing the output voltage of said summing amplifier for
operating a warning device at said location.
10. The system as defined in claim 6 and further comprising:
a reference voltage source adapted to provide an output voltage of
a predetermined level; and
an amplitude comparator being responsive to the output voltage of
the said summing amplifier and to the output voltage of said
reference voltage source and being adapted to provide an output
signal when the voltage provided by said summing amplifier exceeds
the voltage provided by said reference voltage source.
11. The system as defined in claim 8 wherein said source of AC
signals includes:
an oscillator adapted to provide an output signal at a
predetermined frequency; and
a power amplifier coupled between said oscillator and said
tracks.
12. The system as defined in claim 11 and further including a
band-pass amplifier coupled between said track and said quadrature
detector and said amplitude detector.
13. The system as defined in claim 12 and further comprising means
for utilizing the output voltage of said amplitude comparator for
operating a warning device on said location.
14. A system for determining the distance to a vehicle on a
railroad track which has an electrical current thereon,
including;
means coupled to said track for generating a first voltage
indicative of the track input impedance;
means coupled to said track for generating a second voltage
indicative of the reactance component of said track input
impedance;
means for generating a third voltage proportional to the difference
between said first voltage and said second voltage; and
means for combining said third voltage with said first voltage to
provide a fourth voltage indicative of said distance.
15. The system as defined in claim 14 wherein said means for
generating said first voltage comprises an amplitude detector.
16. The system as defined in claim 14 wherein said means for
generating said second voltage comprises a quadrature detector.
17. The system as defined in claim 14 wherein:
said means for generating said first voltage comprises an amplitude
detector; and
said means for generating said second voltage comprises a
quadrature detector.
Description
BACKGROUND OF THE INVENTION
1. Field of the Invention
This invention relates to warning systems for railroad grade
crossings and more particularly to an improvement in warning
predictor systems used to predict the time of arrival of an
approaching train.
2. Discussion of the Prior Art
A typical grade crossing predictor is set forth in U. S. Pat. No.
3,246,143 and U.S. Pat. application Ser. No. 807,626, filed Mar.
17, 1969, by the same inventor and assigned to the same assignee as
this invention. Much of the same system's electronics of that
patent are used in the invention discussed herein.
The system of the above patent provides a railroad crossing warning
system whereby delay to cross traffic is minimized. This is
achieved in an arrangement wherein the railroad track is considered
as a shorted transmission line in which the short is provided by
the train. An alternating current signal which is a substantially
constant current level is applied to the tracks at the location of
the grade crossing. The voltage existing across the tracks as the
train, and therefore the short, approaches the grade crossing, will
diminish. Thus, the amplitude of this voltage provides a measure of
the distance of the train from the crossing while the rate at which
this voltage diminishes provides a measure of the velocity of the
train. With these parameters it becomes possible to estimate the
time of the train's arrival at the crossing. Knowing the time of
arrival, the system can start warning signals at such a time as
will provide the least possible delay to cross traffic. The signal
representative of distance and the signals derived therefrom
representative of velocity are combined to provide a third voltage
representative of the time required for the train to arrive at the
railroad grade crossing.
It has been found that the input impedance of the shorted railroad
track section, having infinitely high ballast resistance, varies
linearly with track length. The Grade Crossing Predictor, as set
forth in the above patent, for example, uses this principle to
develop a voltage which is the measure of the distance of the train
to the predictor probe location. The voltage is derived from the
reactance component of the input impedance. The rate at which this
voltage diminishes as a train approaches, provides a measure of the
speed of the train. These two voltages are then combined to
estimate the time of the train's arrival at the crossing. Knowing
the time of arrival of the train, the aforesaid system can initiate
warning signals before the arrival thereof.
Since, in actual practice, ballast resistance is low enough to
cause the input impedance, and in particular the reactance
component, to vary nonlinearly with track length, an error is
introduced into the distance voltage and thus the speed voltage.
These two errors cause the predictor to err in the estimate of the
arrival time of the train, thus as the ballast decreases, the error
increases. Thus, a need has arisen to reduce the error in the
estimate of arrival time of a train when ballast resistance is
low.
The system as described in the copending application makes use of a
second distance voltage which differs from the first in that it is
developed from the impedance magnitude of the input impedance. It
is this second voltage which is used to measure the speed of the
train. The first distance voltage is used to measure the distance
to a train.
SUMMARY OF THE INVENTION
Briefly described, the distance-to-train voltage (E.sub.D) is
developed in the computing circuit by two other distance voltages.
One of the two voltages which is the reactance voltage (E.sub.DX)
is developed from the reactive component of the track input
impedance. The other voltage is derived from the impedance
component track input impedance magnitude. Because of the low
ballast resistance, neither of these voltages provide an acceptable
voltage due to the nonlinearity thereof.
In accordance with this invention, the computing circuit combines
the E.sub.DZ and the E.sub.DX voltage in a unique manner to
overcome the nonlinearity problem and to provide a voltage from the
track which changes substantially linearly as the distance between
the train and the receiver changes. The computing circuit subtracts
the E.sub.DX voltage from the E.sub.DZ voltage and adds the
difference to the E.sub.DZ voltage to provide a near linear
E.sub.D. Thus
E.sub.D = 2E.sub.DZ - E.sub.DX
DESCRIPTION OF THE DRAWINGS
These and other objects, features and advantages will become more
apparent to those skilled in the art when taken into consideration
with the following detailed description, wherein like reference
numerals indicate like and corresponding parts throughout the
several views, and wherein:
FIG. 1 is a block diagram of the preferred embodiment of the
invention; and
FIG. 2 is a graph of the voltage versus distance and the error
reduction linearity realized by this invention.
DESCRIPTION OF ONE PREFERRED EMBODIMENT
Turning now to FIG. 1, there is shown a block diagram of the
preferred embodiment of this invention. The train 10 has a motion
in a direction represented on a pair of track rails 12. The train
is at a distance L from the origin point P, P', which represents
the location of a grade crossing, for example. The train motion
occurs from left to right. The velocity V and the acceleration A
factors are, therefore, represented as going from left to right on
the drawing. The method of computing the time of arrival is set
forth fully in the aforesaid U. S. Pat. No. 3,246,143 and in the
copending application aforesaid.
A computer, in accordance with the aforesaid, includes an
oscillator 16 which oscillates at a suitable frequency. The output
of the oscillator 16 is applied to excite a power amplifier 22. A
resistor 18 connects one side of the power amplifier to one of the
rails at a point P'. The other side of the power amplifier 22
connects to the other rail P. The power amplifier 22, together with
the resistor 18, comprises a constant current generator. This
delivers an input to the track at substantially a constant
current.
It should be appreciated that as the train 10 approaches the points
P, P' on the track to which current from the constant current
generator is applied, the impedance of the tracks looking toward
the train from these points is continuously being diminished. Thus,
the train comprises a short across the tracks 12, which is moved
toward the points P, P'. With current being maintained constant,
the voltage at the points P, P' will continuously decrease to a
minimum when the train reaches the points P, P'. Therefore, by
measuring the voltage across the tracks 12, an indication is
obtained of the distance of the train 10 from the points at which
the voltage is impressed. The change, with respect to time of this
voltage, can provide velocity information and a second derivative
of this voltage information provides information as to the
acceleration of the train 10.
Accordingly, a narrow band-pass amplifier 26 centered at the
frequency of the oscillator 16, which is connected to the same
points of the tracks 12 as the constant current generator, receives
a voltage representative of length of track L or distance between
the train 10 and the points P, P'. This voltage is an alternating
current which is modulated by the motion of the train 10 toward the
points P, P'.
The output of the band-pass amplifier 26 is applied to a quadrature
detector 28 which also has a reference input applied from the
oscillator 16 through a phase shift network 30. The output of the
quadrature detector 28 is applied to a summing amplifier 38. The
output of the band-pass amplifier 26 is also coupled to an
amplitude detector 32. The amplitude detector 32 provides a DC
voltage proportional to the impedance of the track 12. The output
of the amplitude detector 32 provides a voltage - E.sub.DZ
developed by the track input impedance. The output of the
quadrature detector 28 provides a voltage E.sub.DX which is
developed from the reactive component of the track input impedance.
The -E.sub.DZ voltage and the E.sub.DX voltage are summed in the
summing amplifier 33 to produce E.sub.D = (2E.sub.DZ - E.sub.DX).
Circuit 34 provides the rate of change of that voltage to produce
E.sub.D = dE.sub.D /dt. The output of the circuit 34 is coupled
through an amplifier 36 to a summing amplifier 38, where it is
summed with E.sub.DX. The summing amplifier 38 receives the time
rate of change E.sub.D of the linearized distance voltage E.sub.D
from the output of the differentiating circuit 34 which is equal to
the speed of the train 10. The output of the summing amplifier 38
is connected to a high gain amplifier 40. The output of the high
gain amplifier is applied to an amplitude comparator 42 wherein it
is compared with a signal from the reference voltage source 44. The
output of the amplitude comparator 42 is connected to a relay
amplifier 46 which operates the warning relay when the signal
applied into it has a sufficient magnitude.
To complete an operative embodiment of the system, an override
circuit is also provided, and this includes an amplitude
discriminator 52 which receives the output from the quadrature
detector 28 and compares it to the output of a reference voltage
source 54. The output of the amplitude discriminator 52 is
connected to a relay amplifier 56 which drives a minimum distance
override relay 58. The input to the differentiator circuit 34 and
summing amplifier 38 are voltages proportional to the distance L
between the train and the excitation points P and P'. When
differentiated, this voltage gives a voltage proportional to train
speed. The output of the quadrature detector 28 is a voltage
proportional to the reactance component across the track which is a
measure of the distance to a train from points P and P'.
FIG. 2 illustrates the difference between the distance voltage
derived from the reactance magnitude provided by the quadrature
detector 28 and the distance voltage derived from the impedance
magnitude provided by amplitude detector 32. The sum of distance
voltage E.sub.DX derived from the reactance magnitude and the time
rate of change of the linearized distance voltage E.sub.D derived
from the reactance and impedance magnitudes is provided by the
summing amplifier 38.
When the ballast resistance is very high (R.sub.B = .infin.) the
two distance voltages have the same slope. When the ballast
resistance is decreased (R.sub.B = 1.5 ohms, for example, lumped at
the predictor) it can be readily seen that the slope of the
impedance magnitude is much improved over the slope of the
reactance magnitude, as shown in the two graphs in FIG. 2. Thus,
the error in estimate of the arrival of a train by the predictor is
also much improved. The reason that the impedance magnitude
provided by amplitude detector 32 is less affected by low ballast
resistance than the reactance magnitude is apparent in the
following example:
Z.sub.in = R + J X
If we assume that R = 0.5X, which provides a high ballast
resistance condition, then
Z.sub.in = 1.12 X< 63.4.degree.
If we assume a low ballast resistance condition (R.sub.B - 2 X)
where the ballast resistance is in parallel with Z.sub.in then
Z.sub.in = 0.85 X <41.6.degree.
therefore, the impedance magnitude
Z.sub.in = 0.83/1.12 or a 26 percent reduction in its magnitude
while the reactance magnitude
or a 45 percent reduction in its magnitude for the same given low
ballast condition.
When the system in accordance with this invention generates the
voltage
E.sub.D = 2E.sub.DZ - E.sub.DX
by subtracting, in effect, the E.sub.DX distance voltage from the
E.sub. DZ voltage and adds the difference back to the E.sub.DZ a
more ideal and linear slope is generated as shown in FIG. 2. This
slope is nearly as linear at times as the R.sub.B = .infin. slope.
This improved slope gives a more correct calculation of train speed
and thus warning time at grade crossing is more nearly correct.
Thus, there has been provided by the improvements set forth herein
a time of arrival predictor computer which has a lower error as
compared to the prior art systems. The output, as provided by this
predictor from summing amplifier 38, is sent through a high gain
amplifier 40 and compared in a comparator 42 to a reference voltage
provided by 44. If the sum of these voltages is above the reference
voltage, then the relay amplifier 46 enables a relay 48, which, in
turn, either sounds an alarm or lowers a crossing gate, or the
like.
* * * * *