U.S. patent number 3,787,679 [Application Number 05/220,991] was granted by the patent office on 1974-01-22 for train communication system.
This patent grant is currently assigned to British Railways Board. Invention is credited to Michael S. Birkin, William T. Parkman.
United States Patent |
3,787,679 |
Birkin , et al. |
January 22, 1974 |
TRAIN COMMUNICATION SYSTEM
Abstract
This invention relates to a train communication system in which
trackside transponder devices containing coded information as to
track gradient, speed restrictions etc, pass this information to
receiver equipment on the train on receipt of an activating signal
from a transmitter on the train. The system is operative to declare
a fault if a transponder, at an expected location for said
transponder, fails to respond to the activating signal so as to
fail to pass information to the receiver equipment.
Inventors: |
Birkin; Michael S. (Derby,
EN), Parkman; William T. (Derby, EN) |
Assignee: |
British Railways Board (London,
EN)
|
Family
ID: |
22825881 |
Appl.
No.: |
05/220,991 |
Filed: |
January 26, 1972 |
Current U.S.
Class: |
246/30; 246/178;
246/167R |
Current CPC
Class: |
B61L
3/121 (20130101) |
Current International
Class: |
B61L
3/00 (20060101); B61L 3/12 (20060101); B61l
003/00 () |
Field of
Search: |
;246/1R,30,2S,2E,2F,187B,178 ;340/32 ;343/6.5R,6.5SS |
References Cited
[Referenced By]
U.S. Patent Documents
Primary Examiner: Forlenza; Gerald M.
Assistant Examiner: Libman; George H.
Attorney, Agent or Firm: Pollock; Elliot I.
Claims
1. A train communication system comprising a track having a train
moving thereon, said train carrying a transmitter and a receiver,
at least one transponder mounted adjacent the track, said
transmitter being operative to transmit an activating signal for
activating said transponder when said train passes said
transponder, said transponder, when so activated, being operative
to transmit data contained therein to the receiver carried on the
passing train, a fail-safe triggering device associated with each
transponder for transmitting a signal to said train operative to
trigger said receiver on said train to render said receiver
operative to accept said data from said transponder, and means
responsive to the failure of a transponder to respond to the
activating signal from said transmitter after reception by said
receiver of a signal from said triggering device for declaring a
fault, said last-named means including a program device carried by
said train to provide information regarding the expected location
of each transponder whereby the failure of a transponder at the
expected location to respond to the activating signal will result
in a
2. The train communication system of claim 1 wherein said system
comprises a plurality of said transponders disposed in spaced
relation to one another along the track, the spacing between
adjacent transponders being
3. The train communication system of claim 1 wherein said fail-safe
triggering device comprises a permanent magnet located adjacent
said transponder, and detector means carried by said train
responsive to the presence of said permanent magnet.
Description
The present invention relates to a train communication system in
which information is passed to a moving train from stationary
points along the track.
Implementation of train speed supervision requires geographical
data, speed limits, gradient and some real-time data such as signal
aspect. The fixed data can be programmed onto active or passive
devices which are placed in a pre-determined location and which if
passive are activated when the train is in the immediate vicinity
of the device.
According to the present invention there is provided a train
communication system comprising one or more transponder devices
adapted to be activated and to transmit data contained therein to a
receiver carried on a passing train on reception of an activating
signal from a transmitter on said train. The transponder devices
are preferably located at intervals determined so as to provide a
required resolution to the data. The system is arranged to declare
a fault if a transponder, at an expected location for said
transponder, fails to respond to the activating signal.
A preferred embodiment of the invention will now be described with
reference to the accompanying drawings in which:
FIG. 1 is a diagrammatic representation of a train communication
system.
FIG. 2 is a representation of a length of railway track including a
junction and showing the varying spacing between the passive
trackside devices.
FIG. 3 is a block diagrammatic representation of a working
embodiment of the present invention.
A train 10 travels along a trackway 11. The train carries an
interrogating transmitter/receiver device 12 which has a
transmitter/receiver coil arrangement 13. At spaced intervals along
the track are positioned passive encoded transponders 14. As the
train passes each of these transponders 14, a signal from the
transmitter section of the device 12 activates the transponder and
causes it to emit a signal containing its encoded information. This
signal is picked up by the receiver section of the device 12 and
information fed to the appropriate control devices on the train.
Such transponder systems are in themselves well known, and the
transponder systems employed in the present invention may
correspond, for example, to those described in prior British Pat.
Nos. 1,068,145 and 1,187,130.
The transponders 14 contain fixed coded information in respect of
constant situations such as speed limits, track gradient and other
geographical information.
In order to provide a high integrity system it is necessary that
any failure of any of the transponders is noted as a fault
condition. This can be achieved in a variety of ways of which the
following are given by way of example.
Firstly the information encoded within each of the transponders 14
could include the distance to the next of the transponders to be
reached by the train. This would enable equipment mounted on the
train and which was connected to an odometer to predict the
position of the next transponder and hence to declare a fault
condition if no transponder responded to interrogation by the
transmitter/receiver 12 at that position.
A second way would be to provide a fail-safe trigger point, such as
a permanent magnet for example, adjacent to each transponder 14
which would indicate to train mounted equipment that a transponder
14 had been reached. Failure of a transponder to respond to
interrogation by the transmitter/receiver 12 after a triggering
signal had been received would indicate a fault condition.
Thirdly the transponders 14 could be positioned at each location in
groups of two or three, each programmed to give identical
information. This would introduce a measure of redundancy as the
chances of more than one transponder failing at the same time is
very small.
Fourthly, the train mounted equipment could include a stored
program, in the form of a magnetic tape for example, which would
predict the position of each transponder. Failure of a transponder
to respond at the predicted location would indicate a fault
warning. The program would be advanced either continuously by being
linked to an odometer, or in steps, the reception of a signal from
each transponder causing the program to advance one step to provide
information as to the location of the next transponder.
The four examples just described could be used either single or in
any combination to provide a high integrity system.
The spacing between adjacent transponders 14 is determined by the
required resolution of data to be passed to the train.
In addition to the passive transponders 14, active devices 15 may
also be provided at intervals beside the track. These active
devices transmit continuously up-dated real time data to the train
on information such as signal aspect.
In an area where shunting manoeuvre may be required, the
transponders 14 can be positioned and programmed in such a way that
fine control over the shunting vehicle may be achieved.
FIG. 2 shows a junction area, in which 16 and 17 indicate examples
at the different spacing used to achieve `coarse` and `fine`
resolution respectively of the geographical data being passed to
the train so as to more accurately control a shunting manoeuvre for
example.
FIG. 3 depicts a working embodiment of the present invention in
greater detail. If it is assumed that the train is traveling in the
direction of the arrow A, a fail-safe triggering device 18, taking
the form of a permanent magnet, positioned by the trackside in
advance of the transponders 14, is detected by a permanent magnet
detector 19 carried by the train. When the permanent magnet 18 is
so detected, a signal from the detector 19 is passed as one input
to a decision circuit 24 which is operative to check the presence
of a transponder after the fail-safe trigger device 18 has been
passed. More particularly, further movement of the train past
magnet 18 enables the transponder interrogating
transmitter/receiver 12 to come into range of the first transponder
14. As soon as a signal is received from a transponder, a signal is
sent from the interrogator 12 as a second input to the circuit 24.
If no such second signal is received by the circuit 24 within a
predetermined time interval, the circuit 24 provides an output to
circuit 25 to declare a system failure and inhibit further output
of train control data.
On activation of the detector 19, a signal is also sent from said
detector 19 to a magnetic tape store 21 to prime the store 21.
Information as to the geographical position of each transponder 14
is contained in the store 21. This information is passed to a
working store 26, from which it is eventually passed to a decision
circuit 22 when the actual position of the train, as determined by
its odometer 20, agrees with the predicted position of the
transponder. The actual train position and predicted transponder
position are compared in a comparator 27, and when the two signals
agree a signal is sent from comparator 27 to decision circuit 22.
The signal is also sent to the circuit 22 when a transponder is
located by the interrogator circuit 12, to prevent a "fault" signal
being sent to the circuit 25.
The odometer 20 is also linked to the tape store 21 and to the
working store 26 to advance these stores in step with the passage
of the train.
The information carried in the transponder 14 is passed to the main
store 21 where first-order checks are carried out. The information,
together with any information already in the store 21, such as
predicted transponder position as described above, is passed to the
working store 26 from which it is passed through an appropriate
vehicle control system when appropriate.
FIG. 3 includes an additional check as to transponder identity.
This additional check is carried out by the circuit 23. The actual
identity as determined by a signal from the interrogator 12 is
compared with the predicted identity obtained from information
contained in the store 21 and, provided the two identities match,
no "fault" output is sent to the circuit 25.
Circuit 23 thus operates to check the validity of the transponder.
Circuit 24 checks the presence of a transponder after the fail-safe
trigger point (or magnet) 18 has been passed. Circuit 25 declares a
failure and inhibits train control data output unless all necessary
conditions precedent to such control data output have been found to
be present. Circuit 26 is a working store into which data is
temporarily placed after its extraction from the magnetic tape
store 21, and before its validity has been checked. We claim:
* * * * *