RAILWAY NAVIGATION SYSTEM OF THE INTEGRATED CABIN SIGNCROSS REFERENCE FOR RELATED APPLICATIONS This application is related to the North American co-pending application entitled Rail Vision System with Serial No. 08 / 898,648, filed on July 22, 1997. The co-pending application is assigned to the transferee of the present invention and its teachings are incorporated in the present document for reference.
FIELD OF THE INVENTIONThe present invention generally relates to a system used to drive the braking of a train in accordance with the color information of signal light received from the hard shoulder signaling devices of a hard shoulder signaling system. More particularly, the present invention relates to a signal from the integrated cabin and a railway navigation system that identifies the particular segment of track on which the train is traveling at the time; and operates the brakes based on the hard shoulder signaling system which is that the particular segment in which the train is passing is covered by a hard shoulder signal system device and if the color information of the signal light is actually receive in it.
BACKGROUND OF THE INVENTIONA railway operation authority is responsible for operating rail traffic safely along the routes of the train tracks that are under its control. Generally, a train is driven safely along the track by the use of a hard shoulder marking system. One type of hard shoulder signaling system shown in the Figure comprises a continuous succession of DC train stopping circuits along the entire path length of the track through the control of a multiplicity of spaced shoulder signal devices. in separate form from each other along the route. Each train stop circuit covers a track section of approximately 328m (10,000 feet) in length and is electronically isolated from the next detection circuit by means of an insulated seal located between each section of the track. Each detection circuit only detects if its section of theThe track is occupied by a train and transmits a signal indicative of the foregoing to its corresponding hard shoulder signal device For the hard shoulder signaling system shown in Figure 1, each hard shoulder signal devicetypically takes the form of a luminous display with colored lights or other signal through which it visually communicates the color information of the signal light to the train operator. It is the color information ofsignal light which indicates the conditions of the next segment of the road, that is, _ if it is free, occupied by a train or subject to some other speed restriction. To each color of signal light theconveys a color or combination of colors that indicates a particular course of action that requires the authority of the operation. The particular colors red, yellow and green generally indicate the same meaning as in the traffic lightstandard. For example, in a signaling system with four colors of light, the following scheme could be applied: green for free, yellow and green for medium approach, yellow for approach and red for r or ing 11 o. A train is detected in a section of the track, the train detection circuit in place informs its corresponding action signal device. As a train approaches a segment of the road on which the shoulder signal device is covered, the rail authority occupying that segment uses the shoulder signal device to visually communicate the color of the appropriate signal light to the operator of the road. train. Another type of hard shoulder signaling system shown in Figure Ib also comprises the continuous succession of DC train stopping circuit along the route of the train track. These, they are also used to control the shoulder signal devices scattered along the route. Each of the hard shoulder signaling devices in this type of signaling system also includes an AC track circuit that accompanies or covers each DC train stopping circuit and serves to complement its visual demonstration. Each "hard shoulder" device, through its AC circuit, transmits signal information color pathways (for example, the cabin signal) to a range of approximately 664m (5,000 feet). the train is moving on the tracks, the cabin signal is detected by the recovery coils mounted on the front axle of the locomotive, the signal from the cabin is filtered, decoded and then transported to a signal device in the cabin located in the cab of the locomotive The cab signaling device typically includes a demonstration of the use of colors to visually transport the color information of the signal to the train operator, most of the railway operation authorities, such as , Conrail and Union Pacific, uses a four-color system to communicate the conditions of the next segment of track, each of the hard shoulder signaling devices in the system, typical It takes the form of a power AC frequency path circuit from which a conveyor frequency typically ranges between 50 and 100 hertz, transports the signal from the car in the encoded format. In this four-color light road marking system, each color of the signal light is transmitted through electric impulses in the aforementioned manner to the cab signal device using the following re-programmed code ranges: 180 pulses per minute for Free, 120 for Middle Approach, 75 for Approach and 0 for Re str ing in / Al to. The last three colors impose a restriction on the speed with which the train can move along each segment of the train track. Railway equipment manufacturers have offered a variety of systems whose objective is to operate the brakes of a train in accordance with the instructions transmitted by the operating authorities of a railway. These systems, more typically employ cab signaling devices together with automatic train protection systems (ATP). In processing the instructions received from the shoulder signaling systems in accordance with known principles, such devices and systems of the prior art are used to derive and request that the train be driven with the braking profiles. These prior art systems usually brake the train automatically when it is operated in a manner contrary to the limits imposed by the braking profiles and therefore contrary to the shoulder signaling systems through which the train passes. In this way, the signal device of the cabin, typically comprises an auditory warning device and a reception noticeThe reception entrance allows the train operator to know the aspects of more restrictive signals and thus avoid the application of the punishment brakes. For example, when the train is in a segment of track on which one of the speed restrictions is present and where, however, the train is allowed to exceed the restriction speed, the signal device of the cabin will activate the auditory warning device. If the train operator does not initiate the application of the service brake so that the train is driven with the braking profile of the calculated speed distance, the cab signaling device will automatically enforce the application of the penalty brakes to stop the train. train. The cab signaling device typically provides continuous power to a supply circuit to energize, and thus to keep a valve closed and reads one or more time. If the train is entangled with the braking profile of the speed distance, the cabin device deenergizes the valve to release the brake tube to the atmosphere when applying the brakes. In newer locomotives, equipped with modern braking systems, such as the WABCO EPIC® systems, the cab signal device offers a similar input to the electronic brake control system to provide the same function. Some cab signal devices also protect against overspeed, as an optional feature. The speed sensing device provides a speed indication for the cab signaling device. The cab signaling device automatically shuts off the engine of the locomotive if the train speed exceeds a predetermined value.
The territorial coverage of the DC train detection circuits and the AC track circuits of the hard shoulder signal device typically is not co-extensive. While each detection circuit of the DC train comprises a track section of approximately 228m. (10,000 feet) in length, each hard shoulder signal device, through its AC track circuit can typically apply its cabin signal safely in a range of approximately 164m (5,000 feet). Accordingly, the repeating units are frequently used to fill the interruptions, as well as to provide a continuous coverage of the cab signal between the hard shoulder signal devices as shown in Figure Ib. The signal devices in the cabin in the current trains are designed to operate on the shoulder signaling systems that provide continuous coverage along the entire route of the road. If a cab signal device or a repeater unit fails, the cab signal device will interpret the loss of the color information of the signal light as a detection aspect and automatically impose the application of the penalty brakes. . Although the train operator can typically avoid an application of the punishment brakes by means of notification and other actions, it is usually not operationally acceptable to routinely require the "shutdown" and "interruption" of the repeated signal. to cover the loss of coverage. Although signaling systems are widely used in freight trains as well as passenger transit properties, they have not been widely deployed on the longer freight train routes. The above is mainly due to cost considerations, as it is very expensive to equip the routes of the railroad with devices of the hard shoulder signal, without also having the necessary units of repetition. Only the need for a repeater unit can often more than double the cost of implementing a hard shoulder signage system. The increase in cost is due to a need for infrastructure such as acquisition sites where to install the equipment and provide the foundations, equipment facilities and the entrance of energy in their places. Therefore, several railroad routes have the type of hard shoulder signaling system shown in Figure 1, in which there are interruptions in the coverage of the car signal because the repeater units have either been used or have only been used. used in some Tugares. For heavy-load trains with continuous cab signaling devices, it is generally not practical to provide automatic train detection techniques for braking. Several factors, such as the braking characteristics, the length of the signal block and the degrees for any train and terrain are not known, so the worst case conditions would have to be assumed. This would result in assumptions of braking curves that are too restrictive in most cases, which would affect the operations of the trains very severely, to be practical. Frequently, most freight train operators with continuous cab signaling devices (eg Conrail and Union Pacific Railroads) provide only a warning of the most restrictive signal light colors, with a reception request. The punishment brakes are applied automatically only if the train operator is not aware of the most restrictive signaling aspects. The train operator can thus satisfy the reception requests even without applying the brakes to stop the train before approaching the red signal. Even another type of shoulder marking system (not shown) also comprises the continuous association of DC train detection circuits along the route of the train track. These circuits are also used to control the shoulder marking devices scattered along the route. However, in this type of hard shoulder signaling system, each of the hard shoulder signaling devices controls a track transponder located at a fixed point along the track before each hard shoulder signaling device. When a train is detected in a section of the track, the corresponding train detection circuit informs its respective hard shoulder signaling device. However, the train can only receive the color information of the transponder signal light when it passes through each fixed point. When using the tr ansponder is a way to transmit additional coded data such as the profile of the next segment of the track and the length of the signal block, a train equipped with an automatic train protection system (ATP) can cause braking in the routes covered by the train signaling system. The primary disadvantage of ATP systems based on the transponder is that highly equipped trains need to pass discrete points on the railroad track, in order to receive updated light color information of the signal. Therefore, some railway authorities have used radio systems to supplement the information received from road transponders. Other authorities have only used fixed transponders, with - updated information transmitted by radio from the hard shoulder signal devices. Another common deficiency in all ATP systems based on the transponder is that they are very expensive to install and maintain.
For example, maintenance typically requires the replacement of damaged drivers, maintenance also requires a change in codes or transponder locations as well as the configuration of the train track could also be changed with the timer. The current automatic train protection systems have significant disadvantages, since they are used in relation to the hard shoulder signaling systems comprising hard shoulder signal devices having AC track circuits or transponders at fixed points. For hard shoulder signaling systems comprising hard shoulder signaling devices, comprising AC track circuits, it is expensive to equip the railroad routes with repeating units to avoid interruptions in coverage where the signal light color information does not it would be available. In addition, the cab signaling device will interpret the loss of the car signal as an interruption and automatic aspect, would impose the application of the punishment brakes. For the shoulder marking systems comprising the shoulder signal devices, which comprises the transponders of fixed points, a train equipped to travel on such routes is required to pass the fixed points to receive the color of the updated signal light and the guide information of the transponders. Transponder systems are also expensive to install and maintain. Therefore, there is a need in the railroad industry for a system that can operate the brakes of a train according to a hard shoulder signaling system without the aforementioned disadvantages. Specifically, it would be highly desirable to develop a system that does not depend on fixed point transponders to receive information from the hard shoulder signaling system. Furthermore, it would be preferred that such a system does not require the installation of expensive repeating units to fill the interruptions in the coverage of the car signal between the hard shoulder signal devices. Such a system must be capable of operating the brakes in accordance with the shoulder marking system, even if the system finds track segments (eg, interruptions) from which the light control information signal would not be available. . Such a system would currently be designed to operate on either or both of the shoulder signaling systems shown in Figures Ib and le. In relation to the invention, the subject matter described and claimed in a co-pending North American application entitled Rail Navigation System, serial number 08/604, 032, filed on February 20, 1996. This co-pending application is assigned to the transferee of the present invention, and its teachings are incorporated for reference herein. The rail navigation system allows the train to locate the position it occupies on a railroad route. As best described in the cited document, the railway navigation system comprises a database that includes data pertaining to the positions of the routes of the railway tracks and the positions and orientations of the curves and changes in those routes. The system also receives information from the devices, such as the odometer, a device that measures the speed to turn and a receiver na ve ga ci ona 1. According to the instructions contained in its programming code, the railway navigation system uses data mentioned above together with and in comparison with the numerous contributions to determine where the train is located in relation to the location data on the route of the route, stored in the on-board database. Through such a process, the coordinates that the train occupies on earth are related to the information in the database to determine not only which way the train is traveling, but also the particular position that the train is occupying in the to . Note that the following background information is provided to assist the reader in understanding the present invention. Accordingly, any term used herein is not intended to be limiting to any particular interpretation, unless specifically stated otherwise in this document.
OBJECTIVES OF THE INVENTION It is therefore a primary objective of the invention to determine whether the signal of the car should be available from the particular track segment to which the train approaches and how the train brakes will be operated therein. , if the train engine is needed and this fails in the operation of the brakes according to the braking profile calculated for the system. Another objective of the invention is to generate braking profiles that adapt to changes in various train parameters, length of the signal block and color information of the signal light. Another object of the invention is to ensure that the train brakes are operating in accordance with the hard shoulder signaling system; if the particular segment in which the train is currently located is covered by a hard shoulder signal device and if the signal aspect information is actually being received. Another object of the invention is to develop an integrated cabin signal and a railway navigation system that can be used with a hard shoulder signaling system whose signal coverage of the car does not extend along the entire length of the railroad route. Another objective of the invention is to develop the integrated cabin and a railway navigation system that can be used with a hard shoulder signaling system without the need to modify (for example, the installation of repeaters) the hard shoulder signaling system. Another objective is to provide an automatic train protection system that can be implemented in almost all train equipment without almost affecting the train's current manual operations or practices. Another objective is to design an integrated signal from the cabin and a railway navigation system that can be implemented with the cabin signaling devices currently used by railway operation authorities. Another objective of the invention is to implement an integrated cabin signal and rail navigation system at a lower cost than alternative radio based on the "Positive Train Separation" and "Advanced Train Control" systems that are currently being considered. or developing other manufacturers. Another objective is to develop an integrated cabin signal and rail navigation system that have a particular value for freight trains that already have a large number of locomotives of several track sections equipped with conventional hard shoulder signaling systems. In addition to the objectives and advantages listed above. Several additional objects and advantages of the invention will become more apparent to those skilled in the relevant art of reading the detailed description section of this document. The additional objects and advantages will become particularly apparent when the detailed description is considered along with the attached drawings and claims.
SUMMARY OF THE INVENTIONIn a first current preferred embodiment of the invention, the cabin signal and railway navigation systems are combined to form an integrated system capable of acting as an automatic train protection system. When traveling on railroad tracks, the train comprises a hard shoulder signaling system by means of which a railway operation authority communicates from each hard shoulder signal device, the color information of signal light of the hard shoulder signaling system. and how is it that the train should proceed along a particular segment of the railroad track. The signal system of the cabin receives the signal from the cabin as the train approaches each hard shoulder signal device and communicates the color information of signal light thereof to the railway navigation system. The cab signal system also communicates to the rail navigation system through a punishment brake control line if it is it requires the application of these. The rail navigation system imposes the application of the penalty brakes based on the factors that include the estimated distance for the specific block and braking lengths that are related to the current location and speed of the train. The train's navigation system ensures that the train's brakes are operating in accordance with the hard shoulder signaling system and this particular segment in which the train is located is covered by a hard shoulder signal system and the signal from the cockpit It is really being received in it. In a second current preferred mode, the present invention provides a cabin signal and an integrated railway navigation system for the train. The integrated system includes a cab signal system and a rail navigation system. The signal system of the cabin receives the signal from the cabin as the train approaches each hard shoulder signal device and communicates the color information of signal light thereof to the railway navigation system. The rail navigation system determines if the signal light color information should be available from the particular track segment where the train is located and thus know when and how to operate the train brakes when the driver is required;it can not operate the brakes according to one or more profiles calculated by the system.
BRIEF DESCRIPTION OF THE DRAWINGSThe Figure partially illustrates a typical shoulder signaling system comprising DC train detection circuits used to control the train signal devices through which the signal light color information is communicated to the train operator. Figure Ib partially illustrates a typical signaling system comprising DC train detection circuits and hard shoulder signaling devices supplemented with repeating units through which it provides the signal from a car to a locomotive of a train no matter where the train is directed on a railway route that is also equipped. The Figure illustrates the type of hard shoulder signaling system shown in Figure Ib, except for the repeating units, so the train that travels on a equipped railroad route will find certain road segments that will not be available. sign of the cabin. Figure 2 is a schematic diagram illustrating a signal system of the block-shaped cab of the prior art. Figure 3 is a schematic diagram illustrating a first current preferred embodiment of the invention in the form of a block, in which the cab signal and the railway navigation systems of a locomotive are combined to form an integrated system. Figure 4 is a schematic diagram illustrating a second current preferred embodiment of an integrated car signal and a rail-shaped rail navigation system.
DETAILED DESCRIPTION OF THE INVENTIONBefore describing the invention in detail, the reader is cautioned that, for the sake of clarity and understanding, identical components that have identical functions in each of the accompanying drawings, were marked where possible with the same numbers of reference in each of the figures provided in this document. Figure 2 of the drawings illustrates a typical cabin signal system 100 and a well-known type of cab signaling technique. The cab signal system generally contains a cab signaling device 110, a recovery serpentine 120, a speed detecting device 130, a train 140 or braking punishment circuit 140, a luminous screen 150 of color of signal light and a reception warning device 160. The signal device 110 of the cabin also includes a filtering circuit and a decoding system. When extended in the information provided in the background section, the signal system 100 of the cabin operates basically as follows: When passing a train on the segment of track where it can receive the information in the form of a signal of the device hard shoulder signal, the receiving coils 120 receive the electrical signals transported along the circuit of the AC track. The filtering circuit is used to drive away any external noise detected by the receiving coils 120. Such a circuit system ensures that the electrical signals exhibit a frequency between a pre-programmed frequency band (for example 50 to 100 Hz), a magnitude above the pre-specified level and a coding value within the predefined tolerance. The coding circuit system then decodes the cab's electrical signal for light color information of the signal that contains it. For the four color light harness signaling system previously referred to, the information of four signal light colors can be 180 pulses per minute to indicate the Free form, 120 to indicate the Middle Approach, 75 for Approach or 0 for the Aspect Res tr ingido / Al to. Once decoded the cab signal device 110 conveys the predominant color of light to the luminous screen 150 of light color, which is where the train operator is shown. As mentioned in the background section, the prior art cab signal system 100 executes its automatic protective function of the train through which it can impose the application of the penalty brakes by means of a power supply circuit 140. penalty brake if the train operator does not recognize the colors of the most restrictive signal light through the reception warning 160. The control line 141 of the penalty brakes on the route through which the cabin device 100 controls the supply device 140 for the penalty brake. Referring now to the first current preferred embodiment of the invention, FIG. 3 illustrates an integrated signal from the cab and a rail navigation system 1 that can be implemented by using a pre-existing cab signal system such as that shown in FIG. Figure 2. In its most basic form, the integrated system 1 includes a system 100 of the signal booth and a rail navigation system 200. The signal booth system 100 receives the signal from the cab of each shoulder device as the train passes along the railroad route. By being connected to the signal booth system 100, the rail navigation system 200 allows the brakes to operate in accordance with the train signaling system if the particular track segment the train is approaching is covered. by one of the hard shoulder signal devices and whether or not the system receives the car signal from the segment of a particular road. The rail navigation system 200 includes a storage device, a speed sensing device, a return speed measuring device, a navigational receiver and a computer. The storage device 210 is used primarily to store a database composed of a variety of information. As cited in the previous document with the North American Serial Number 08 / 604,032, the database includes data pertaining to (i) the locations of the railroad track routes and (ii) the locations of curved pathways and changes in that route of railroad tracks. However, what is novel for the present invention is that the database also comprises data belonging to the location of each segment of all the important routes of the train track, whether or not covered by the hard shoulder signal device. . Therefore, in the database, each track segment of those railroad routes is preferably assigned one of three reception codes: (1) a segment without signal, (2) an intermediate segment and (3) a segment with signal. A non-signal segment refers to the type of track segment for which the signal light color information would not be available, ie the track segment is not covered by a hard shoulder signal device. This type of segment is typically found after the train has passed a signal segment. Although no signal light color information is received, it is preferred that the integrated system 1 act as if it had received a color of signal light which is a more restrictive level than that received from the shoulder signal device of the last train which He passed. For example, if the train received the free signal from the last hard shoulder signal device that passed, the integrated system 1 acts as if it had received an average approach signal from the segment without signaling that has just been found. By extending this preferred logic to its conclusion, this will usually indicate to the integrated system 1 that the train will find a segment of height, two segments later. An intermediate segment refers to the type of track segment in which the signal light color information should be available only under good road conditions. Bad conditions, such as rain, snow or other known factors, could prevent the transmission of electrical signals along the track by making a section of the track unable to convey the viable information of the signal light color. The train will typically find an intermediate segment after having passed one or more segments without signaling. If the train finds an intermediate segment from where it receives the information in the form of a signal, the integrated system 1, as explained below, will act in accordance with the color of the signal light it received. A signalized segment refers to the type of track segment where the information in the form of a signal light color should be available.
When a train finds a signalized segment from where it receives a signal from the car, the integrated system 1, as will be explained subsequently, will act in accordance with the form of signal it has received. However, if the train finds a signalized segment, the train could be restricted in its operation along that segment. For example, failure to receive the signal from the cabin of a signalized segment could be interpreted as having received a stop signal. Alternatively, such failure could be interpreted as having received the color of light from the signal which is a more restrictive level than that received from the last hard shoulder signal device that was passed. How the integrated system 1 will react exactly to such a failure obviously depends on the operating practices of the railway. The rail navigation speed sensing device 200 could be different or the same as that used by the pre-existing car signal system 100. However, as shown in Figure 3, the speed detecting device is preferably shared with the car signal system 100 and the rail navigation system 200. Despite the benefits in terms of sharing, the speed detecting device may take the form of an axis generator, a traction motor speed detector or other known device. The speed detection device 130 detects the rotation of one of the axes of the train locomotive through which it generates a first signal, from which the train speed can be determined. Alternatively, the speed detector device 130 can be used as an odometer to determine the distance the train has traveled over time. The odometer signal could obviously be differentiated in time to calculate the speed of the train. The return speed measurement apparatus 220 and the navigational receiver 230 are best described in the above document with the serial number US Serial Number 08 / 604,032. The return speed measurement apparatus 220 measures the speed at which the train turns when passing through curves on the railroad tracks. It could take the form of a copied turn or through which a second signal is generated from which the curvature of a railroad track can be determined. The navigational receiver 230 is used to determine the position that the train occupies on the ground. It is preferred that the "navigational receiver 230 take the form of a GPS receiver that can take global coordinates, such as the latitude and longitude of the satellite of the Earth's orbit." The GPS receiver could also be used to provide guidance information. adequate enough to identify a curve or a change in which the train is located, it is "warned, however, that it will not be adequate enough to determine in which part of the adjacent, parallel tracks the train could be located. In this way, the data that the same GPS receiver could provide, would only be an approximation of the location. exact that the train occupies on earth. This navigational receiver 230 being the one that generates a third signal indicative of the approximate position of the train in the tracks. The computer 200 of the railway navigation system is also better described in the aforementioned document Serial Number North American 08 / 604,032. According to the instructions contained in its programming code, the computer 240 uses the aforementioned data together with and in comparison with the listed signals to determine where the train is located in relation to the stored data of the route path orientation of the database. Through this process, the coordinates that the train occupies on the ground are related to the information in the database to determine not only which way the train is traveling, but also the particular segment and position that the train occupies in this way. Having properly pointed out the position of the train, the computer 240 then determines when and how the train brakes will be operated if the train operator needs the braking operation to fail according to one or more braking profiles that have been calculated by Computer. The computer 240 continuously updates the braking profiles based on a variety of parameters including the aforementioned data, the listed signals, and the light color information of the signal obtained from the last track segment where such information was available. The process by which the braking profiles are calculated is, of course, well known in the braking technique of the train. Typically, two sets of braking profiles are calculated, one for full braking service and one for emergency braking. Each braking profile will be calculated with a velocity distance curve from an objective detection point. The braking profiles will be used to fully comply with the hard shoulder signaling system in a manner less detrimental to train handling and normal operations. According to the type of track segment in which the train is located, the last information in the form of a received signal is used to determine the scope of the current authority for operating the train. By using the current position of the train and the point at which the train is to be stopped or slowed down, the computer 240 continuously calculates two braking and velocity-distance profiles. By using the desired speed for full service braking, the service braking profile is derived so that a complete application of the service brake can stop or reduce the train speed by the distance between the current position of the train and the point wanted. When using the desired speed for emergency braking, the emergency braking profile is derived so that an emergency brake application is able to stop the train in the distance between the train and the desired point. The penalty brake control line 141 of the signal booth system 100 is attracted to the rail navigation system 200. In this way, the railway navigation system 200 controls the penalty brake based on the distances calculated in the specific block lengths related to the train's current speed location. Specifically, the computer 240 controls the means to impose the application of the penalty brake if the train exceeds the braking profiles of distance and speed. The means for enforcing the application of the punishment brake may take the form of any of a wide variety of known devices as illustrated in the block identified with numeral 140 in Figure 3. The punishment power circuit 140 may be used to energize , and thus to keep closed, an electric valve that would open the braking tube to the atmosphere and apply the brakes. The penalty feed circuit 140 could also be used as input for a modern braking control system by means of which the same function is provided. For example, if the train speed is too close to the service braking curve, the train operator would be warned through an audible warning device. If the train operator does not initiate the application of the brake so that the train is driven with the service braking profile, the automatic computer 240 de-energizes the penalty power circuit 140 to enforce the application of the penalty brake to stop the train. train. Similarly, if the train speed is too close to the emergency braking curve, the train operator could be warned again through an audible warning device. If the train operator does not apply the brakes so that the train is driven with the emergency braking profile, the computer 240 will automatically impose the application of the penalty brake to stop the train. For the braking profile of the service, the application of the penalty brake would normally be imposed at a normal service speed. For the profile of the emergency braking, a braking speed of eme rgenci a could be imposed. The integrated system 1 derives the braking profiles using the data provided by the rail navigation system 200, such as the location and configuration of the track. In this way, the integrated system 1 operates as an automatic train protection system that is capable of applying braking on the routes that cover the shoulder signaling system, whether or not the shoulder marking system has interruptions in the coverage of the signal of the cabin. The railway navigation system 200 is used to fine-tune train-specific braking profiles for the terrain and specific tracks on which the train travels, the integrated system 1 is compensated for the shortest distance to where the train intends to reach on the following devices of hard shoulder sign. By constantly monitoring the position of the train, the computer 240 is more capable of operating the train according to the braking profile derived for any given section on the track. The signal of the cabin of integration with the principles of railway navigation, also allows the total braking of heavy freight trains on long routes. The integrated system 1 may also include a reception notice 160 which controls the rail navigation system 200. The reception notice 160 could preferably be used to silence the auditory warning devices that could be generated after a failure to respond to the more restrictive signal light color. The automatic protection function of the train of the invention, however, avoids the conventional uses of the prior art of receiving notice (for example, the prevention of the application of the penalty brake).
The integrated system also includes the luminous screen 150 of traditional light color. Depending on the option that is preferred, the rail navigation system 210 can operate the luminous screen 150 of light color in either of the two ways. The rail navigation system 210 can illuminate the indicators of the area only when the signal from the cabin is actually being received during the request to a hard shoulder signaling device. Consequently, the light color indicators will not illuminate when the train passes through those track segments that do not cover the hard shoulder signal devices. Alternatively, the rail navigation system 210 can operate the light color demonstration so that it always emits some indication whether or not the train is traveling on the road segment covered by a hard shoulder signal device. Specifically, the light color indicators will illuminate to indicate what color of signal light prevails at the time the train passes through the track segments covered by the hard shoulder signal devices. However, when passing through track segments that are not covered by the hard shoulder signal device, the light-colored light display 150 could be illuminated to indicate a signal light color which is a more restrictive level than that received from the light source. Last hard shoulder signal device that happened. An optional feature of the integrated system 1 could be a graphical light display unit 250. This luminous screen unit could be used to provide the train operator with complementary information on the profile of the next portion of the railway, the estimated distance required to stop the train and the territorial coverage of the railway operation authority. The graphical light screen unit 250 may also be used in place of the conventional cab light display unit. Another optional feature of the invention could be to incorporate the overspeed protection in the navigation system 200. The first signal emission from the speed detector device 130 generally takes the form of pulses at a frequency proportional to the speed at which the axis rotates. By using the first signal of the speed detector device 130, the rail navigation system 200 could be used to automatically shut off the engine of the locomotive if the train speed exceeds a predetermined value. Considering the functions performed by the rail navigation system 200, it should be apparent for the cab signal system 100 to serve primarily to collect, filter and decode the received cabin signal from the hard shoulder signal devices. Therefore, the cab signal system includes a means for collecting the electrical signals of the railway track, means for expelling foreign noise from the electrical signals and means for decoding the color information of light contained in the signal of the cabin. . In a manner well known in the relevant art, the means for filtering the emissions of the electrical signals to the decoding means when the electrical signals exhibit a frequency in a preprogrammed frequency band as a magnitude above the pre-specified level. and decoding speed of predefined predefined units. However, the rail navigation system 200 generally assumes all other functions reflected by the cab signal system 100. The above includes functions related to the adjacent logic, the demonstration of the light color information and the interface with the locomotive. Referring now to a second current preferred embodiment of the invention, FIG. 4 illustrates an integrated signal from the cab and the rail navigation system that can be implemented as new, a fully integrated system 300. In this modality, it is mainly intended that the invention be installed in locomotives where the type of signal of the cabin is not installed or will be replaced. The integrated system 300 includes a filtering / decoding device 310 of the cabin signal and the rail navigation system 200 which together work in the same manner as the system described in Figure 3. The signal system 310 the cabin in this mode serves to filter and decode the information in the form of a signal received from the hard shoulder signal devices. This system does not need to perform any function related to the punishment brakes or overspeed protection, while these functions are performed only by the rail navigation system 200. Note that the luminous screen 150 of light color, is now optional, since the graphical light display unit 250 can use the luminous display of signal light colors as well as the supplementary information, such as the profile of the next portion of the railroad, the estimated distance required to stop the train and the territorial coverage of the railway operation authority. The graphical light display unit 250 can also be used in place of the light display unit of the conventional cabin. In addition, the reception notice is not needed, since the automatic train protection function provides the conventional prior art uses of the reception notice (for example, preventing the application of the penalty brakes).
As regards the device 310 f i 11 decorator / decoder of the cabin signal, well-known techniques can be used to decode the electrical signals of the car, received from the hard shoulder signal devices. The communicated signal light color information of the filtering / decoding device 310, the rail navigation system 200 can be transported in the form of discrete inputs related to each color of signal light so that intelligence or process capability is not required in the device 310 fi 1 trader / decoder. Alternatively, the cabin signal filtering / decoding device 310 may include a microcoder with light color information being communicated at a serial data interface to the rail navigation system 200. Currently, the preferred embodiment for transporting the invention has been established in detail in accordance with the Patent Act. Those of ordinary skill in the art to which this invention pertains may, however, recognize several alternative ways of practicing the invention without departing from the spirit of the appended claims. Those with such knowledge will also recognize that the following description and drawings are illustrative only and are not intended to limit any of the rei indications enunciated to any particular interpretation. Accordingly, to promote progress in science and useful techniques, I assure myself through the parts of the patent of exclusive rights, the subject matter encompassed by the following claims during the time prescribed by the Patent Act.