TRAIN CONTROL SYSTEM AND CARBORNE CONTROLLER INCLUDING COMMUNICATION BASED TRAIN CONTROL (CBTC)

Abstract

A train control system includes a carborne controller (100) installed in a powering unit coupled to a train, the carborne controller (100) including a positioning system interface (110), a wireless receiver (120), and a control module (130) for performing a positive train control (PTC) mode, communication-based train control (CBTC) wayside equipment (200) comprising a zone controller (210), wherein the CBTC wayside equipment (200) and the carborne controller (100) are configured to communicate via a wireless communication link, and wherein the control module (130), through operation of at least one processor (140), is configured to localize the powering unit utilizing the positioning system interface (110), receive physical signal aspects and virtual PTC signal aspects from the CBTC wayside equipment (200), and enforce an automatic positive train stop (PTS) at a restrictive physical signal (30) or virtual PTC signal located ahead of the train.

Description

BACKGROUND

1. Field

Aspects of the present disclosure generally relate to the technical field of train control systems and methods, and more specifically to communication based train control, herein referred to as CBTC, in connection with work trains and mass transit rail systems. The system and method relate to railway vehicles, also referred to as simply trains, such as for example work trains, streetcars, light rail vehicles, automatic (airport) shuttles, metros, subway trains, commuter trains, EMUs (Electric Multiple Units), DMUs (Diesel Multiple Unit), and high-speed trains etc.

2. Description of the Related Art

Work trains serve functions such as track maintenance, maintenance of way, system clean-up and waste removal, heavy duty hauling and crew member transport. Such work trains can be old and manual trains without modern equipment, such as a CBTC or a PTC carborne controller. However, modern trains and lines, such as modern subway trains and subway lines, operate based on CBTC, with the subway lines including corresponding wayside CBTC equipment. On such modern lines equipped with CBTC, an underlying objective is to remove existing wayside signal system(s) because they have become useless thanks to CBTC. But because work trains are difficult to equip with CBTC, transit agencies are forced to keep existing signals to allow safe and efficient operation of such work trains. This negates the benefits of CBTC which is to remove most wayside signals from the field.

Since manual trains, such as manual work trains or other types of manual trains, do not comprise a modern carborne controller, they are not able to communicate and operate within the CBTC system and therefore must rely on existing wayside signals system. Thus, an objective is to allow trains to operate safely and efficiently on train lines, such as subway lines, that are equipped with wayside CBTC equipment, without requiring a full CBTC carborne controller to be installed on those trains, and, at the same time, not requiring keeping existing wayside signals on the track(s).

SUMMARY

A first aspect of the present disclosure provides a carborne controller to be installed in a powering unit coupled to a train, the carborne controller comprising a positioning system interface, a wireless receiver configured to receive communication based train control (CBTC) radio messages including physical signal aspects and virtual positive train control (PTC) signal aspects, a control module storing a PTC mode, wherein the control module, through operation of at least one processor, is configured to localize the powering unit utilizing the positioning system interface, receive the physical signal aspects and the virtual PTC signal aspects via the wireless receiver, and enforce an automatic positive train stop (PTS) at a restrictive physical signal or a restrictive virtual PTC signal located ahead of the train.

A second aspect of the present disclosure provides a train control system comprising a carborne controller installed in a powering unit coupled to a train, the carborne controller comprising a positioning system interface, a wireless receiver, and a control module for performing a positive train control (PTC) mode, communication-based train control (CBTC) wayside equipment comprising a zone controller, wherein the CBTC wayside equipment and the carborne controller are configured to communicate via a wireless communication link, and wherein the control module, through operation of at least one processor, is configured to localize the powering unit utilizing the positioning system interface, receive physical signal aspects and virtual PTC signal aspects from the CBTC wayside equipment, and enforce an automatic positive train stop (PTS) at a restrictive physical signal or virtual PTC signal located ahead of the train.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 illustrates a traditional signal arrangement diagram.

FIG. 2 illustrates a signal arrangement diagram including wayside communication based train control (CBTC) equipment in accordance with an exemplary embodiment of the present disclosure.

FIG. 3 illustrates a signal arrangement diagram including wayside communication based train control (CBTC) equipment in connection with a CBTC-equipped train, in accordance with an exemplary embodiment of the present disclosure.

FIG. 4, FIG. 5, FIG. 6, and FIG. 7 illustrate signal arrangement diagrams including wayside communication based train control (CBTC) equipment in connection with a positive train control (PTC) equipped train, in accordance with an exemplary embodiment of the present disclosure.

FIG. 8, FIG. 9, and FIG. 10 illustrate signal arrangement diagrams including wayside communication based train control (CBTC) equipment in connection with a manual train (MT), in accordance with an exemplary embodiment of the present disclosure.

FIG. 11 illustrates a schematic of a carborne controller including PTC module configured to operate with wayside CBTC equipment in accordance with an exemplary embodiment of the present disclosure.

DETAILED DESCRIPTION

To facilitate an understanding of embodiments, principles, and features of the present disclosure, they are explained hereinafter with reference to implementation in illustrative embodiments. In particular, they are described in the context of being train control systems and train control methods. Embodiments of the present disclosure, however, are not limited to use in the described systems or methods. The components and materials described hereinafter as making up the various embodiments are intended to be illustrative and not restrictive. Many suitable components and materials that would perform the same or a similar function as the materials described herein are intended to be embraced within the scope of embodiments of the present disclosure.

FIG. 1 depicts a traditional signal arrangement diagram. The signal arrangement diagram illustrates railway tracks 10a and 10b and crossovers 20a and 20b, also known as diamond crossovers. Railway track sections 12a, 12b form the crossover 20a and track sections 14a, 14b form the crossover 20b, the railway track sections 12a, 12b, 14a, 14b connecting the railway tracks 10a and 10b.

An area of the crossovers 20a, 20b is also referred to as interlocking section, wherein interlocking signal equipment is utilized to control railway traffic, i. e. movement of trains travelling on the tracks 10a, 10b, 12a, 12b, 14a, 14b. For simplicity, only signals on the upper track (track 10a) are illustrated, along with their respective control lines 16. Each control line 16 illustrates a track section that is controlled by the associated signal.

The signal equipment includes home signals 30, 32, 34, approach signals 40 and 42 and switch machines (not illustrated). Further, the signal arrangement includes a plurality of automatic block signals 50, also referred to as simply automatic signals 50. An area of the automatic signals 50 is also referred to as automatic territory.

Sections between two automatic signals 50 include track circuits 52. The track circuits 52 provide safe tracking of trains travelling on the tracks 10a, 10b. However, it should be noted that instead of track circuits, many other track vacancy detections systems (TVDS) may be used, for example axle counter systems. The automatic signals 50 provide spacing protection between the trains, i. e. collision avoidance, which means that a train in approach can only enter the automatic territory when the respective track circuits 52 are vacant and the assigned automatic signal 50 displays a permissive aspect (green aspect). The home signals 30, 32, 34 and approach signals 40, 42 provide route protection in addition to spacing protection. Every signal, e. g. home signals 30, 32, 34, approach signals 40, 42, automatic signals 50 can be controlled by relay rooms, solid state logic or integrated into CBTC zone controller(s).

FIG. 2 illustrates a signal arrangement diagram including wayside communication based train control (CBTC) equipment in accordance with an exemplary embodiment of the present disclosure.

Modern train lines include CBTC, wherein FIG. 2 illustrates a signal layout post-CBTC deployment, wherein, as an example, only four track sections 60a, 60b, 60c, 60d are illustrated between the two interlocking sections, e. g. crossovers 20a, 20b.

In general, CBTC is a railway signalling system utilizing telecommunications between a train and track equipment for traffic management and infrastructure control. By means of the CBTC systems, exact positions of trains are known, more accurately than with traditional signalling systems, which results in a more efficient and safe way to manage railway traffic. Further details with respect to CBTC are not described herein as one of ordinary skill in the art is familiar with CBTC.

The interlocking sections, e. g. crossovers 20a, 20b, are communicatively coupled to a CBTC zone controller, wherein interlocking sections and CBTC zone controller are adapted to exchange data and/or information. In other scenarios, signal logic may be directly integrated into the CBTC zone controller. To perform CBTC, trains need to be equipped with CBTC functionality. A CBTC equipped train may, for example, override spacing conditions enforced by signals, because CBTC already provides protection against collisions.

In accordance with an exemplary embodiment of the present disclosure, existing wayside CBTC and CBTC radio infrastructure is utilized (re-used) to provide a new PTC mode, which is illustrated in FIG. 2. Thus, the traditional (physical) approach signals 40, 42 and automatic signals 50 along with track circuits 52, as previously shown in FIG. 1, are no longer needed, and thus eliminated. Rather, the new arrangement includes virtual PTC signals 62a, 62b, 62c. The virtual PTC signals 62a, 62b, 62c are not installed in the field. The control lines 64a, 64b, 64c, 64d are corresponding PTC control lines, wherein control lines 64a, 64b, 64c are assigned to the virtual signals 62a, 62b, 62c, respectively, and control line 64d is assigned to home signal 30. Manual train control line 66, along with the crossovers 20a, 20b, represents a manual train control line.

The next series of figures show practical examples to explain different home signal aspects and enforcement mechanisms.

FIG. 3 illustrates a signal arrangement diagram including wayside CBTC equipment in connection with a CBTC-equipped train, in accordance with an exemplary embodiment of the present disclosure.

FIG. 3 shows a first train 70, that can be any type of train, for example a manual train (no controller) or a modern train equipped with a CBTC carborne controller. A second train 72, that is CBTC equipped, i. e. comprises a CBTC-configured carborne controller, is in approach to enter the interlocking section and crossover 20a. Physical (home) signal 30 is permissive, irrespective of the presence of another train ahead, and displays the corresponding CBTC signal aspect.

Safe train separation is enforced by CBTC via a movement authority limit (MAL) computed and issued by a CBTC zone controller (ZC). The ZC is a subsystem of the CBTC system and is configured to compute and present MAL to trains and to manage the trains, such as trains 70, 72. The MAL provides permission for a train to move to a specific location within the constraints of the infrastructure and with supervision of speed. The virtual PTC signals 62a, 62b, 62c are overridden and entirely ignored by CBTC trains, such as train 72.

FIG. 4, FIG. 5, FIG. 6, and FIG. 7 illustrate signal arrangement diagrams including wayside CBTC equipment in connection with a train including a carborne controller including positive train control (PTC) mode, in accordance with an exemplary embodiment of the present disclosure.

With respect to FIG. 4, illustrated is the first train 70, that can be any type of train. A second train 74 comprises a carborne controller that includes a control module storing PTC mode. The carborne controller with PTC mode is installed in a powering unit, such as a locomotive, of the train. The carborne controller with PTC mode will be described in more detail with reference to FIG. 11.

Train 74 is in approach to enter the interlocking section and crossover 20a. The physical home signal 30 displays the PTC aspect ‘stop and stay’ (red over red aspect) as long as its PTC control line 64d is occupied. The carborne controller installed in the train 74 is configured to provide automatic positive train stop (PTS) enforcement at the restrictive home signal 30.

With respect to FIG. 5, as the first train 70 travels along the track 10a, the home signal 30 displays the PTC aspect ‘proceed under PTC control’ as soon as its PTC control line 64d is vacant. At this point, the carborne controller with PTC functionality in train 74 allows the train 74 to proceed beyond the home signal 30 under PTC control. Further, the two virtual PTC signals 62a, 62b are restrictive because their respective PTC control line 64a, 64b is occupied. The virtual PTC signal 62c is permissive (green aspect) because its PTC control line 64c is vacant.

With respect to FIG. 6 and FIG. 7, since the home signal 30 indicates to the train 74 to proceed under PTC control, the train 74 travels along track 10a beyond the home signal 30. Once the train 74 is in the automatic territory, the control module with PTC mode in train 74 provides automatic PTS enforcement at the first restrictive virtual PTC signal 62a ahead of the train 74. Once the first train 70 ahead of train 74 moves forward and vacates the PTC control line 64a of the first virtual PTC signal 62a, the control module with PTC mode in train 74 allows the train 74 to proceed further until a next restrictive virtual PTC signal.

FIG. 8, FIG. 9, and FIG. 10 illustrate signal arrangement diagrams including wayside CBTC equipment in connection with a manual train in accordance with an exemplary embodiment of the present disclosure.

Illustrated is the first train 70, that can be any type of train. A second train 76 is a manual train. Manual trains, which include unequipped trains or failed equipped trains running in a degraded mode of operation, are governed by wayside signal aspects installed in the field along the tracks 10a, 10b and have their speed limit set to a specific value.

With the manual train (MT) 76 in approach, the home signal 30 displays a restrictive ‘stop and stay’ aspect as long as its PTC control line 64d is occupied. Since it is a manual train 76, a train operator in train 76 is responsible to enforce the restrictive stop and stay aspect (see FIG. 8).

With the manual train 76 in approach, the home signal 30 displays the PTC aspect ‘proceed under PTC control’ as soon as its PTC control line 64d is vacant. But since the train 76 is not in PTC mode, the train operator is not permitted to proceed and is required to stop and stay (see FIG. 9).

With reference to FIG. 10, the home signal 30 displays the PTC aspect ‘proceed’ as soon as its manual train control line 66 is vacant. The manual train 76 can safely proceed until the next home signal 34.

FIG. 11 illustrates a schematic of a carborne controller including a control module storing a PTC mode configured to operate with wayside CBTC equipment in accordance with an exemplary embodiment of the present disclosure.

In an exemplary embodiment, carborne controller 100, to be installed in a locomotive, comprises a positioning system interface 110, and a wireless receiver 120 configured to receive communication based train control (CBTC) radio messages including physical signals and virtual positive train control (PTC) signals, switch positions, work zones and temporary speed restrictions. The CBTC radio messages are communicated by wayside CBTC equipment 200, installed wayside along train/railroad tracks, and including for example one or more zone controller(s) 210.

The carborne controller 100 further comprises a control module 130 storing a positive train control (PTC) mode, one or more processor(s) 140 and a database 150. The control module 130, when in PTC mode, is configured, through operation of at least one processor 140, localize the locomotive utilizing the positioning system interface 110, receive the CBTC radio messages including the physical signals, the virtual PTC signals, switch positions, work zones and temporary speed restrictions “via the wireless receiver 120 from the wayside CBTC equipment 200, enforce an automatic positive train stop (PTS) at restrictive signals, whether physical or virtual located ahead of the locomotive, and enforce permanent and temporary speed restrictions.

As used herein, a processor 140 corresponds to any electronic device that is configured via hardware circuits, software, and/or firmware to process data. For example, processors described herein may correspond to one or more (or a combination) of a microprocessor, central processing unit (CPU) or any other integrated circuit (IC) or other type of circuit that is capable of processing data in a data processing system.

In an exemplary embodiment, as also previously noted with reference to FIG. 2, an idea is to create a PTC mode for work trains re-using existing CBTC components/equipment. Some features of the control module 130 with PTC mode are:

• • Existing CBTC radio messages are re-used, wherein these radio messages comprise physical and virtual signal aspects, switch positions, work zones, and temporary speed restrictions.
  • The control module 130 and PTC mode do not rely on movement authority limits (MAL) issued by zone controller(s), which alleviates several requirements on the onboard side that are particularly challenging in the context of work trains and allow for a simpler PTC carborne controller design compared to a CBTC Carborne Controller.
  • Automatic block signals and approach signals in the automatic territory between interlockings are not required and are eliminated.
  • No changes to existing CBTC sub-system interfaces are required.

In an exemplary embodiment of the disclosure, the control module 130 can be configured to active the PTC mode in response to a localized front-end of the locomotive. The PTC mode can be only active when the locomotive is pulling the train, e. g. work train, providing maximum flexibility with one locomotive at each end of the train. In another embodiment, the carborne controller 100 may need a vital input to confirm that the locomotive is in front and pulling the train.

The database 150 stores for example speed data, such as permanent speed restrictions, and other data and information, wherein the control module 130, in PTC mode, is configured to enforce the permanent speed restrictions as indicated in the database 150. The control module 130, when in the PTC mode, is further configured to enforce temporary speed restrictions. The temporary speed restrictions are communicated by the zone controller 210 of wayside communication based train control (CBTC) equipment 200.

Like CBTC trains, PTC trains automatically enforce the most restrictive speed restriction that exists underneath the train among the permanent and temporary speed profiles.

As described earlier with reference to FIG. 3, CBTC operation is unchanged. Trains running in CBTC mode, e. g. CBTC train 72, continue to operate according to their assigned movement authority (MAL) computed and issued by zone controllers 210 of CBTC equipment 200.

With reference to FIG. 4-FIG. 7, trains that do not include onboard CBTC equipment, for example a work train locomotive, include the control module 130 and run in the new PTC mode stored in the control module 130 of the carborne controller 200. Characteristics and features of the PTC mode are:

• • Automatic positive train stop (PTS) enforcement at restrictive physical signals and virtual PTC signals located ahead of the locomotive.
  • Permanent and temporary speed enforcement for speed restrictions underneath the work train.

Trains equipped with the carborne controller 100, and PTC control mode (work trains) are tracked as unequipped trains by the zone controllers, and do not require a MAL issued by the zone controllers to operate in the PTC mode.

With reference to FIG. 8-FIG. 10, manual trains, that is unequipped trains or failed equipped trains running in a degraded mode, are governed by physical signals and their respective aspects on the field.

In another exemplary embodiment, a train control system comprises the carborne controller (100) and CBTC wayside equipment (200) as described herein, for example with reference to FIG. 11. The CBTC wayside equipment (200) and the carborne controller (100) are configured to communicate via a wireless communication link, the wireless communication link being a CBTC radio communication link, wherein the carborne controller (100) performs a PTC mode utilizing messages, data or information received from the CBTC wayside equipment (200).

Roles of auxiliary wayside signals (AWS) can be performed by solid state interlocking (SSI) sub-systems, traditional relay-based circuits, or can be integrated into the CBTC zone controller. Features and responsibilities of AWS and CBTC zone controller sub-systems are:

• • Acquire track section vacancy status by a track vacancy detection system (TVDS), such as for example track circuit, axle counter etc. . . .
  • Compute physical signal aspects based on types of control line (CBTC, PTC, Manual), and signal override authorization received from CBTC zone controllers.
  • Compute virtual PTC signal aspects based on their PTC control line, using the same logic applicable to traditional automatic signals.
  • Provide physical signal and virtual PTC signal aspects to CBTC zone controllers.
  • Display physical signal aspects on the field.
  • Receive physical signal and virtual PTC signal proceed/restrictive aspects from AWS or from CBTC zone controller when integrated into CBTC zone controller.
  • Send signal override authorizations to AWS whenever the first train in approach is under CBTC control.
  • Broadcast proceed and restrictive signal aspect(s) of every physical signal and virtual PTC signal within its assigned territory via the existing CBTC radio message(s).
  • Broadcast temporary speed restrictions data to all trains.

Claims

1.-20. (canceled)

21. A carborne controller to be installed in a powering unit coupled to a train, the carborne controller comprising: a positioning system interface,a wireless receiver configured to receive communication based train control (CBTC) radio messages including physical signal aspects and virtual positive train control (PTC) signal aspects,a control module storing a PTC mode, wherein the control module, through operation of at least one processor, is configured to localize the powering unit utilizing the positioning system interface,receive the physical signal aspects and the virtual PTC signal aspects via the wireless receiver, andenforce an automatic positive train stop (PTS) at a restrictive physical signal or a restrictive virtual PTC signal located ahead of the train.

22. The carborne controller of claim 21, wherein the control module is configured to activate the PTC mode in response to a localized front-end of the train.

23. The carborne controller of claim 21, wherein the control module in the PTC mode is configured to enforce permanent speed restrictions.

24. The carborne controller of claim 23, further comprising: a database comprising the permanent speed restrictions, positions of signals and positions of switches, wherein the control module is configured to enforce the permanent speed restrictions as indicated in the database.

25. The carborne controller of claim 21, wherein the control module in the PTC mode is configured to enforce temporary speed restrictions (TSR).

26. The carborne controller of claim 25, wherein the control module in the PTC mode is configured to receive the temporary speed restrictions communicated by a zone controller of wayside communication based train control (CBTC) equipment.

27. The carborne controller of claim 21, wherein the control module in the PTC mode is configured to allow the train to proceed beyond the physical signal when the physical signal indicates to proceed under PTC control.

28. The carborne controller of claim 21, wherein the control module in the PTC mode is configured to automatically enforce PTS at a first restrictive virtual PTC signal ahead of the train.

29. The carborne controller of claim 21, wherein the control module in the PTC mode is configured to automatically enforce a PTS at a first restrictive physical signal ahead of the train.

30. A train control system comprising: a carborne controller installed in a powering unit coupled to a train, the carborne controller comprising a positioning system interface, a wireless receiver, and a control module for performing a positive train control (PTC) mode,communication-based train control (CBTC) wayside equipment comprising a zone controller,wherein the CBTC wayside equipment and the carborne controller are configured to communicate via a wireless communication link, andwherein the control module, through operation of at least one processor, is configured to localize the powering unit utilizing the positioning system interface,receive physical signal aspects and virtual PTC signal aspects from the CBTC wayside equipment, andenforce an automatic positive train stop (PTS) at a restrictive physical signal or virtual PTC signal located ahead of the train.

31. The train control system of claim 30, wherein the control module in PTC mode is configured to enforce permanent speed restrictions.

32. The train control system of claim 30, wherein the control module in PTC mode is configured to enforce temporary speed restrictions underneath the train.

33. Train control system of claim 32, wherein the zone controller of the wayside CBTC equipment is configured to communicate the temporary speed restrictions to the carborne controller.

34. The train control system of claim 30, wherein the wireless communication link comprises a radio link.

35. The train control system of claim 30, wherein the control module is configured to activate the PTC mode in response to a localized locomotive.

36. The train control system of claim 30, wherein the zone controller is configured to communicate the physical signal aspects, virtual PTC signal aspects, switch positions and work zones to the control module.

37. The train control system of claim 30, wherein the carborne controller further comprises a database comprising permanent speed restrictions, positions of physical signals, positions of virtual PTC signals and positions of switches, and wherein the control module in the PTC mode is configured to enforce the permanent speed restrictions as indicated in the database.

38. The train control system of claim 30, wherein the control module in the PTC mode is configured to automatically enforce a PTS at a first restrictive virtual PTC signal aspect ahead of the train.

39. The train control system of claim 30, wherein the control module in the PTC mode is configured to automatically enforce a PTS at a first restrictive physical signal aspect ahead of the train.

40. The train control system of claim 30, wherein the train is a work train equipped with the carborne controller.